castell-y-mynach estate · • section 11 – summary and conclusion – this section provides a...

Castell-y-Mynach Estate

Land South of Creigiau, Cardiff

Transport Assessment

June 2019

i

Contents

1 INTRODUCTION .......................................................................................................... 1

2 EXISTING SITUATION .................................................................................................. 3

Site Location .............................................................................................................. 3

Existing Travel Behaviour ........................................................................................... 3

Accessibility by Non Car Modes .................................................................................. 4

Local Facilities .................................................................................................. 5

Walking ............................................................................................................ 6

Cycling ............................................................................................................ 11

Public Transport ....................................................................................................... 13

Bus Services .................................................................................................... 13

Rail Services ................................................................................................... 15

Summary ................................................................................................................. 15

Local Highway Network ............................................................................................ 15

Llantrisant Road (A4119) ................................................................................. 16

Cardiff Road ................................................................................................... 16

Heol Creigiau .................................................................................................. 16

Heol Pant-Y-Gored .......................................................................................... 17

Tynant Road ................................................................................................... 17

Baseline Traffic Data ................................................................................................ 17

Collision Analysis...................................................................................................... 18

Summary ................................................................................................................. 19

3 POLICY REVIEW ........................................................................................................ 20

Introduction ............................................................................................................. 20

National Policy ......................................................................................................... 20

Planning Policy Wales (Edition 10, December 2018) ......................................... 20

Technical Advice Note 18: Transport (March 2007) .......................................... 22

Well-being of Future Generations (Wales) Act 2015 ......................................... 23

Active Travel Act (Wales) 2013 ........................................................................ 23

Local Policy .............................................................................................................. 23

Cardiff Local Development Plan 2006-2026 ...................................................... 23

Policy KP2 (D&E): North of Junction 33 on M4 and South of Creigiau ................ 24

Policy KP6: New Infrastructure ........................................................................ 25

Policy KP8: Sustainable Transport ................................................................... 26

Policy T2: Strategic Rapid Transit and Bus Corridors ......................................... 26

Policy T9: Cardiff City Region ‘Metro’ Network ................................................ 26

Managing Transportation Impacts (Incorporating Parking Standards) Supplementary

Planning Guidance (July 2018) ......................................................................... 27

Summary ................................................................................................................. 28

4 DEVELOPMENT PROPSALS ........................................................................................ 30

ii

Overview ................................................................................................................. 30

Masterplan .............................................................................................................. 31

Pedestrian and Cycle Access ..................................................................................... 32

Public Transport Access ............................................................................................ 34

Vehicular Access ...................................................................................................... 34

Travel Plan ............................................................................................................... 37

Sustainable Travel to Local Schools ........................................................................... 39

Parking .................................................................................................................... 40

Car Parking ..................................................................................................... 40

Cycle Parking .................................................................................................. 40

Electric Vehicles .............................................................................................. 41

Construction Impact ................................................................................................. 41

Summary ................................................................................................................. 42

5 TRANSPORTATION IMPLEMENTATION STRATEGY ..................................................... 44

Introduction ............................................................................................................. 44

Target Mode Split..................................................................................................... 44

Walking Strategy ...................................................................................................... 46

Proposed Development .................................................................................. 47

Summary ........................................................................................................ 49

Cycling Strategy ....................................................................................................... 50

Proposed Development ............................................................................................ 51

Summary ................................................................................................................. 52

Public Transport Strategy ......................................................................................... 52

Proposed Development .................................................................................. 52

North West Cardiff Transport Strategy (NWCTS) .............................................. 52

Rapid Transit System ................................................................................................ 55

Traffic Management Strategy ................................................................................... 57

Travel Plan ............................................................................................................... 58

Summary ................................................................................................................. 59

6 TRIP GENERATION AND DISTRIBUTION ..................................................................... 60

Trip Rates ................................................................................................................ 60

Journey Purpose ............................................................................................. 61

Commuting Trips ............................................................................................ 62

Education ....................................................................................................... 63

Leisure / Recreation ........................................................................................ 66

Trip Distribution ............................................................................................. 68

7 WALKING ASSESSMENT ............................................................................................ 69

Walking Trip Distribution ......................................................................................... 69

Proposed Mitigation................................................................................................. 69

Assessment .............................................................................................................. 70

Summary ................................................................................................................. 70

iii

8 CYCLING ASSESSMENT .............................................................................................. 72

Cycling Trip Distribution ........................................................................................... 72

Proposed Mitigation................................................................................................. 72

Assessment .............................................................................................................. 72

Summary ................................................................................................................. 73

9 PUBLIC TRANSPORT ASSESSMENT ............................................................................ 74

Public Transport Trip Generation .................................................................... 74

Bus Assessment ....................................................................................................... 74

Bus Trip Distribution ....................................................................................... 74

Proposed Mitigation ....................................................................................... 75

Assessment .............................................................................................................. 75

Rail Assessment ....................................................................................................... 76

Rail Trip Distribution ....................................................................................... 76

Assessment .................................................................................................... 76

Rapid Transit Assessment ......................................................................................... 77

Summary ................................................................................................................. 77

10 HIGHWAY NETWORK ASSESSMENT ........................................................................... 78

Traffic Growth .......................................................................................................... 78

Committed Developments ........................................................................................ 78

Assessment Scenarios .............................................................................................. 79

Junction Modelling Assessment ................................................................................ 80

A4119 Llantrisant Road/Cardiff Road .............................................................. 80

A4119/A4119 Llantrisant Road (Castell Mynach) Junction ................................ 82

Llantrisant Road/Site Access (East) Signalised Junction .................................... 84

Llantrisant Road/Site Access (West) Signalised Junction................................... 85

Cardiff Road/Site Access Junction.................................................................... 86

Summary ................................................................................................................. 87

11 SUMMARY AND CONCLUSIONS ................................................................................ 88

Summary ................................................................................................................. 88

Conclusion ............................................................................................................... 89

Figures

Figure 2.1 - Site Location

Figure 2.2 - Local Facilities

Figure 2.3 - PRoW in the Vicinity of the Site

Figure 2.4 - 15 & 30 Minute Walking Isochrones

Figure 2.5 - Integrated Network Map: Cycling

Figure 2.6 - 15 & 30 Minute Cycling Isochrones

Figure 2.7 - Bus Stop Locations

iv

Figure 2.8 - Local Highway Network

Figure 4.1 - Indicative Masterplan

Figure 4.2 - Pedestrian and Cycle Infrastructure

Figure 4.3 - Future Metro Alignment

Figure 4.4 - Proposed Access Junctions on Llantrisant Road (West)

Figure 4.5 - Proposed Access Junction on Llantrisant Road (East)

Figure 4.6 - Proposed Access Junction on Cardiff Road

Figure 4.7 - Emergency Access Links

Figure 4.8 - Electric Charging Points in Cardiff

Figure 5.1 - Pedestrian Movement Plan

Figure 5.2 - Walking Route Audit


Figure 5.4 - Strategic Bus Corridor Enhancement Plan – Cardiff LDP

Figure 5.5 - Proposed Alignment of Rapid Transport System

Figure 5.6 - Traffic Management Locations

Figure 7.1 - Site D Junction Proposals – A4119/Cardiff Road

Figure 7.2 - RCT Improvement Proposals at Castell Mynach Junction

Appendices

Appendix A - TA Scoping Note and Highways Response

Appendix B - Traffic Survey Data

Appendix C - 2018 Base Flow Diagram

Appendix D - PIC Data

Appendix E - Indicative Masterplan

Appendix F - Proposed Site Access Junction Drawings

Appendix G - Interim Residential Travel Plan

Appendix H - TRICS Outputs

Appendix I - Development Trip Distribution

Appendix J - Modelling Outputs

Appendix K - Site D Junction Proposals – A4119/Cardiff Road

Appendix L - RCT Proposed Improvements at Castell Mynach Junction

Land South of Creigiau – Transport Assessment 1

H:\Projects\W170000\173477 - Land South of Creigiau\Word\R01-CP-173477-Transport Assessment -V2.docx

June 2019

1 INTRODUCTION

1.1 Vectos has been commissioned by Castell-y-Mynach Estate to provide transport advice in

relation to a proposed residential development of circa 650 residential dwellings (C3 land use)

at ‘Land south of Creigiau’ in Cardiff.

1.2 The proposal is for a residential development of around 650 units and associated works.

1.3 A Transport Assessment (TA) scoping note was issued to Cardiff Council (CC) on 14th August

2018 and a meeting was held with officers on 17th August to discuss the proposals. A highways

response was received from CC in February 2019. The TA scoping note and highways response

is included at Appendix A.

1.4 Cardiff Council’s Adopted Local Development Plan (LDP) sets out the objective of providing

45,000 additional homes and 40,000 new jobs in the City by 2026. The LDP identifies ten

strategic sites where the majority of these new homes could be accommodated.

1.5 The proposed development encompasses Strategic Site E (South of Creigiau), which is

allocated for a housing-based scheme of approximately 650 homes representing a southern

extension of the existing village. The principle of residential development in this location has

therefore already been accepted by CC.

1.6 This Transport Assessment describes the design ethos and the way in which the design

facilitates and encourages appropriate travel. It assesses the effects of the proposed

development on the transport networks. It assesses the effects of the proposed development

in isolation, and it addresses the cumulative effect of the LDP proposals for North West Cardiff

(Rhondda Cynon Taff County Borough Council (RCTCBC) traffic, Strategic Site C – 7,000 homes

and Strategic Site D – 2,000 homes).

1.7 The transport principles guiding the proposed development are explained, including the site

design, neighbouring area integration, travel management and transit facilities, which

combine to provide travel choices, supporting CC’s target of achieving a 50/50 sustainable

mode split across the city by 2026.

1.8 The Transport Assessment is structured as follows:



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• Section 2 – The Existing Situation - This section reviews the existing situation, the

accessibility of the site by all modes of travel, and the proximity to local services and

facilities;

• Section 3 – Policy Review - This section provides a review of relevant national, regional

and local policy;

• Section 4 – Development Proposals – This section provides detail on the proposed

development. The principles of the development, in terms of design, access and

sustainability are explained.

• Section 5 – Transport Implementation Strategy (TIS) – This section sets out the

principles which have informed the TIS include the walking, cycling and public transport

strategies.

• Section 6 – Trip Generation and Distribution – This section assesses the effect of the

proposed development, outlining the methodology for calculating and distributing trips

across the transport networks.

• Section 7 – Walking Assessment – This section summarises the effect of the proposed

development on the walking network.

• Section 8 – Cycling Assessment – This section summarises the effect of the proposed

development on the cycling network.

• Section 9 – Public Transport Assessment – This section summarises the effect of the

proposed development on the public transport network.

• Section 10 – Highway Network Assessment – This section sets out the scope of the

assessment, including the assessment scenarios, and the effect of the proposed

development on the highway network.

• Section 11 – Summary and Conclusion – This section provides a summary and

conclusion of the proposed development.



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2 EXISTING SITUATION

2.1 This section of the report includes a detailed description of the site, the surrounding highway

network and the general traffic and transportation characteristics of the site’s surrounding

area.

Site Location

2.2 The development site is located south of Creigiau, approximately 1km from the centre of

Creigiau and approximately 11.5km from Cardiff city centre. The site is bound to the north by

Creigiau, to the east by Cardiff Road, to the south by the A4119 Llantrisant Road and to the

west by woodland and Tynant Road. The site location is shown in Figure 2.1.

Figure 2.1 – Site Location

2.3 There are currently no points of formal vehicular access serving the site. There are however

several farm access points into the site from Cardiff Road and from Dol-Y-Felin, a residential

road in Creigiau.

Existing Travel Behaviour

2.4 To understand existing travel behaviour in the local area, the existing travel patterns for

journeys to work have been investigated for the ward of Creigiau/St. Fagans. Table 2.1



June 2019

shows the mode splits for the journey to work from this ward which has been sourced from

the 2011 Census data.

Table 2.1 – Method of Travel to Work (Creigiau/St. Fagans Ward)

Method of Travel to Work Creigiau/St. Fagans Ward

Work mainly at or from home 6%

Underground, metro, light rail, tram 0%

Train 3%

Bus, minibus or coach 3%

Taxi 0%

Motorcycle, scooter or moped 1%

Driving a car or van 79%

Passenger in a car or van 4%

Bicycle 1%

On foot 3%

Other method of travel to work 0%

2.5 The data summarised in Table 2.1 shows that a high proportion of existing residents in the

Creigiau/St. Fagans ward travel to work by single occupancy private car (79%). A small

proportion (6%) travel to work by public transport and 5% of existing residents travel to work

on foot or by bicycle.

2.6 It should be noted that the data in Table 2.1 relates only to journeys to work and doesn’t

include journeys for the purpose of education, shopping or leisure.

2.7 Furthermore, the data does not take into account multi-modal trips to work (the census asks

for method of travel to work for the longest part of the journey) i.e. park and ride or cycle

and ride. However, it does provide an indication of existing travel patterns in the area.

Accessibility by Non Car Modes

2.8 Contemporary local and national transport policy states that new developments should be

designed to encourage more trips to be made by more sustainable modes including walking,

cycling or on public transport in an effort to maximise social inclusion and to minimise the

number of single occupancy private car trips. Providing travel choice is policy compliant and

essential in terms of today’s modern and dynamic society.



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Local Facilities

2.9 One of the primary factors to be considered when considering the suitability of a new

development is its proximity, accessibility and connectivity in relation to key local facilities by

non-car modes.

2.10 There are a number of facilities located within a 15 or 30 minute walk of the site which are

shown in Figure 2.2.

2.11 The walking and cycling distances from the centre of the site are shown in Table 2.2.

Figure 2.2 – Local Facilities



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Table 2.2 – Local Facilities

2.12 Table 2.2 demonstrates that the site is well connected and accessible by foot or by bicycle

(15-30 minutes) to a wide range of local amenities in Creigiau, including bus stops, primary

school and local shop.

Walking

2.13 The pedestrian facilities in the vicinity of the site include formal footways on Llantrisant Road

and in Creigiau and Public Rights of Way (PRoW).

2.14 Cardiff Road runs along the north-eastern boundary of the site and has footways on at least

one side of the carriageway. Cardiff Road links the A4119 Llantrisant Road with Creigiau and

is a convenient walking route for pedestrians into Creigiau. The footways vary in width and

benefit from street lighting.

Local Facility Distance from centre of

the site (metres)

Cycling Time

(mins)

Walking Time

(mins)

Public Transport

Henstaff Court Bus Stop 450 1 5

Robin Hill Bus Stop 500 2 6

Queen Charlotte Drive Bus Stop 250 1 3

Maes-yr-Onnen Bus Stop 500 2 6

Llys Gwynno Bus Stop 600 3 7

Dol-y-Felin Bus Stop 800 4 10

Schools / Education

Creigiau Primary School 1200 5 15

Leisure / Sports Facilities

Creigiau Recreation Ground 1200 5 15

Creigiau Allotments 1100 5 14

Creigiau Golf Club 1300 5 16

Local Shops

Tesco Express 900 3 11

Food and Drink

Creigiau Inn 800 3 10

Dynevor Arms 1800 6 22

Medical Centres

Creigiau Pharmacy 1400 5 17

Local Areas

Pentyrch 2700 15+ 35+

Groes-faen 2400 9 30



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2.15 A4119 Llantrisant Road runs along the southern boundary of the site and has footways on at

least one side of the carriageway. These lit footways vary in width and are predominantly in

a good state of repair, with footway widths ranging from 1.2 to 2.8m in the vicinity of the

site. In part a number of the footways also include a grassed area segregating it from the

carriageway.

2.16 There are a number of PRoWs in the vicinity of the site, including:

• PRoW 1 Llanillterne;

• PRoW 10 Peterstone Super Ely;

• PRoW 31 Pentyrch;

• PRoW 80 Pentrych;



• PRoW 86 Pentyrch; and

2.17 The footpaths and bridleways shown in Figure 2.3 are of varying states of repair, with some

being used more frequently than others.

Figure 2.3 – Footways and Public Right of Ways in the Vicinity of the Site

2.18 There are also footpaths within Creigiau which are not classified as PRoWs but can form part

of a convenient link to shorten journey times. An example of this is the footpath which

connects Parc-Y-Coed with Cardiff Road, shown below in Photograph 2.1 and Photograph

2.2.

Photograph 2.1 – Footpath between Photograph 2.2 – Footpath between



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Parc-Y-Coed and Cardiff Road Parc-Y-Coed and Cardiff Road

2.19 As shown in in the photographs, the footpath is paved and lit. This route is used by residents

of Parc-Y-Coed who are travelling by foot or by bicycle to the north east of Creigiau where

there is a pub, shop, bus stop and the recreation ground.

2.20 There is another footpath opposite the Creigiau Inn which is recorded as a PRoW. This runs

east-west and connects Cardiff Road to Parc Castell-Y-Mynach.

2.21 Within Creigiau, all residential roads benefit from footways and street lighting. Ffordd

Dinefwr and Parc-Y-Coed will link the central and eastern parcels of land to the local shop

and pub via the footpath shown in Photographs 2.1 and 2.2, and benefit from footways of a

good condition. These roads and footways are shown below in Photograph 2.3 and

Photograph 2.4.



June 2019

Photograph 2.3 – Ffordd Dinefwr Photograph 2.4 – Parc-Y-Coed

2.22 Ffordd Dinefwr and Tynant Road connect to Creigiau Primary School and the northwest of

Creigiau. The condition of these roads and footways are shown in Photograph 2.5 and

Photograph 2.6. Again, these roads benefit from footways and street lighting.

Photograph 2.5 – Ffordd Dinefwr Photograph 2.6 – Tynant Road



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2.23 Llantrisant Road (A4119) abuts the site to the south. It has a footpath on at least one side of

the carriageway although the footway varies in width.

2.24 The site is relatively well located in terms of proximity and easy access by foot to a number

of local facilities, using both pavements and PRoWs.

2.25 The propensity for people to walk or cycle depends on individual preferences and

circumstances. These circumstances might include, for instance, the purpose of the journey,

the attractiveness of, and activity along, the route, the weather, and the cost of alternatives.

2.26 The thrust of local and national land use and transport policy is to promote and encourage

the choice of walking and cycling above all else where travel needs to occur. Therefore, it is

reasonable to assume that walking is a viable and growing means of travel, and that new

developments, such as this one, should be designed to promote and encourage walking.

2.27 In practice, the distance that any individual is likely to choose to walk depends on that

individual and the circumstances, but it is fair to assume that over time, given current

policies to encourage community, health and wellbeing, the propensity for individuals to

walk, and to walk further, will increase.

2.28 Figure 2.4 indicates the walking isochrones of 15 and 30 minutes walking time from the

centre of the site assuming a comfortable average walking speed of 5km/ hr (3 mph).

Figure 2.4 – 15 and 30 Minute Walking Isochrones



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2.29 As demonstrated above, most of Creigiau is within a comfortable 15 minute walk from the

proposed development using the existing pedestrian facilities.

2.30 Through careful design, the scheme has the potential to improve accessibility between the

site and the village of Creigiau.

Cycling

2.31 Cycling infrastructure in the vicinity of the site is in its infancy. In its current form, Llantrisant

Road is not considered to be an attractive cycle route for less confident cyclists.

2.32 The residential roads within Creigiau are considered to be lightly trafficked and conducive to

cycling. These roads can provide cycle links to the local facilities within Creigiau.

2.33 The Cardiff Cycling Strategy 2016-2026 sets out CC’s vision for cycling and makes reference

to the Integrated Cycle Network. Of these, routes EW50 to EW55 lead through the Plasdwr

development and to Creigiau. Routes 53, 54 and 55 are north of M4 Junction 33 and are

described by the definitive map as follows:

• EW53: North of Junction 33 - Segregated cycle route through development with spur

routes to local centres, and priority at junctions over other transport modes;

• EW54: South of Creigiau - Segregated cycle route through development with spur routes

to local centres, and priority at junctions over other transport modes;

• EW55: Section to Creigiau centre - Segregated cycle route.



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Figure 2.5 – Integrated Cycle Network

2.34 In practice, the distance that any individual is likely to choose to cycle, depends on that

individual and their circumstances, but it is fair to assume that over time, given current

policies to encourage community, wellbeing, health and active travel, the propensity for

individuals to cycle, and to cycle further will increase. This is also in line with Cardiff’s Cycling

Strategy which seeks to encourage journeys by cycling and all sustainable modes of

transport.

Electric Bikes

2.35 Electric bikes are becoming more mainstream as identified by Sustrans, with the law in

England, Scotland and Wales meaning that a license is not needed to ride an ‘electrically

assisted pedal cycle’. There is also no need to register, tax or insure the electric bike. This

encourages the use of electric bikes as a real choice when discussing active modes of travel.

2.36 Sustrans also highlights one of the benefits of electric bicycles as being able to cycle longer

distances. This increases the area able to be accessed by bicycle and further ameliorates the

accessibility of the site.



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Accessible Locations

2.37 Figure 2.6 demonstrates the 15 and 30 minute cycling isochrones from the centre of the site.,

assuming a comfortable average cycle speed of 15km/hr (9mph). Sustrans has suggested that

up to 5 miles is an appropriate distance for cycle commuting. This equates to 33 minutes at

this speed.

Figure 2.6 – 15 and 30 Minute Cycling Isochrones

2.38 Figure 2.6 demonstrates that local towns such as Miskin and Pentyrch are within a 15 minute

cycle of the site, with areas such as Radyr, St Fagans, Llantrisant and Pontyclun being reachable

within a 30 minute cycle from the site. Cardiff city centre is also reachable within a 45 minute

cycle from the site.

Public Transport

Bus Services

2.39 There are 6 bus stops within close proximity to the site. These are: Henstaff Court, Robin Hill,

Queen Charlotte Drive, Maes-yr-Onnen, Llys Gwynno, Dol-y-Felin. The locations of the bus

stops are shown below in Figure 2.7.



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Figure 2.7 – Bus Stop Locations and Bus Routes

2.40 Stagecoach operates several bus services in the vicinity of the site. A summary of these

services is sown in Table 2.3.

Table 2.3 – Bus Routes serving Creigiau

Frequency (mins)

Provider No. Route First Last Weekday Sat Sun

Stagecoach 122

Tonypandy – Cardiff 05:49 21:53 15 20 60

Cardiff – Tonypandy 07:10 23:15 15 20 60

Stagecoach 124

Maerdy – Cardiff 06:40 16:05 60 60 2

daily

Cardiff – Maerdy 07:26 18:29 60 60 1

daily

Stagecoach 136

Creigiau – Cardiff 06:39 21:08 60 60 N/A

Cardiff – Creigiau 08:25 21:50 60 60 N/A



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2.41 As shown in Table 2.3, there are approximately 12 two way buses an hour serving the area

local to the site, with services provided to Cardiff, Maerdy and Tonypandy. There are also 10

two way buses an hour on a Saturday and 2 two way buses an hour on a Sunday.

Rail Services

2.42 The nearest rail station to the site is Pontyclun rail station which is located approximately

6km from the site. It serves a significant number of stations between Maesteg, Cardiff

Central and Cheltenham, at an hourly frequency. A small number of car parking spaces are

provided at Pontyclun rail station and there are no cycle parking facilities present.

2.43 Radyr rail station is located approximately 7km from the site and provides services between

Aberdare/Merthyr Tydfil and Cardiff Central at a 20 minute frequency. There are cycle

parking facilities at Radyr rail station for 16 bicycles. The cycle parking is sheltered and

equipped with CCTV. There are 114 car parking spaces with 15 accessible spaces available at

the station car park. A further 177 car parking spaces are provided in the nearby park and

ride car park.

2.44 These stations offer a reasonable multi-modal travel choice to/from the site.

Summary

2.45 The site is located in a reasonably sustainable location, within reasonable walking and cycling

distance of local facilities and public transport services in Creigiau and on Llantrisant Road.

Local Highway Network

2.46 The location of the site in relation to the local highway network is shown in Figure 2.8.



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Figure 2.8 – Local Highway Network

Llantrisant Road (A4119)

2.47 Llantrisant Road forms an east-west link between Groes-Faen and Danescourt, Cardiff. The

full A4119 links Cardiff with Tonypandy. Within the proximity of the site, Llantrisant Road is

well lit with a footway on one side of the carriageway at all times. It is subject to the national

speed limit in the vicinity of the site.

Cardiff Road

2.48 Cardiff Road provides a north-south link from the centre of Creigiau to Llantrisant Road. The

junction where these highways meet is to the south-east corner of the site. Cardiff Road is lit

with footways on a at least one side of the highway at all times. There have been recent

developments along Cardiff Road which have resulted in improved pedestrian facilities on

this road.

Heol Creigiau

2.49 Cardiff Road becomes Heol Creigiau to the north, once it passes the junction with Station

Road adjacent to the Creigiau Inn. It benefits from footways, street lighting as well as



June 2019

occasional dropped kerbs and tactile paving at crossing points. It provides access to Tesco

Express, Creigiau Golf Club and Creigiau Pharmacy.

Heol Pant-Y-Gored

2.50 Heal Pant-Y-Gored provides a link from Cardiff Road into Pentyrch. It is a two way single lane

carriageway however there are no pedestrian facilities along the route.

Tynant Road

2.51 Tynant Road runs north-south along the western edge of Creigiau. It connects the residential

area to the southwest of Creigiau with Creigiau Primary School to the north as well as the

rest of north Creigiau. It has a footway along its eastern edge for the most part and within

the vicinity of the school has dropped kerbs, tactile paving and street lighting. It joins Heol

Creigiau to the north.

Baseline Traffic Data

2.52 A Manual Classified Count (MCC) survey was undertaken at the Cardiff Road/Llantrisant Road

junction on Wednesday 27th June 2018 between the hours of 07:00 and 10:00 in the AM

peak and between 15:15 and 18:00 in the PM peak period. The observed traffic data is

included at Appendix B.

2.53 An Automatic Traffic Count (ATC) survey was also undertaken on Llantrisant Road to the

west of the Cardiff Road/Llantrisant Road junction for a period of 7 days between Tuesday

26th June and Monday 2nd July 2018. The survey data is included at Appendix B.

2.54 The ATC data shows that the observed peak hours along Llantrisant Road are 08:00-09:00 in

the AM peak and 16:30-17:30 in the PM peak. The 85th percentile speed on Llantrisant Road

in both directions is 49 mph.

2.55 Traffic data for the A4119/A4119 Llantrisant Road (Castell Mynach) junction has been

obtained from the Transport Assessment for the consented residential development at Cefn

y Hendy in Miskin (application ref: 16/1385/13).

2.56 The 2018 baseline traffic data is included at Appendix C.



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Collision Analysis

2.57 Collision data has been obtained from Cardiff Council for the area surrounding the site, which

includes roads that form main transport routes to and from the development site.

2.58 The PIC data was obtained within the 5 year period of 2012 to 2017. This data is included at

Appendix D.

2.59 Analysis of this accident data shows that:

• There were 60 recorded collisions recorded during the study period;

• Of these, there were 97 recorded casualties;

• There recorded severity of these accidents shows that there was 1 fatality, 8 were

recorded as “serious” and the remaining 88 were recorded as “slight”;

• Of the 97 casualties, 68 were drivers or riders and 29 were vehicle or passengers. None

of the recorded accidents involved pedestrians.

• Of the 60 recorded collisions, 2 collisions involved cyclists.

2.60 The following chart shows the profiles and severity of the PIC’s within the survey area during

the 5 year study period.

Chart 2.1 – Highway Accident Summary

2.61 The fatal collision occurred on the A4119 near Groesfaen and the collision description states

that the vehicle lost control and left the carriageway. There is no reason to suggest that the

collision was caused by any specific highway issues on the A4119.

0

5

10

15

20

25

2012 2013 2014 2015 2016 2017

Nu

mb

er o

f C

asu

alti

es

Year

Slight Severe Fatal



June 2019

2.62 Analysis of the collision data does not identify any abnormal trends or patterns in the collisions

recorded, or any specific highway safety issues in the vicinity of the site. From 2015, the

number of recorded accidents has decreased, albeit the severity of some of the collisions has

increased.

2.63 The collisions are typical of those in locations such as this and at junctions. As such, it can be

concluded that, within the study area, there is no inherent issue with respect to road safety.

Summary

2.64 The site is located in a reasonably sustainable location, within a reasonable walking and cycling

distance of a number of local amenities within Creigiau. Pedestrian footways serve the

development site directly from Creigiau and a network of footways in the locality makes the

site accessible on foot.

2.65 There are public transport linkages from the site via bus with regular buses to Cardiff, Maerdy

and Tonypandy. The level of public transport offers a good choice for new and existing

residents.

2.66 The collision data does not identify any abnormal trends or patterns in the collisions recorded,

or any specific highway safety issues in the vicinity of the site.



June 2019

3 POLICY REVIEW

Introduction

3.1 The key relevant policies are contained within;

• Planning Policy Wales (Edition 10, December 2018);

• Technical Advice Note 18: Transport;

• Manual for Streets 1 and 2;

• Well-being of Future Generations (Wales) Act 2015;

• Active Travel Act (Wales) 2013;

• Cardiff Local Development Plan 2006-2026 (Adopted January 2016); and

• Managing Transportation Impacts (Incorporating Parking Standards) Supplementary

Planning Guidance (Adopted July 2018).

National Policy

Planning Policy Wales (Edition 10, December 2018)

3.2 Planning Policy Wales Edition 10 (PPW) sets out the land use planning policies of the Welsh

Government.

3.3 In regards to Strategic and Spatial Choices, and specifically Accessibility, PPW states that:

• Spatial strategies should support the objectives of increasing walking, cycling and public

transport use in place of private vehicles.

3.4 Section 4 of PPW concerns Active and Social places. It asserts that Active and Social Places

are those which provide well-connected cohesive communities. It further states that a

‘Resilient Wales’ is supported by promoting well-connected infrastructure.

3.5 Within Section 4 it stresses that:

• A Healthier Wales can be achieved through the reduction in emissions and air pollution

by minimising the need to travel and maximising provision of sustainable forms of

transport.

• To foster Cohesive Communities development will need to be well connected.



June 2019

• Globally Responsible Wales is promoted by locating and designing developments which

reduce trip lengths for everyday journeys and supports sustainable modes of travel.

3.6 Section 4 acknowledges the importance of:

• improving sustainable access to services.

• reducing reliance on travel by private car.

• ensuring our transportation infrastructure is adaptable.

3.7 Policies within the Active and Social Places theme will:

• enable sustainable access to housing, employment, shopping, education, health,

community, leisure and sports facilities and green infrastructure.

• develop sustainable transportation infrastructure.

• require developments to encourage modal shift and be easily accessible by walking,

cycling and public transport.

3.8 Moving within and between places is a key theme within PPW. In regard to sustainable

transport, it advises facilitating developments which:

• are sited where they can be easily accessed by sustainable modes of travel and without

the need for a car;

• are designed to integrate with existing land uses and neighbourhoods; and

• make it possible for all short journeys within and beyond the development to be easily

made by walking and cycling.

3.9 Regarding Active Travel, PPW10 states that:

• Planning authorities must support active travel by ensuring new development is fully

accessible by walking and cycling.

• Planning authorities must ensure new housing, jobs, shopping, leisure and services are

highly accessible by walking and cycling.

3.10 Regarding Public Transport, PPW10 states that:



June 2019

• Planning authorities should consider whether public transport services are of a scale

which makes public transport an attractive and practical travel option for occupiers and

users travelling to and from development sites.

3.11 It is Welsh Government policy to require the use of a sustainable transport hierarchy in

relation to new development, which prioritises walking, cycling and public transport.

3.12 Transport Assessments provide the basis for negotiation on scheme details, including the

level of parking, and measures to improve walking, cycling, and public transport access, as

well as measures to limit or reduce levels of air and noise pollution.

Technical Advice Note 18: Transport (March 2007)

3.13 The Advice Note (TAN 18) elaborates on the relationship between land use planning and

transport infrastructure by outlining a range of key accessibility principles that should inform

future patterns of development.

3.14 In the case of new residential development, sites that are accessible to jobs, shops and

services by modes other than the car and are afforded sufficient capacity on public transport

services are favoured.

3.15 TAN 18 advises that development plans should afford priority to the following:

• promote housing development at locations with good access by walking and cycling to

primary and secondary schools and public transport stops, and by all modes to

employment, further and higher education, services, shopping and leisure, or where

such access will be provided as part of the scheme or is a firm proposal in the Regional

Travel Plan;

• ensure that significant new housing schemes contain ancillary uses including local

shops, and services and, where appropriate, local employment;

• include policies and standards on densities, and parking to achieve higher residential

densities in places with good public transport accessibility and capacity;

• encourage residential layouts that incorporate traffic management proposals such as

home zones, calming measures and 20 mph zones and where appropriate, layouts that

allow public transport to pass through easily; and



June 2019

• require layouts and densities, which maximise the opportunity for residents to walk and

cycle to local facilities and public transport stops.

3.16 Transport Assessments should be secured for developments that generate significant levels

of movement or are likely to have a significant effect on patterns of movement.

Well-being of Future Generations (Wales) Act 2015

3.17 The Well-being of Future Generations (Wales) Act is about improving the social, economic,

environmental and cultural well-being of Wales.

3.18 The Act puts in place seven well-being goals one of which is a healthier Wales and defines

sustainable development which includes the four pillars of Social, Environmental, Cultural and

Economy.

Active Travel Act (Wales) 2013

3.19 The Welsh Government seeks to enable more people to walk, cycle and generally travel by

more active methods, so that:

• more people can experience the health benefits of active travel;

• we reduce our greenhouse gas emissions;

• we help address poverty and disadvantage, and

• we help our economy to grow by unlocking sustainable economic growth.

Local Policy

Cardiff Local Development Plan 2006-2026

3.20 On 28th January 2016, Cardiff Council adopted a Local Development for Cardiff. The LDP is

now the basis for decisions on land use planning in Cardiff.

3.21 The LDP supersedes the existing adopted development plan framework for Cardiff

comprising the Cardiff Deposit Unitary Development Plan (2003), South Glamorgan (Cardiff

Area) Replacement Structure Plan, Mid Glamorgan County Structure Plan, South Glamorgan

(Cardiff Area) Minerals Local Plan and City of Cardiff Local Plan.

3.22 The key aspects of the Local Plan in relation to transportation and Site E are set out in detail

below.



June 2019

Policy KP2 (D&E): North of Junction 33 on M4 and South of Creigiau

3.23 The essential/enabling and necessary supporting infrastructure requirements for each

Strategic Site have been included in the adopted LDP. These are set out below for Sites D and

E and are to be delivered in a phased manner with specific details formally tied into planning

consents:

“Essential / Enabling Infrastructure:

Transport & Highways:

• Provision of new bus-based Rapid Transit Corridors through the site North of

Junction 33 linking directly to the Western Bus Corridor;

• Off-site infrastructure including bus priority measures to develop bus-based Rapid

Transit Corridors integrating with the site, the Western Bus Corridor and other

routes within the North West Rapid Transit Corridor;

• Off-site infrastructure including bus priority enhancements on the Western Bus

Corridor and measures to improve linkages into Rhondda Cynon Taf;

• Extend bus networks and increase the frequency and reliability of services to serve

the site with public transport options for a wide range of journeys including a

combination of limited stop and local bus services;

• Strategic park and ride facility North of Junction 33 linked to the Rapid Transit

Corridor and public transport node including Bus Gate to provide priority for public

transport and limit unauthorised access by car to Junction 33;

• Public transport node in close proximity to the employment uses, Park & Ride

facility and Local Centre to the south of the site;

• Improve the Llantrisant Road / Cardiff Road junction;

Walking and Cycling:

• On and off-site measures to provide a network of high quality, safe, attractive and

convenient routes within the site and linking to key local services, facilities and

destinations including the new neighbourhood centre from the north, improved

pedestrian / cycling links to existing and proposed schools;

• Provide a safe crossing of Llantrisant Road.



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Necessary Infrastructure

• 1 Local Centre within Site D including Primary Care facility and multifunctional

community leisure faciality including library facility;

• Education: 1-2 new Primary Schools with 1 located in or adjacent to Local Centre, and

financial contribution to existing Secondary Schools;

• Minimum of 12ha Open Space including 6ha of formal recreation, 3 playgrounds, 1

teen facility, and 1 x 40 plot allotment site;

• Improve community facilities in the existing neighbourhood centre in Creigiau to

provide new facilities for existing and new residents.” (pages 56 to 62)

Policy KP6: New Infrastructure

3.24 The following paragraphs are included in Policy KP6 of the LDP:

“Infrastructure may be required to facilitate development (essential/enabling) or can be

required to make a development acceptable (necessary).

Category 1: Essential / Enabling Infrastructure (to facilitate development) – Those items

which will need to be delivered prior to, or from the commencement of the relevant phases of

development (e.g. transportation / highways infrastructure, utility services and flood

mitigation / defences).

Category 2: Necessary Infrastructure (to make development acceptable) – Items which need

to be phased and implemented alongside new development, to ensure that areas are served

with appropriate facilities over time (e.g. schools and recreational open space). (page 87/88)

With regard to Strategic Sites, policies KP2(A)-KP2(H) provide clear guidance on the Council’s

Infrastructure and masterplanning requirements. This information will be cross-referenced to

the Cardiff Infrastructure Plan which is a ‘living document’ sitting alongside the LDP. The

Infrastructure Plan is directly linked to the LDP Monitoring Framework and will be regularly

updated, so as more details are established they can be incorporated into the document.

(page 88)”



June 2019

Policy KP8: Sustainable Transport

3.25 Policy KP8:

“In order to mitigate transport impacts and achieve the 50:50 modal split target, the

development of strategic sites will be integrated with provision of transport and highways

infrastructure referred to in Policy KP6 (New Infrastructure). Such infrastructure will include:

• The walking and cycling infrastructure supported by Policy T1;

• The strategic rapid transit, bus corridor enhancements and wider improvements to

the city’s bus network supported by Policy T2;

• Transport Interchanges supported by Policy T3; and

• The Regional Transport Hub supported by Policy T4.”

3.26 Policies KP 2 (A) to KP2 (H) list the ‘Essential’ and ‘Enabling infrastructure’ required to

support the development of each strategic site’s contribution to the delivery of the county-

wide 50:50 modal split target. (page 92)

Policy T2: Strategic Rapid Transit and Bus Corridors

3.27 Policy T2 states that four Rapid Transit Corridors have been identified feeding towards the

city centre. These corridors will be a collection of high frequency public transport services

which will run along on-road and off-road infrastructure. Each corridor will include

improvements that give rapid transit and also bus services increased priority over general

traffic and improved accessibility to a wider range of destinations. (page 164)

3.28 Policy T2 includes proposed bus corridor enhancements along Llantrisant Road:

“iv. Western Bus Corridor (Cowbridge Road, A48, A4055 Cardiff Road; A4119 Llantrisant Road

from the County Boundary to Cowbridge Road and A4232 Trunk Road from Culverhouse Cross

to Junction 33 of the M4 Motorway)”

Policy T9: Cardiff City Region ‘Metro’ Network

3.29 Policy T9 states the following:

“The council will seek to facilitate the development of a future regional ‘Metro’ network of

integrated public transport routes and services within Cardiff and connecting the city with the



June 2019

wider south east Wales region, including the development and/or enhancement of on-

highway and off-highway infrastructure components.

Where the alignment of a future route which is likely to form part of a ‘Metro’ network falls

within any part of a development site, the Council will, through the development

management process, seek either to secure provision of the necessary infrastructure as part

of the development, or otherwise, safeguard the land and space required to accommodate

the route and potential mode options in the future. This will include requiring a development

to be designed in a way which does not prejudice the future development of the ‘Metro’ route

and would enable it to be incorporated within the development at a later date.”

3.30 The development proposals for Land south of Creigiau include a safeguarded route along

Cardiff Road to provide an 8.3m on road rapid transit corridor in line with what has been

agreed with CC for the Junction 33 and Plasdŵr development sites.

Managing Transportation Impacts (Incorporating Parking Standards)

Supplementary Planning Guidance (July 2018)

3.31 This SPG sets out Cardiff Council’s approach to assessing and managing the transport impacts

of developments and supplements the transport and other related policies in Cardiff’s Local

Development Plan 2006-2026.

3.32 Along with other subjects, the SPG provides detailed guidance with regard to the parking

standards which apply to different types of development in specific areas of the city.

3.33 The SPG states that the availability of parking spaces and their location can influence travel

choices. Excessive provision can serve to stimulate demand for car travel and perpetuate

reliance on the car. The application of parking standards to new developments is therefore

an important tool in managing demand for travel by car and encourage a shift to sustainable

transport modes.

3.34 The SPG goes on to state that the objectives to manage car parking provision should be

balanced against the need to manage pressures on on-street parking and the negative

impacts of oversubscription of space including congestion, hazards, visual intrusion and harm

to residential amenity.



June 2019

3.35 The Council’s parking standards for residential developments are set out in Table P.9 of the

SPG. It should be noted that the car parking standards are maximum standards and the cycle

parking standards are minimum.

3.36 The SPG states that the residential parking standards do not include a requirement for visitor

parking. Also, for the purposes of the standards, garages are not counted with the parking

provision for residences.

3.37 The car and cycle parking standards for residential developments it shown in Table 3.1.

Table 3.1 – Car and Cycle Parking Standards – Residential (non-central area)

Area Development Type Maximum car

parking

spaces per

unit

Minimum cycle

parking

Disabled parking

provision

Non-

Central

1 bedroom dwellings 1 per unit 1 per bedroom Provided in car

parking allocation 2+ bedroom dwellings 2 per unit 1 per bedroom

Houses of multiple occupation

(3-6 unrelated residents)

1 per unit 1 per bedroom

Elderly person dwellings 1 per unit 1 per 10 units

3.38 The SPG states that residential cycle parking should be secure and sheltered. A shelter may

be in the form of accommodation within buildings, in cycle sheds or other sheltered

structures.

3.39 In relation to electric vehicles, the SPG recognises that the availability and demand for

electric vehicles is projected to increase. The SPG states that the Council will encourage their

provision and seek to secure an appropriate level of provision of electric vehicle charging

through the planning process.

Summary

3.40 The proposed development of land south of Creigiau supports National and Local planning

policy. It has been developed to support and help achieve the key objective of Cardiff Council

attaining a 50/50 sustainable mode shift among existing and future residents.

3.41 The proposed development accords with the necessary infrastructure requirements as set

out in policy KP2 (D & E) and has safeguarded routes within the site for future “Metro”

proposals in accordance with Policy T9.



June 2019

3.42 This development is the archetypal development, designed to achieve exactly what policy

states.



June 2019

4 DEVELOPMENT PROPSALS

Overview

4.1 The proposals for the sustainable residential development at Land south of Creigiau includes

the provision of up to 650 dwellings.

4.2 The site offers direct connections to the existing residential areas and local facilities located

in Creigiau and offers real travel choice from the existing local public transport facilities (bus

and rail).

4.3 There are four key stages to creating a socially inclusive community, thereby encouraging

community interaction (within and neighbouring the scheme), in such a way to encourage

non-motorised travel modes, prioritising walking and cycling, followed by use of the bus.

4.4 Design is in terms of creating communities, where public interaction, outdoor and indoor, is

the norm. Where friends and day to day activities are nearby and easy to get to, and where

it is not an automatic reaction when leaving home to get into a car. The site is well placed to

take advantage of the proximity of a range of day to day facilities.

4.5 The site design is of a pedestrian scale. Walking, cycling, and using a bus, will be easy, and

vehicle intimidation will be at a minimum. There will be good quality pedestrian and cycle

links between the residential parcels and into the existing settlement of Creigiau.

4.6 Choice is in terms of providing the infrastructure and facilities to minimise reliance on any

single option. This widens social inclusion, and for instance, on average, makes contributing

to commuter car congestion more of a choice and less of a necessity.

4.7 Through increased choices a change in behaviour can be affected. The proposals will

introduce and maintain sustainable transport options through the measures detailed in

Section 5, and seek to encourage a net travel behavioural change.

4.8 Behaviour is in terms of educating people in the options and consequences. It brings

together awareness, health, environment and personal convenience. This will form part of

the Travel Plan and will be reflective of the transport options provided by the development.



June 2019

4.9 One of the ‘by design’ aims is to create an environment where fewer people automatically

choose to use their cars when leaving their homes, therefore decreasing the impact on the

road network. These proposals strive to not only influence the traffic impact of the proposed

development, but also the surrounding communities.

4.10 Network Management is in terms of managing the road network in accord with the user

hierarchy preferred by the Council. Car travel is the lowest capacity network in terms of

space occupied per person. It also occupies the lowest priority in the user hierarchy. This

means, for instance, prioritising the reliability and speed of bus and cycle movement over

that of cars in the commuter peaks. As such, the objective of the transport strategy for the

site is not to follow a predict and provide approach to more road capacity to the detriment

of investment for other modes of travel choice.

Masterplan

4.11 Manual for Streets (MfS) and Manual for Streets 2 (MfS2) is used as a framework for the

design philosophy, encompassing a comprehensive movement strategy which will inform

and shape the layout of the streets serving the development. In particular, the movement

strategy will focus on the movement hierarchy within MfS2 with priority given to

pedestrians, cyclists and other vulnerable road users.

4.12 The indicative masterplan for the site is shown in Figure 4.1 and a scale drawing is included

at Appendix E.



June 2019

Figure 4.1 – Indicative Masterplan

Pedestrian and Cycle Access

4.13 The aim is to provide an environment in which pedestrians and cyclists will feel as though

they are afforded highest priority. Pedestrian routes will be direct, convenient and attractive,

and contribute to the sense of place created by the design and layout of the site. The

development will seek to maximise and enhance the permeability of the site to cyclists and

aim to encourage cycling as a mode of transport for short trips.

4.14 The site will provide the necessary pedestrian and cycle infrastructure to encourage walking

and cycling and the appropriate road widths, cross sections and speed limits to support this.

4.15 Active Travel Corridors will be provided within the site which will provide links to local

amenities and public transport facilities. A strategic pedestrian/cycle route will be provided

along the disused railway to provide a high quality active route between Creigiau, the

proposed development and also the consented development at Site D.

4.16 The proposed development will be designed to be conducive to active travel, with

development at a pedestrian scale, with the aim to limit the volume and speed of traffic, and

reduce any severance or barrier to active travel through and beyond the site.



June 2019

4.17 The pedestrian and cycle facilities within the site and the linkages to the surrounding area

are shown in Figure 4.2.

Figure 4.2 – Pedestrian and Cycle Infrastructure

4.18 As shown in Figure 4.2, there will be pedestrian crossings provided at the signalised site

access junctions on Llantrisant Road. There will also be an informal pedestrian crossing on

Llantrisant Road to provide a connection to the PRoW.

4.19 Due to the likely journey origins and destinations, the character, environment and the

constraints on Llantrisant Road and within the site, the most appropriate pedestrian / cycle

route is considered to be adjacent to Llantrisant Road within the Site, and then north / south

via the disused railway line, before continuing close to the northern boundary of the Site and

in to Creigiau. Figure 4.2 demonstrates the pedestrian and cycle links will be provided

through the development which will be through active and attractive environments.

4.20 Whilst there will be no vehicular link between the three development parcels, there will be

pedestrian and cycle linkages throughout the development. Pedestrian connections will also

be provided into the existing residential areas in Creigiau, as shown in Figure 4.2.



June 2019

Public Transport Access

4.21 Pedestrian linkages will be provided from the site to access the existing public transport

facilities on Llantrisant Road.

4.22 A new bus stop will be provided on Llantrisant Road, just to the west of the western site

access junction. A continuous pedestrian route will be provided between the site and the bus

stop and a signal controlled pedestrian crossing will be provided at the site access junction to

provide a connection between the bus stop and the pedestrian footway on the southern side

of Llantrisant Road.

4.23 Whilst detailed information relating to the South Wales Metro is not available, two routes

have been safeguarded within the site. One route is via Cardiff Road and the second route is

via the disused railway line. Both options are shown in Figure 4.3.

Figure 4.3 – Future Metro Alignment

Vehicular Access

4.24 Two signalised junctions are proposed on Llantrisant Road to provide access to two

development parcels. The proposed junctions from Llantrisant Road are shown in Figure 4.4

and Figure 4.5 and scale drawings are provided at Appendix F.



June 2019

Figure 4.4 – Proposed Access Junction on Llantrisant Road (East)

Figure 4.5 – Proposed Access Junction Llantrisant Road (West)

4.25 The proposed site access junctions on Llantrisant Road provide pedestrian facilities which tie

into the existing provision along Llantrisant Road. Signal controlled pedestrian crossing

facilities are provided at the site access arms of the junctions and also on Llantrisant Road to

provide pedestrian connections to the existing footpaths.

4.26 There are also advance cycle stop lines provided at each arm of the junctions.



June 2019

4.27 A priority junction is proposed on Cardiff Road to provide access to a separate development

parcel. This is shown in Figure 4.5 and a scale drawing is provided at Appendix F.

Figure 4.6 – Proposed Access Junction on Cardiff Road

4.28 Pedestrian provision is provided at the junction which connects to the existing pedestrian

facilities on Cardiff Road.

4.29 There will be no vehicular links between the development parcels or from the development

into the residential area in Creigiau. However, two emergency links are proposed into the

site from Maes-yr-Onnen and Dol-y-Felin and there is also an emergency link proposed

between across the disused railway line as shown in Figure 4.7.



June 2019

Figure 4.7 – Emergency Access Links

Travel Plan

4.30 The developer is committed to providing a comprehensive Travel Plan, which will include the

measures and improvements set out in this section, as well as investment in personalised

travel planning (PTP).

4.31 Travel patterns in the area will change as a result of new developments, however there is no

reason to suppose that this change will result in an increase in total movements or

congestion. For this to occur would be to buck the observed trend.

4.32 The proposed development can deliver significant physical infrastructure that can influence

travel choice. It can also deliver behavioural change measures such as travel planning,

which, combined with the physical measures, seek to make a difference to travel patterns for

the proposed new development and the existing community.

4.33 Whilst there is limited specific information available on modal shift relevant to sustainable

transport initiatives implemented from the outset within new residential development, there

is a wealth of evidence relating to Personalised Travel Planning and the positive effects that

this can have in terms of influencing people’s travel choice / habits.



June 2019

4.34 Travel Planning, including personalised travel planning, together with a range of sustainable

improvements to the bus, pedestrian and cycle network is exactly what can be proposed for

the development of up to 650 dwellings at Land south of Creigiau.

4.35 A summary of some of the results from the Sustrans PTP schemes across the UK is shown in

Table 4.1.

Table 4.1 – SUSTRANS PTP Results

Location (date) Households Car-Driver Mode Shift

Gloucester (2005) 4,000 -13%

Worcester (2005 – 07) 23,500 -10%

Peterborough (2005 – 07) 30,000 -11%

Preston & South Ribble (2007) 25,000 -10%

Lancaster & Morecambe (2007) 25,000 -14%

Watford (2009) 25,000 -13%

Exeter (2009) 25,000 -12%

Lowestoft (2009) 25,000 -13%

Broxbourne (2010) 8,000 -10%

Ipswich (2010) 17,000 -11%

Cardiff (2011 – 12) 63,000 -12%

St Albans (2013) 12,000 -12%

Peterborough (2013) 4,759 -34%

Stockton (2014) 8,000 -35%

4.36 These figures and evidence are not insignificant and are real examples, where the mind-set

of people with respect to travel has been and can continue to be influenced to impact travel

choices. The measures that can be secured as part of this development could make a big

difference to the way in which people in this location travel to and from work and school.

4.37 There is no reason to suppose, given the measures proposed as part of this development,

that results and behavioural change similar to the above could not be achieved and continue

a recognised change of how people are changing their travel habits within this area.

4.38 There is compelling evidence across the UK, including SUSTRANS research relating to real

examples to suggest that both physical measures and behavioural change interventions can

give rise to significant changes in modal shift and travel choice in the context of urban

mobility. There is no reason to suppose that this will not happen at the proposed

development, and it would be fully supported by the requirements of the Council’s transport

strategy.



June 2019

4.39 This development will fund personalised travel planning for new and existing residents of

Creigiau. This will be of significant benefit to influence new residents’ travel behaviours prior

to them establishing routine, and also to educate existing residents about the benefits of

alternative modes of transport for journey purpose.

4.40 As part of the Travel Plan, a Residents’ Welcome Pack will be provided to new residents

which include details such as walking and cycling routes and public transport services in the

vicinity of the site.

4.41 As part of the Welcome Pack, a £100 voucher for The Bike Shed will be provided to each new

dwelling (first occupation only) to be used towards the purchase of a new bicycle or cycling

accessories. It is also proposed to provide a Stagecoach bus pass for each household.

Sustainable Travel to Local Schools

4.42 As part of the overall sustainable strategy of the site, it is important to consider journeys

made for education purposes. National Statistics1 suggest that some 50% of all journeys

during the morning peak hour are related to education. Of these education trips, travel by

car accounts for 46% and 23% of journeys to primary and secondary schools respectively.

Hence it is important to consider this when designing and developing a new residential site

in Creigiau.

4.43 Whilst there is no primary school proposed on site, it is proposed to design school specific

travel planning which will encourage sustainable trips to schools in Creigiau to be

undertaken by sustainable modes. Creigiau Primary School do not currently have a Travel

Plan. Initial contact has been made with Creigiau Primary School who have confirmed that

they would be interested in a potential opportunity to liaise with the developer in

implementing a travel plan for the primary school.

4.44 Travel Planning measures relating to school travel could include the following:

• Setting up a walking bus scheme;

• Organise bike/scoot to school days;

• Providing secure/sheltered scooter and cycle parking; and

1 National Travel Survey 2010/14



June 2019

• Provision of high visibility gear.

Parking

Car Parking

4.45 Parking provision for the proposed development will be determined at detailed design stage,

however the scheme will be designed in accordance with parking standards contained in the

Managing Transportation Impacts (Incorporating Parking Standards) Supplementary Planning

Guidance (July 2018). The maximum car parking standards are shown in Table 4.2.

Table 4.2 – Maximum Car Parking Standards (non-central area)


parking

spaces per

unit

Disabled parking

provision

Non-

Central

1 bedroom dwellings 1 per unit Provided in car

parking allocation 2+ bedroom dwellings 2 per unit



1 per unit

Elderly person dwellings 1 per unit

Cycle Parking

4.46 Minimum cycle parking standards are also set out in the SPG and are shown in Table 4.3.

Table 4.3 – Minimum Cycle Parking Standards (non-central area)

Area Development Type Minimum cycle

parking

Non-

Central

1 bedroom dwellings 1 per bedroom

2+ bedroom dwellings 1 per bedroom



1 per bedroom

Elderly person dwellings 1 per 10 units

4.47 The SPG states that residential cycle parking should be secure and sheltered and may be in

the form of accommodation within buildings or cycle sheds. For the proposed residential

development, it is considered that cycle parking will be accommodated in garages/sheds.



June 2019

Electric Vehicles

4.48 The network of electric vehicle charging points on the outskirts of Cardiff is relatively

undeveloped, however there are charging points available in Cardiff city centre and there is

also a charging point at the M4 Junction 33 services, as shown in Figure 4.8.

Figure 4.8 – Electric Charging Points in Cardiff

4.49 The parking standards recognise the need to make provision for electric vehicle charging

infrastructure in new developments. The guidance requires that all developments consider

the needs and opportunities for incorporating vehicle charging points that will support the

Government’s commitment to drive the development of the infrastructure for this more

sustainable transport solution.

4.50 The provision of electric vehicle charging for residents at the proposed development will be

investigated as part of the detailed design.

Construction Impact

4.51 The impact of construction vehicles will be controlled via an agreed Construction

Environmental Management Plan (CEMP).

4.52 The CEMP will set out how construction traffic will be managed on the local highway

network during the anticipated construction period. The purpose of a CEMP is to ensure that

the effect of construction traffic is mitigated against, particularly in relation to local residents



June 2019

and any air quality issues. The CEMP will control the timings, routing and volume of traffic

entering/leaving the site during this period.

Summary

4.53 The proposed development will be designed to promote choice and to encourage and

accommodate a positive change in the propensity for more socially inclusive and sustainable

living and travel.

4.54 The location and accessibility of the site are already good as the site is in close proximity to

local facilities in Creigiau and future local facilities within Site D (Land to the North of

Junction 33).

4.55 The proposed development will provide a number of pedestrian links from the site via Maes-

yr-Onnen, Llys Dyfodwg and Llys Gwynno to enable residents to access the local facilities

within Creigiau. A new pedestrian/cycle connection will also be provided from the site to

Creigiau Primary School via Dol-y-Felin.

4.56 The development will also provide a new informal pedestrian crossing on Llantrisant Road to

provide a connection between the site and PRoW Peterstone Super Ely No 10. Crossing

points will also be provided at the proposed signalised site access junctions on Llantrisant

Road.

4.57 New signalised junctions are proposed from Llantrisant Road, in line with the network

management strategy for north west Cardiff and will assist in managing the flow of traffic on

Llantrisant Road and through the AQMA in Llandaff.

4.58 The disused railway line runs through the site and will be used as an active travel route for

both existing and proposed residents in Creigiau. The active travel route will connect with

the proposed active travel route along the disused railway line proposed as part of the

Junction 33 development.

4.59 Two route options have been safeguarded within the site to accommodate the Metro. One

route option is via Cardiff Road and the second option is via the disused railway line.

4.60 A new bus stop will be provided on Llantrisant Road just to the west of the western site

access junction and a pedestrian route will be provided from the site to access this bus stop.



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4.61 As part of the development proposals of the site, a residential travel plan will be provided

which will provide measures to encourage travel by sustainable modes. The residential travel

planning could also include personalised travel planning and school travel planning.

4.62 Also, as part of the Travel Plan, a £100 voucher for The Bike Shed will be provided to each

household (first occupation only) to be used towards the purchase of a new bike or cycling

accessories. It is also proposed to provide a bus season ticket for Stagecoach bus services to

each household.



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5 TRANSPORTATION IMPLEMENTATION STRATEGY

Introduction

5.1 CC’s LDP sets out the objective of achieving a 50/50 sustainable mode split. This can be

considered both an objective and a consequence of growth. To assist with the smooth

transition, improvements to transport choice are the subject of both the LDP and new

development. This includes improvement to travel management, community, walking,

cycling and access to public transport networks.

5.2 In addition, measures, including the electrification of the valley line rail services and positive

action from CC in relation to city centre parking and the enforcement of controlled parking

zones, will also contribute.

5.3 The aim of the Transport Implementation Strategy (TIS) is to promote sustainable modes of

transport, including walking, cycling and public transport, and minimise the proportion of

single occupancy car driver trips to and from the site.

Target Mode Split

5.4 The existing travel patterns for journeys to work have been investigated for the ‘Creigiau/St.

Fagans’ ward in Cardiff. Table 5.1 shows the mode splits from this ward, taken from the 2011

Census data.

Table 5.1 – Method of Travel to Work (2011 Census)

Method of Travel to Work Creigiau/St.

Fagans Ward

Cardiff

(Local

Authority)

Wales

(Country)

Train 3% 3% 2%

Bus, minibus or coach 3% 11% 5%

Taxi 0% 0% 1%

Motorcycle, scooter or moped 1% 0% 1%

Driving a car or van 83% 59% 71%

Passenger in a car or van 4% 5% 7%

Bicycle 1% 4% 2%

On foot 4% 16% 11%

Other method of travel to work 0% 1% 1%

Total 100% 100% 100%

*not in employment and working from home figures have been excluded from this table



June 2019

5.5 Whilst not representative of all journey types, Table 5.1 provides an indication of the

approximate baseline mode split for all journeys in the area from which to base the aims and

targets of the TIS.

5.6 The data summarised in Table 5.1 shows that the existing residents of the ‘Creigiau/St.

Fagans’ ward currently travel to work with a high proportion of car drivers (83%), which is

higher than the travel to work statistics for Cardiff County (59%) as a whole. Currently 4% of

residents in Creigiau/St. Fagans walk to work compared to 16% in Cardiff county.

5.7 However, it should be noted that the county of Cardiff includes the city centre and many

areas on the edge of the city centre and therefore higher levels of walking, cycling and public

transport are to be expected.

5.8 The target mode split for the TIS for all journeys to and from the proposed development is

summarised in in Table 5.2. 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’).

Table 5.2 – TIS Target Mode Split

Mode Existing Mode Split Target Mode Split Target Mode Shift

Train 3% 7% 4%

Bus 3% 12% 9%

Taxi 0% 0% 0%

Motorcycle 1% 1% 0%

Car Driver 83% 60% -23%

Car Passenger 4% 4% 0%

On Foot 1% 8% 7%

Bicycle 4% 8% 4%

Other 0% 0% 0%

Total 100% 100% 0%

5.9 Table 5.2 demonstrates the sustainable mode split for journeys to and from (and within the

site) which the TIS is trying to achieve. The measures aimed at achieving this mode split are

set out in a Walking Strategy, Cycling Strategy and Public Transport Strategy.



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5.10 The target mode split as set out in Table 5.2 is in an initial target and the aim will be to

improve on this target once the North West Cardiff Transport Strategy (NWCTS) is in place

and the proposals for Site C and Site D come forward.

5.11 In addition, the TIS aims to contribute towards achieving a mode shift towards sustainable

travel in the adjoining communities.

5.12 To accommodate the strategic sites in Cardiff, CC advised that a 50:50 modal split will be

achieved. In this context it means 33% car driver, 17% car passenger2 and 50% other modes.

It should be noted however, that this is an average modal split across Cardiff and sites on the

outskirts of the city will not be expected to achieve a 33% car driver mode split.

5.13 Provided the overall contribution of sustainable travel modes helps deliver the car driver

target, variations from the targets for sustainable travel modes are acceptable. Indeed, in

some instances it is hoped they are exceeded.

Walking Strategy

5.14 Waking as a mode of transport has significant potential to contribute to an overall sustainable

travel strategy.

5.15 The propensity for people to walk or cycle depends on individual preferences and



5.16 The thrust of land use and transport policy is to promote and encourage the choice of walking

and cycling above all else where travel needs to occur. Therefore, it is both reasonable to

assume that walking is a viable and growing means of travel, and that new development, such

as this one, should be designed to promote and encourage it. Section 4 explains the design

principles for the site.

5.17 In practice, the distance that any individual is likely to choose to walk depends on that

individual and the circumstances, but it is fair to assume that over time, given current policies

2 LDP Technical Paper No. 12, page 21



June 2019

to encourage community, the propensity for individuals to walk, and to walk further, will

increase.

5.18 In 2009, 20% of all journeys made in Great Britain covered less than 1 mile, and more than

half (56%) of car journeys covered less than 5 miles (Department for Transport 2010a,

Transport Trends 2009).

5.19 While there will always be some short trips for which a car is the most convenient choice -

such as carrying heavy shopping - many journeys can be undertaken on foot, and therefore

walking can contribute significantly to a sustainable travel strategy.

5.20 The benefits of walking include:

• It’s cheaper in terms of expenditure when compared to the private car or public

transport;

• It’s convenient, and can provide pleasure and enjoyment;

• It is good exercise, and can form part of a healthy lifestyle (the recommended amount

of exercise over a week is activity which should add up to at least 150 minutes (2½

hours) of moderate‐intensity activity, in bouts of 10 minutes or more3); and

• It is environmentally friendly, with no air or noise pollution and no carbon footprint.

Proposed Development

5.21 The proposed development facilitates journeys on foot through the provision of:

• High quality, direct and continuous walking routes;

• A hierarchy of walking routes which includes traffic free routes;

• Safe crossing points along pedestrian desire lines within the site, with good natural

surveillance;

• Crossing facilities on Llantrisant Road and at the site access junctions;

• A high quality active travel route along the disused railway;

• Appropriate signing for pedestrians (and cyclists); and

• Integration with other transport modes, including connections to bus routes; and

3 Start Active, Stay Active – A report on physical activity for health from the four home countries’

Chief Medical Officer, July 2011



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• Direct pedestrian and cycle access only to Creigiau village.

5.22 The pedestrian connections from the site into Creigiau and Site D is shown in Figure 5.1.

Figure 5.1 – Pedestrian Movement Plan

5.23 The proposed development includes a number of different types of pedestrian routes. In all

instances, the access roads will pedestrian footways on both sides.

5.24 Within the site, design will be on a pedestrian scale to prioritise pedestrian movement and

keep vehicle speeds low. Therefore, it is expected that uncontrolled crossing points,

equipped with dropped kerbs and tactile paving, will be the most appropriate form of

provision.

5.25 Pedestrian routes will be well lit, with good natural surveillance, addressing safety and

perceived safety. Pedestrian routes will be largely visible to passing traffic, houses and areas

of activity, ensuring people feel safe and secure when they are walking.

5.26 Pedestrian routes within the site will facilitate the easy integration with other modes,

including bus stops external to the site.



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5.27 The most direct route from the site to the primary school follows Ffordd Dinefwr, Tynant

Road and Tregarth Close This is highlighted in Figure 5.2. There are footpaths for the entirety

of the route and a good crossing facility for pedestrians to the north of Tynant Road opposite

the school which has dropped kerbs and tactile paving. At the junctions with Parc Castell Y

Mynach and Parc-Y-Felin there is no pedestrian crossing infrastructure. This provides scope

for improvements along this route.

5.28 The route to the main local store, Tesco Express, is via Ffordd Dinefwr, Parc-Y-Coed, an off-

road footpath and finally Cardiff Road. It is served by footways, footpaths and street lighting

throughout. There are dropped kerbs and tactile paving where necessary. This is highlighted

in Figure 5.2.

Figure 5.2 – Walking Route Audit

Summary

5.29 A significant proportion of all journeys are undertaken over short distances. Walking as a mode

of transport can play a key role in an overall sustainable transport strategy, providing the most

efficient method of transporting large numbers of people over short distances.



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5.30 The design and layout of the proposed development, supported by this Walking Strategy and

an Interim Travel Plan, will facilitate and aim to encourage journeys on foot. Increasing the

proportion of journeys on foot will create healthier and more socially inclusive

environments, assisting the formation of integrated communities.

Cycling Strategy

5.31 The distance people are prepared to cycle depends on their fitness and physical ability, journey

purpose, settlement size and the cycling conditions. In Holland, the proportion of people

cycling rose from 6% in the 1970s to 32% now because of a conscious decision by the Dutch

Government to prioritise cycling and provide the infrastructure. In Bristol, the cycling mode

split for the journey to work is growing strongly, and reported at about 30% in some areas,

and in London about 25% of rush hour traffic is cyclists.

5.32 Whilst the Welsh Government does not provide specific guidance on comfortable cycle

distances, Sustrans has suggested4 that up to 5 miles is an appropriate distance.

5.33 The DfT LTN 1/04 – Policy, Planning and Design for Walking and Cycling states that the mean

average length for cycling is 4km, although people will cycle up to three times this distance to

access services, facilities or their place of work/ education. It is not unreasonable to assume

that people will cycle 30-45 minutes depending on the purpose of the journey. At a

conservative average speed of approximately 15km/h (about 9mph) this is a distance of

between 7.5km and 11.25km. On this basis, Figure 5.3 shows the 15 minute and 30 minute

isochrones from the site accesses of the proposed development.

4 http://www.sustrans.org.uk/sites/default/files/documents/sustrans_mhls_evidence_100511.pdf



June 2019

Figure 5.3 – 15 & 30 Minute Cycling Isochrones

5.34 The range of ‘acceptable’ cycle distance can vary depending on individual circumstance. An

approach for a ‘normal person’ is that distances of 11km are not unreasonable for travel to

work, and certainly distances are 5km for many purposes are readily achievable.

5.35 In the ward of Creigiau/St. Fagans the 2011 Census data indicates that, on average, 18% of

travel to work journeys are 5km or less, and the proportion of all journeys of this length is

likely to exceed this. The Census data also indicates that 60% of travel to work journeys in

Creigiau/St. Fagans are 10km or less.


5.36 The proposed development has been designed on a pedestrian/ cyclist level with a hierarchy

of roads providing appropriate levels of infrastructure for pedestrians and cyclists. The internal

cycle network is formed of a variety of cycle route types, designed in line with the guidance

contained within Manual for Streets.

5.37 The proposed development will provide the following:

• Cycle routes along the primary route through the site;



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• Shared streets;

• Connections to Active Travel route along the disused railway line and connections to

future cycle super highway route EW55;

• Advanced cycle stop lines at each arm of the signalised site access junctions on

Llantrisant; and

• Provision of garages/sheds for cycle storage for each residential dwelling; and

• Provision of a £100 bike voucher per household from The Bike Shed.

Summary

5.38 The existing cycle network in the vicinity of the site is reasonable in the sense of its wider

connectivity.

5.39 The site will also connect to the future cycle super highway route EW55 along the disused

railway line as shown on CC’s Integrated Network Map.

Public Transport Strategy


5.40 The site will be designed to ensure good onward pedestrian links to the existing bus stops on

Llantrisant Road and Cardiff Road. The existing provision in the vicinity of the site is

considered to be sufficient and is not deemed necessary to extend services or provide new

services in the short term.

5.41 A new bus stop is proposed on Llantrisant Road to the west of the western site access

junction on Llantrisant Road as shown in the Illustrative Masterplan. This bus stop provision

means that future residents of the site will have direct access to eastbound bus services into

Cardiff city centre.

5.42 Walking and cycling connections will also be provided from the site to Strategic Site D which

has proposals to provide a park and ride near junction 33 of the M4.

North West Cardiff Transport Strategy (NWCTS)

5.43 The Council, in consultation with Cardiff Bus, Stagecoach and other key stakeholders, has

developed a bus-based strategy which will deliver reliable express services between key



June 2019

destinations. The reliability of the services, and the journey times, will be guaranteed

through a series of bus priority measures.

Bus Interchange

5.44 The Council’s overarching bus strategy includes an improved Central Bus Station and the

creation of three radial hubs at Waun Gron, University Hospital Wales and Cardiff East Park

and Ride. The objective of introducing radial hubs is to facilitate greater interchange

between bus services and allow the introduction of more radial routes, to better serve the

city as a whole, and remove the focus of all bus routes on the city centre.

Bus Routes

5.45 The key bus routes proposed as part of the NWCTS are shown in Figure 5.4.

Figure 5.4 – Strategic Bus Corridor Enhancement Plan – Cardiff LDP

5.46 The key bus routes will connect Talbot Green, Site E, D (including the Park and Ride) and C,

Llandaff, Danescourt and the city centre, and all key destinations in between, including the

three radial hubs (Waun Gron, University Hospital Wales, Cardiff East Park and Ride).

5.47 The key bus routes will route via Llantrisant Road from Talbot Green through Site E and D,

with the potential to divert through Site D to connect with the proposed Park and Ride. At

Site C the key bus routes will divert from Llantrisant Road into the site, to serve Site C via

three potential routes, all benefitting from bus priority measures, before travelling on to

Waun Gron Interchange and the city centre.



June 2019

Bus Priority

5.48 The NWCTS includes a series of bus priority measures including:

• Bus Lanes – Bus lanes will be lanes dedicated for bus, taxi and cycle use. Bus lanes will

either be 3 metres wide, or 4 metres wide when accommodating cyclists.

• Bus Gates – Bus gates will take the form of rising bollards, and will restrict access to

buses only at key locations.

• Hurry Calls – Hurry calls will be installed at key signalised junctions. Hurry calls will

identify a bus on approach to the junction, and trigger the green light on the arm the

bus is approaching to speed the movement of the bus through the junction.

5.49 The bus priority measures proposed as part of the NWCTS are shown in Figure 5.6.

5.50 Bus lanes will be provided in the following locations:

• Llantrisant Road / Crofft-y-Genau Road Junction – The NWCTS includes proposals to

signalise Llantrisant Road / Crofft-y-Genau Road Junction, and provide a bus lane on the

inbound approach (Llantriant Road) to the junction. The bus lane would be circa 170

metres in length, allowing a bus to jump a queue of up to 28 vehicles, providing the bus

with a journey time advantage over the private car in this location.

• Llantrisant Road / Bridge Road Roundabout – The Council has implemented a bus lane

on the inbound approach (from Llantrisant Road) to the Llantrisant Road/Bridge Road

roundabout.

• Western Avenue / Cardiff Road Junction – The NWTCS includes proposals to provide a

bus lane on the inbound approach (from Cardiff Road) to Western Avenue / Cardiff

Road Junction. There are four lanes on approach to this junction from Cardiff Road, and

the potential exists to relocate road space in this location to provide one lane as a bus

lane. The bus lane would be circa 70 metres in length, which would allow a bus to jump

a queue of 11 vehicles, providing the bus with an advantage over the private car in this

location.

• Cathedral Road – There is potential to provide a median bus lane on Cathedral Road,

serving inbound services in the AM peak period and outbound services in the PM peak

period. The provision of this bus lane is subject to the removal of on-street parking on

Cathedral Road, and the reallocation of this road space as a running lane for traffic, with

a median bus lane. The bus lane has the potential to be up to 1km in length, which



June 2019

would allow a bus to jump a queue of 166 vehicles, providing the bus with a significant

advantage over the private car in this location. In some instances the delay to buses on

Cathedral Road can be between 10 – 15 minutes, and the provision of this bus lane

would help remove this delay.

Bus Services

5.51 The two main bus operators, Cardiff Bus and Stagecoach, and both supportive of the NWCTS

and have expressed an interest in operating services along the identified routes. The

identified routes will be served by a mixture of improvements to existing services and the

introduction of new services.

5.52 The services will be a mixture of express services and stopping services, serving the varied

need of bus users.

5.53 Should demand exceed forecasts, Cardiff Bus and Stagecoach, as commercial companies,

have both expressed a commitment to increase the level of service in line with the level of

demand, thus creating a virtuous circle for bus provision.

5.54 As part of the Travel Plan and Welcome Pack for new residents to the site, a Stagecoach bus

pass will be offered to new households to encourage the use of buses in the vicinity of the

site.

Rapid Transit System

5.55 The adopted LDP includes proposals for a rapid transit system to serve North West Cardiff.

The proposed alignment of the rapid transit system is shown in Figure 5.5.

5.56 The site is marked as F, South of Creigiau, with a transport hub shown to the south adjacent

to strategic site E.



June 2019

Figure 5.5 – Proposed Alignment of Rapid Transit System

5.57 The proposed alignment of the rapid transit system broadly follows the alignment of the

discussed railway lines which run adjacent to Site E, and through Site D and Site C.

5.58 The proposed route of the rapid transit system passes to the east of Creigiau, and then into

Site E and Site D, serving the proposed (as part of Site D) Park and Ride site. The route then

continues towards Site C, crossing the M4 either via Llantrisant Road or via Heol St y Nyll,

and across Crofft-y-Genau Road via the disused railway bridge. Once within Site C there are

two potential routes, one via the approximate alignment of the discussed railway line,

serving the District Centre and the western Local Centre, and the other further south to pick

up the District Centre, the western Local Centre and the southern Local Centre. Once outside

Site C, there are again two potential routes, one via Waterhall Road and Pwllmelin Road to

Waun Gron Interchange, and one via the existing rail route to WaunGron Interchange. There

are two options for the route between Waun Gron Interchange and the city centre, one via

Cowbridge Road East and Lansdowne Road, and one via Pencisely Road and Cathedral Road.



June 2019

5.59 The precise alignment of the rapid transit system is not fixed at this stage, and the

development of the strategic sites is not reliant on it. However, the strategic sites, including

this Proposed Development, will protect the alignment of the potential routes, not

prejudicing the future provision of the rapid transit system and its future implementation.

Traffic Management Strategy

5.60 The NWCTS will provide travel choice, providing people with real and attractive alternatives

to non-car travel. In addition, it will seek to manage car travel, and control the flow of traffic

on the highway network in the most appropriate way.

5.61 The flow of traffic will be managed in the following key locations, as shown in Figure 5.6:

• Site Access/Llantrisant Road (eastern access);

• Site Access/Llantrisant Road (western access);

• Site D Access/Llantrisant Road/Cardiff Road;

• Site D Access/Llantrisant Road;

• Llantrisant Road/Crofft-y-Genau Road Junction;

• Llantrisant Road/Site C Access (west) Junction;

• Llantrisant Road/Clos Parc Radyr Junction;

• Llantrisant Road/Heol Isaf Junction;

• Llantrisant Road/Bridge Road / Cardiff Road Roundabout;

• Cardiff Road/Western Avenue Junction;

• Pentrebane Road/Waterhall Road Junction; and

• St Fagans Road/Fairwater Road / Cartwright Lane Junction.



June 2019

Figure 5.6 – Traffic Management Locations

5.62 The locations identified are considered the most appropriate locations in which to hold

queuing traffic, whilst maintaining the flow of buses, and manage the flow of traffic through

the city and through AQMA for the benefit of all residents.

5.63 The level of queuing and the direction of queuing will be controlled by the traffic signals.

However, the main restriction in traffic movement will occur in the AM peak, with inbound

trips to the city centre managed appropriately, and restrictions on the level of traffic which

can leave the strategic sites within a given period of time. The objective is to make the most

efficient use of the available road space for the benefit of the greatest number of people.

Travel Plan

5.64 The proposed development will be supported by a Residential Travel Plan which will detail

the opportunities for walking, cycling and travel by public transport to and from the

proposed development. The Travel Plan will also outline the health, social and economic

benefits of walking and cycling. The Interim Residential Travel Plan is included at Appendix

G.



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5.65 A welcome pack will be provided as part of the Travel Plan which will also include a £100

cycle voucher for The Bike Shed, and a season ticket for Stagecoach bus services.

Summary

5.66 The TIS aims to achieve a sustainable mode shift for journeys to and from the site, improving

on the existing mode split for journeys to work in Creigiau, and facilitate a mode shift

amongst existing residents to help create a more inclusive, pleasant and prosperous

community, in line with the objectives of Cardiff’s LDP.



June 2019

6 TRIP GENERATION AND DISTRIBUTION

6.1 The proposals comprise up to 650 residential dwellings (Use Class C3).

6.2 This section of the TA provides a forecast of the likely trip generation, considering trips by

journey purpose (education, employment, leisure).

Trip Rates

6.3 To start, understanding the potential demand from the proposed residential development is

to provide a total people trip rate. To achieve this, the TRICS database has been

interrogated, selecting the appropriate parameters as below:

• Residential – Housing Privately Owned;

• All regions excluding Greater London and Ireland;

• Edge of Town and Suburban Area – All Zones;

• Monday – Friday;

• 01/01/13 – 19/04/18; and

• 100 – 805 units

6.4 In total, 11 sites fell within these parameters, and therefore, in line with TRICS guidance, an

average total people trip rate was produced as shown in Table 6.1 for the AM and PM peak

periods.

6.5 The full TRICS output data is included at Appendix H.

Table 6.1 – Average Total People Trip Rates (per unit)

Time Period Arrivals Departures Totals

08:00 – 09:00 0.187 0.785 0.972

17:00 – 18:00 0.602 0.293 0.895

6.6 Applying the trip rates in Table 6.1 to the proposed residential development of up to 650

dwellings, results in a total people trip demand as shown in Table 6.2.

Table 6.2 – Total People Trip Demand – 650 Dwellings

Time Period Arrivals Departures Totals

08:00 – 09:00 122 510 632

17:00 – 18:00 391 190 582



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6.7 To understand the mode split of these trips, we first need to understand journey purpose.

Journey Purpose

6.8 The National Travel Survey, which consists of face-to-face interviews and a seven day self-

completed written travel diary, allows us to understand trips by journey purpose, and the

mode split of trips for each purpose.

6.9 A summary of trips by journey purpose in the AM and PM peak periods is provided in Table

6.3.

Table 6.3 – National Travel Survey – Trips by Journey Purpose

Start Time

Commuting Business Education Escort

education Shopping

Other personal business and

escort

Visiting friends/ entertainment/

sport

Holiday/ Day trip/

Other

0800 -

0859 21% 3% 29% 22% 4% 14% 3% 3%

1700 -

1759 33% 4% 3% 2% 12% 20% 19% 7%

6.10 Table 6.3 demonstrates that trips can be classified into three general journey purposes,

commuting, education, and leisure/recreation, with the proportion of trips for each purpose

as summarised in Table 6.4.

Table 6.4 – Trips by Journey Purpose – Commuting, Education, Leisure / Recreation

Start Time Commuting Education Leisure / Recreation

0800 - 0859 24% 51% 25%

1700 - 1759 37% 5% 58%

6.11 Distributing the total number of trips summarised in Table 6.2 by the journey purpose

summarised in Table 6.3, results in a breakdown of trips by journey purposes as summarised

in Table 6.5.



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Table 6.5 – Total Trips by Journey Purpose – 650 Dwellings

Time Period Commuting Education Leisure / Recreation

Arrivals Departure Arrivals Departure Arrivals Departure

0800 - 0859 29 123 62 261 30 123

1700 - 1759 145 70 18 9 228 111

Commuting Trips

6.12 Using the data available from the NTS, a judgement has been made that in the AM peak

period 24% of trips are for the purpose of commuting, increasing to 37% of trips in the PM

peak period.

6.13 In order to estimate an appropriate mode split for the external employment trips, the

‘Method of Travel to Work’ Census data for 2011 for the Mid Layer Super Output Area

(MSOA) Cardiff 014, which includes the development site, has been analysed. The recorded

mode split from the Census data is summarised in Table 6.6.

6.14 We bear in mind that census data only records main mode, and does not give any indication

of occasional modes, for instance it does not record whether a person works one day a week

from home. As such, this is likely to overestimate car borne proportion and underestimate

active travel and working from home.

Table 6.6 – MSOA Cardiff 014 – Census Data 2011 – Method of Travel to Work

Method of Travel to Work Percentage

Train 3%

Bus, Minibus or Coach 3%

Taxi 0%

Motorcycle, Scooter or Moped 1%

Driving a Car or Van 83%

Passenger in a Car or Van 4%

Cycling 1%

Walking 4%

Other Method of Travel to Work 0%

Total 3%

*table excludes working from home as the mode split is applied to trips leaving the site

6.15 Applying the mode split in Table 6.6 to the employment trips results in a trip demand as

summarised in Table 6.7.



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Table 6.7 – Residential Employment Trips – 650 Dwellings

AM (0800-0900) PM (1700-1800)

Arrivals Departures Total Arrivals Departures Total

Train 1 4 5 5 2 7

Bus, minibus or coach 1 4 5 5 2 7

Taxi 0 0 0 0 0 0

Motorcycle, scooter

or moped 0 1 1 1 0 1

Driving a car or van 24 102 127 120 58 178

Passenger in a car or

van 1 5 6 6 3 8

Bicycle 0 1 2 2 1 2

On foot 1 5 6 6 3 8

Other method of

travel to work 0 1 1 1 0 1

Total 29 123 153 144 70 215

Education

6.16 The NTS data demonstrates that in the AM peak 51% of journeys are undertaken for the

purpose of education, reducing to 5% in the PM peak. Of these journeys, it has been

assumed that approximately 50% relate to primary education, and 50% to secondary

education.

6.17 The nearest primary school to the site is Creigiau Primary School, which is located within

Creigiau (less than 2km from site).

6.18 The NTS (National Travel Survey) mode split for 5-10 year olds for all distances has been

applied as provided in Table 6.8.

Table 6.8 – NTS Primary Education Mode Split

Mode Mode Split

Walk 51%

Bicycle 2%

Car / van 41%

Private Bus 2%

Local Bus 2%

Surface Rail 0%

Other Transport 2%

All modes 100%



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6.19 Cardiff Council’s school transport policy states that pupils in primary school, aged 11 or

under, and live more than 2 miles from the nearest appropriate catchment school, are

eligible for free bus travel to school.

6.20 It should be noted that a primary school will be provided as part of the development

proposals for Site D and it is possible that pupils from the proposed development will also be

eligible to attend the school in Site D.

6.21 Applying the mode split in Table 6.8 to the primary education trips (50% of those in Table

5.5) results in a multi-modal trip demand for the purpose of primary school education, as

summarised in Table 6.9.

Table 6.9 – Educational Multi-Modal Trip Demand - Primary – 650 Dwellings

AM (0800-0900) PM (1700-1800)

In Out Total In Out Total

Walk 16 66 82 5 2 7

Bicycle 1 2 3 0 0 0

Car / van 13 54 67 4 2 6

Private bus 1 2 3 0 0 0

Local bus 1 3 4 0 0 0

Surface rail 0 0 0 0 0 0

Other transport 1 2 3 0 0 0

All modes 31 131 162 9 4 14

6.22 In terms of secondary education, the nearest secondary schools to the site are Radyr

Comprehensive School (7km (4.3miles) from the site) and Ysgol Gyfun Gymraeg Plasmawr

(7.8km (4.8 miles) from the site).

6.23 The NTS (National Travel Survey) mode split for 11-16 year olds for all distances has been

applied as provided in Table 6.10.



June 2019

Table 6.10 – NTS Secondary Education Mode Split

Mode Split

Walk 35%

Bicycle 4%

Car / van 26%

Private bus 13%

Local bus 18%

Surface rail 2%

Other transport 2%

All modes 100%

6.24 Due to the distance of the secondary schools from the site, it is highly unlikely that pupils

from the proposed development will walk or cycle to secondary schools. Therefore, the

walking and cycling proportions as set out in Table 6.10 have been transferred to private or

local bus services.

6.25 Cardiff Council’s school transport policy states that in pupils in secondary school, aged 16 or

under, and live more than 3 miles from the nearest appropriate catchment school for their

home address, are eligible for free bus travel to school.

6.26 A number of pupils in Creigiau attend Radyr Comprehensive School and Ysgol Gyfun

Gymraeg Plasmawr and there are already existing school services which provide a bus

service between Creigiau and the secondary schools.

6.27 The adjusted mode split for secondary school trips is shown in Table 6.11.

Table 6.11 – Adjusted NTS Secondary Education Mode Split

Mode Split

Walk 0%

Bicycle 0%

Car / van 26%

Private bus 32%

Local bus 37%

Surface rail 2%

Other transport 2%

All modes 100%



June 2019

6.28 Applying the adjusted mode split in Table 6.11 to the secondary education trips (50% of

those in Table 6.5) results in a multi-modal trip demand for the purpose of secondary school

education, as summarised in Table 6.12.

Table 6.12 – Educational Multi-Modal Trip Demand - Secondary – 650 Dwellings

AM (0800-0900) PM (1700-1800)


Walk 0 0 0 0 0 0

Bicycle 0 0 0 0 0 0

Car / van 8 34 42 2 1 4

Private bus 10 42 52 3 1 4

Local bus 12 49 61 3 2 5



All modes 31 131 162 9 4 14

6.29 The total external development trips for education purposes (both primary and secondary) is

shown in Table 6.13.

Table 6.13 – Total External Educational Multi-Modal Trip Demand – 650 Dwellings

AM (0800-0900) PM (1700-1800)


Walk 16 66 82 5 2 7

Bicycle 1 2 3 0 0 0

Car / van 21 88 109 6 3 9

Private bus 10 44 55 3 1 5

Local bus 12 52 64 4 2 5



All modes 62 261 324 18 9 27

Leisure / Recreation

6.30 The NTS data demonstrates that in the AM peak, 25% of journeys are undertaken for the

purpose of leisure / recreation (shopping, personal business, visiting friends, holiday / day

trips etc), increasing to 58% in the PM peak.

6.31 The same mode split which was used to distribute the ‘employment’ trips has also been used

to distribute the leisure/recreation trips, as summarised in Table 6.6.

6.32 A breakdown of the leisure/recreation trips is provided in Table 6.14.



June 2019

Table 6.14 – Mode Split of Leisure / Recreation Trips – 650 Dwellings

AM (0800-0900) PM (1700-1800)


Train 1 4 5 8 4 12

Bus 1 4 5 8 4 12

Taxi 0 0 0 0 0 1

Motorcycle 0 1 1 1 1 2

Car Driver 25 104 129 190 92 282

Car Passenger 1 5 6 9 4 13

Bicycle 0 1 2 2 1 4

Walk 1 5 6 9 4 13

Other 0 1 1 1 0 1

Total 30 125 155 228 111 339

Total Residential Demand

6.33 The total residential external demand, combining all journey purposes (employment,

education, leisure/recreation) is summarised in Table 6.15.

Table 6.15 – Total Residential External Demand – 650 Dwellings

AM (0800-0900) PM (1700-1800)


Train 3 11 14 13 6 20

Bus 25 105 130 20 10 29

Taxi 0 0 1 1 0 1


Car Driver 70 295 365 316 154 469


Bicycle 1 5 6 4 2 6

Walk 18 76 94 19 9 28

Other 2 7 8 2 1 3

Total 121 510 632 391 190 581

6.34 As a result of the development proposals and travel planning initiatives, it is hoped to

achieve a 60% car drive mode share for work and leisure trips. On this basis, the expected

mode split for the proposed development is shown in Table 6.16.



June 2019

Table 6.16 – Total Residential Demand – 650 Dwellings (with mode shift)

AM (0800-0900) PM (1700-1800)


Train 5 20 25 26 13 39

Bus 30 126 156 51 25 77

Taxi 0 0 0 0 0 0


Car Driver 57 237 294 230 112 342


Bicycle 5 22 28 30 15 45

Walk 21 86 107 34 17 51

Other 1 6 7 0 0 1

Total 122 510 632 391 190 582

Trip Distribution

6.35 As set out in the TA Scoping Note, 2011 census has been used to forecast where future

residents in the area may work and Google maps (along with professional judgement) has

been used in order to determine the most likely and convenient routes between the site and

employment destinations.

6.36 The development trip distribution is included at Appendix I.

6.37 There will be no vehicular link through the site between the three development parcels, and

therefore the census distribution has been applied to each parcel.



June 2019

7 WALKING ASSESSMENT

Walking Trip Distribution

7.1 The proposed development will be highly permeable on foot with direct walking routes to

and from the proposed development and within the proposed development itself. Therefore,

the precise distribution of walking trips is difficult to estimate, particularly given the local

(and specific) nature of a large proportion of walking trips, and the number of facilities

provided as part of the Proposed Development.

7.2 In terms of distribution, the objective is to ensure pedestrian routes follow key desire lines,

allowing people to walk between key destinations directly, in an environment which is

conducive to walking.

Proposed Mitigation

7.3 The Proposed Development aims to provide a socially inclusive environment which enables

people to walk between key services and facilities and their home and workplace, allowing a

significant proportion of journeys to be undertaken on foot. To support this aim, the

proposed development will provide:

• High quality, direct and continuous walking routes;

• A hierarchy of walking routes which includes traffic free routes;

• Safe crossing points along pedestrian desire lines within the site, with good natural

surveillance;

• Crossing facilities on Llantrisant Road and at the site access junctions;

• A high quality active travel route along the disused railway;

• Appropriate signing for pedestrians (and cyclists); and

• Integration with other transport modes, including connections to bus routes; and

• Direct pedestrian and cycle access only to Creigiau village.

7.4 The key pedestrian routes within the proposed development include:

• Pedestrian connections between each development parcel;

• Provision of footways along the main routes through the site; and

• Connections into the existing residential area to the north of the site.



June 2019

7.5 Signal controlled pedestrian crossing points will be provided at the site access junctions on

Llantrisant Road to facilitate safe pedestrian movement through the site. An informal

pedestrian crossing will also be provided on Llantrisant Road to provide a connection

between the site and the PRoW (Peterstone Super Ely No. 10).

7.6 The proposed development aims to provide an exemplar approach in terms of encouraging

journeys to be undertaken on foot within the site and to local facilities within Creigiau.

Assessment

7.7 A summary of the additional walking trips associated with the proposed development is

provided in Table 7.1.

Table 7.1 – Additional Walking Trips Associated with the Proposed Development

AM Peak PM Peak

Arrivals Departures Two‐Way Arrivals Departures Two‐Way

18 76 94 19 9 28

7.8 The primary pedestrian routes through the site are likely to take the form of 2.0m wide

footways.

7.9 The capacity of a 2.0m wide footway is 10 pedestrians/minute, as set out in ‘Pedestrian

Comfort Level Guidance’. As shown in Table 8.1, The anticipated level of demand is not

expected to exceed this, given this provides capacity for 600 pedestrians per hour in the

areas of lowest provision, and an increased capacity at key destinations where the provision

for pedestrians will be greater.

7.10 It is expected that a number of trips will be between the site and Creigiau Primary School. An

audit of this route has been undertaken and is shown in Figure 5.2.

Summary

7.11 A significant proportion of all journeys are undertaken over short distances and walking as a

mode of transport can play a key role in an overall sustainable transport strategy, providing

the most efficient method of transporting large numbers of people over short distances.



June 2019

7.12 The design and layout of the proposed development, supported by a Travel Plan, will

facilitate and encourage journeys on foot. Increasing the proportion of journeys on foot will

create healthier, more socially inclusive environments and better integrated communities.



June 2019

8 CYCLING ASSESSMENT

Cycling Trip Distribution

8.1 The proposed development will be highly permeable by bike, with a choice routes through

the development and connections to the active travel route on the disused railway line

which will provide a walking and cycling route into Site D.

8.2 The precise distribution of cyclists is difficult to determine due to the fact that route choice

depends on personal choice, with more confident cyclists more likely to consider busier yet

more direct routes, and less confident cyclists more likely to be attracted to quieter routes or

traffic free routes.

Proposed Mitigation

8.3 The Proposed Development will provide:

• Cycle routes along the primary route through the site;

• Shared streets;

• Connections to Active Travel route along the disused railway line;

• Advanced cycle stop lines at each arm of the signalised site access junctions on

Llantrisant; and

• Provision of garages/sheds for cycle storage for each residential dwelling.

Assessment

8.4 A summary of the additional cycling trips associated with the proposed development is

provided in Table 8.1.

Table 8.1 – Additional Cycling Trips Associated with the Proposed Development

AM Peak PM Peak


1 5 6 4 2 6

8.5 The objective is for this level of cycling demand to be the minimum level of demand, with the

long-term of achieving the mode splits achieved in other UK cities, where 20% of all journeys

are undertaken by bike.



June 2019

8.6 Cycling represents an efficient transport mode of transport in an urban environment. The

space requirements for cycling are limited, and often already available within the existing

transport network, and therefore in capacity is not expected to be a key factor in restricting

further growth in cycling.

8.7 However, the attractiveness and accessibility of cycling is often compromised by the overall

urban environment, which can ‘forget’ cyclists and treat them as a minority group, with

missing links and poor connectivity.

8.8 The proposed development seeks to address this, with proposals to improve connectivity

through the provision of a range of routes. The proposed development aims to place cyclists

towards the top of the movement hierarchy, thereby creating a more conducive and

attractive environment for cycling, with improved route choice.

8.9 Therefore, in quantitative and qualitative terms, the proposed development addresses the

needs of cyclists, and will result in overall betterment for both existing and future residents,

providing a more socially inclusive environment for all.

Summary

8.10 The proposed development includes proposals to facilitate cycling within the site and

provide connections into Creigiau, the Active Travel route on the disused railway line and

into Site D.



June 2019

9 PUBLIC TRANSPORT ASSESSMENT

Public Transport Trip Generation

9.1 A summary of the additional public transport trips associated with the proposed

development is provided in Table 9.1.

Table 9.1 – Additional Public Transport Trips Associated with the Proposed Development

Mode AM Peak PM Peak


Bus 30 126 156 51 25 77

Train 5 20 25 26 13 39

9.2 It should be noted that it is forecasted that 55 two way trips in the AM peak and 5 two way

trips in the PM peak will be by private bus i.e. bus services provided by Cardiff Council to the

secondary schools in the local area.

Bus Assessment

Bus Trip Distribution

9.3 The 2011 Census ‘journey to work’ data indicates that the key destinations for bus journeys

originating in Creigiau are:

• Cardiff – 94%

• Cowbridge – 1%

• Bristol – 1%

• Llantrisant – 1%

• Caerphilly – 1%

• Newport – 1%

9.4 Destinations such as Cardiff and Llantrisant are served by the existing bus routes.

Destinations in Cowbridge, Bristol, Caerphilly and Newport are not served by direct bus

routes therefore it is reasonable to assume that there is an interchange between bus

services and cross service movement to travel to these destinations by bus i.e. via Cardiff city

centre.



June 2019

9.5 The distribution of bus trips recorded in the Census data is expected to be replicated in the

distribution of bus trips from the proposed development, with all trips utilising the services

which directly serve the proposed development.

Proposed Mitigation

9.6 The development is served by 12 two-way bus services per hour on a weekday. An additional

bus stop is proposed on Llantrisant Road, just to the west of the western site access junction.

9.7 Pedestrian connections will be provided from the site to the existing bus stops on Llantrisant

Road and within Creigiau.

Assessment

9.8 The existing level of bus service is likely to be able to accommodate the forecast level of

demand. Based on the forecast level of demand and the number of existing bus services

operating in the area during the AM and PM peak periods, there would be 9 additional

passengers per bus service in the AM peak and 6 additional passengers per bus in the PM

peak period (assuming an equal distribution of passengers across all existing services).

9.9 In addition, should there be additional bus passengers as a result of further mode-shift

amongst existing residents, the demand could be accommodated by additional services and

improvements to existing services were required.

9.10 Therefore, the impact of the proposed development will only be positive in terms of bus

service provision, with improvements to bus infrastructure, and a virtuous circle in terms of

level of service, with additional demand resulting in additional service provision, reflecting

the nature of bus operators as commercial enterprises.

9.11 Therefore, the impact of the Proposed Development will only be positive in terms of bus

service provision, with improvements to bus infrastructure, and a virtuous circle in terms of

level of service, with additional demand resulting in additional service provision.

9.12 Furthermore, pedestrian and cycle connections will be provided between the site and Site D

which has proposals for a Park and Ride and additional bus services into Cardiff city centre.



June 2019

Rail Assessment

Rail Trip Distribution

9.13 Pontyclun rail station is approximately 6km from the proposed development however, Radyr

rail station is considered to be the most attractive rail station serving the site in terms of

frequency and the opportunities to park and ride.

9.14 Therefore, it is expected that the majority of rail passengers will board and alight at Radyr

rail station. However, for some journeys, Pontyclun rail station may be more attractive,

particularly for westbound journeys to Bridgend.

9.15 The 2011 Census ‘journey to work’ data indicates that the key destinations for rail journeys

originating in Creigiau are:

• Cardiff – 75%

• Swansea – 1%

• Bridgend – 1%

• Newport – 5%

• Pontypridd/Tonyrefail – 3%

• Other (destinations further afield)– 16%

9.16 On the basis of the above, it is assumed that westbound journeys to Swansea and Bridgend

(2%) will be from Pontyclun rail station, and the remaining journeys from Radyr rail station

with 3% travelling northbound and 95% of rail journeys travelling southbound from the

development towards Cardiff city centre.

Assessment

9.17 The proposed development would generate 14 two way rail trips in the AM peak period and

20 two way rail trips in the PM peak period.

9.18 There are approximately 15 rail services per hour from Pontyclun and Radyr rail stations.

Therefore, even on the basis that all peak hour rail trips travel on the same train – which is

highly unlikely – the forecast rail demand from the proposed development can be

accommodated on the existing rail services.



June 2019

Rapid Transit Assessment

9.19 Whilst the proposed development safeguards the potential future alignment of the proposed

rapid transit system along Cardiff Road, it is not reliant on its provision.

9.20 However, should the rapid transit system be delivered, the long-term impact of the proposed

development on the bus and rail networks may be reduced, with a proportion of people

shifting from bus and rail to rapid transit.

Summary

9.21 The proposed development can be accommodated on the bus and rail networks.

9.22 The proposed mitigation, together with commercial and operational decisions made by the

bus operators, will accommodate the additional bus demand and result in a virtuous circle of

bus provision.

9.23 The increase in rail demand will have a negligible impact on rail capacity.

9.24 The proposed rapid transit system may reduce the impact of the proposed development on

the bus and rail networks.



June 2019

10 HIGHWAY NETWORK ASSESSMENT

10.1 This Transport Assessment has assessed the effect of up to 650 residential dwellings on the

local and strategic highway network.

10.2 It has done so on the basis that the development will generate traffic demand in the same

way as the existing community does i.e. there has been no beneficial reduction for the

effects of a difference in design, travel planning and improved walking, cycling and public

transport facilities. This of course will not be the case as people’s desire to automatically

jump into a car for all journey purposes is regressing.

Traffic Growth

10.3 As agreed with CC as part of the assessment methodology for Sites C and D, it is not proposed

to apply conventional traffic growth from TEMPro to derive the future year traffic flows.

10.4 All future growth on the highway network in the vicinity of the Site will either come from

RCTCBC traffic or Strategic Site C, D or E. Therefore, no additional growth has been applied to

the observed traffic flows.

Committed Developments

10.5 In line with the methodology accepted by CC for Sites C and D, the following committed

developments have been included in the assessments:

• Strategic Site C;

• Strategic Site D; and

• Anticipated additional traffic from the allocated sites within RCTCBC’s LDP.

10.6 The following judgement has been made on the level of additional traffic on the highway

network in the vicinity of the proposed development generated by the allocated sites within

RCTCBC:

• The 2013 traffic survey data indicates in the AM peak 329 vehicles turn left onto

Llantrisant Road (A4119) from the A4119 at Castell Mynach Junction.

• Census data indicates that in 2011 there were 99,963 households in RCT.



June 2019

• Therefore, the typical vehicle trip generation per household on Llantrisant Road is

329/99,963 = 0.00329.

• RCTCBC’s LDP includes allocations for up to 15,000 new houses.

• The trip generation potential on Llantrisant Road of 15,000 new houses is 15,000 x

0.00329 = 49.37.

• Therefore, the additional traffic on Llantrisant Road in the AM peak is 50 vehicles.

• In the PM peak, a judgement has been made that the same level of traffic that arrives in

the AM peak will depart in the PM peak.

10.7 This approach was agreed for the assessments in the Transport Assessments for the planning

applications for Strategic Sites C and D.

Assessment Scenarios

10.8 The operation of the local highway network has been assessed in the three following

scenarios:

• Scenario 1: Base 2018 (existing junctions only);

• Scenario 2: Base 2018 + Proposed Development (existing junctions only);

• Scenario 3: 2026 Future Year (Base 2018 plus RCTCBC Traffic + Site D + Site C

(unfettered demand) existing junctions only;

• Scenario 4: 2026 Future Year (Base 2018 plus RCTCBC Traffic + Site D + Site C (fettered

demand) existing junctions only;

• Scenario 5: 2026 Future Year (Base 2018 plus RCTCBC Traffic + Site D + Site C

(unfettered demand) + Proposed Development; and

• Scenario 6: 2026 Future Year (Base 2018 plus RCTCBC Traffic + Site D + Site C (fettered

demand) + Proposed Development.

10.9 The ‘Unfettered demand’ of Site C has been calculated using TRICS data, NTS data and

Census data and represents the traffic demand from the site assuming no constraints or

disincentives or any allowances for local conditions, internalisation of movement or

behavioural change.

10.10 The ‘Fettered demand’ of Site C has been calculated based on the level of constraint on the

highway network and the availability and attractiveness of alternative modes, resulting in a

reassignment of car driver trips to non-car driver modes.



June 2019

Junction Modelling Assessment

10.11 Basic traffic models have been built for the following junctions to understand the theoretical

effect in terms of fixed period (one hour) junction capacity:

• A4119 Llantrisant Road/Cardiff Road junction;

• A4119/A4119 Llantrisant Road (Castell Mynach) Junction;

• Llantrisant Road/Site Access (East) Signalised Junction;

• Llantrisant Road/Site Access (West) Signalised Junction; and

• Cardiff Road/Site Access Junction.

10.12 The assessment of the A4119/A4119 Llantrisant Road (Castell Mynach) junction has been

informed by surveys undertaken in 2016 at the junction as part of the Transport Assessment

for the consented residential development at Cefn y Hendy in Miskin (application ref:

16/1385/13).

10.13 The LinSig and PICADY software programmes have been used as appropriate to assess each

junction, with the results shown below and included at Appendix J.

A4119 Llantrisant Road/Cardiff Road

10.14 The A4119 Llantrisant Road/Cardiff Road junction was assessed as part of the proposals for

Strategic Site D (Land north of the M4 Junction 33 – application ref: 14/00852/DCO). The

existing junction was amended to a signalised crossroad junction to provide access to Site D.

The junction proposals are shown in Figure 10.1 and a scale drawing is included at Appendix

K.



June 2019

Figure 10.1 – Site D Junction Proposals – A4119 Llantrisant Road/Cardiff Road

10.15 A cumulative assessment was undertaken as part of the TA Addendum for the development

at Junction 33 which included the proposed development at Land South of Creigiau. The

cumulative assessment included 650 homes at Site E. The results of the LinSig assessment at

the proposed A4119 Llantrisant Road/Cardiff Road junction are shown in Table 7.1.

Table 10.1 – Site D Secondary Site Access Junction (Cardiff Road Junction) from Junction 33 TA Addendum

2026 Future Year (2013 Base + RCTCBC Traffic + Sites C, D and E

AM Peak Hour PM Peak Hour

DoS Max Q

(PCU) PRC (%)

DoS Max Q

(PCU) PRC (%)

A4119

East Left +

Ahead

42.6 3 24.8% 47.2 6 26.9%

A4119

East –

Right Turn

28.0 3 70.1 17

Secondary

Site

Access

66.8 9 41.7 6

A4119

West

89.9 21 90.5 23

Cardiff

Road

89.1 18 89.8 14



June 2019

10.16 The results shown In Table 10.1 demonstrate that the junction proposals at A4119

Llantrisant Road/Cardiff Road can accommodate the cumulative traffic associated with the

Cardiff and RCTCBC strategic sites and the proposed development at Site E.

A4119/A4119 Llantrisant Road (Castell Mynach) Junction

10.17 The existing layout of the A4119/A4119 Llantrisant Road (Castell Mynach) Junction has been

assessed using LinSig. The modelling results for the AM and PM peak periods are shown in

Table 10.2.

Table 10.2 - LinSig Results Summary – Castell Mynach Junction

AM PM

DoS (%) Max Q

(PCU)

PRC

(%) DoS (%)

Max Q

(PCU)

PRC

(%)

2018 Base

A4119 North 88.6 30

1.1

94.1 34

-5.2 A4119 East 89.1 14 94.6 23

A4119 South 81.2 11 94.6 32

2018 + Development

A4119 North 90.4 35

-0.5

100.6 47

-27.1 A4119 East 90.3 18 100.6 32

A4119 South 89.5 12 100.2 35

2026 Base + Comm (Unfettered)

A4119 North 105.2% 91

-17.5

114.4% 134

-27.1 A4119 East 105.7% 51 114.3% 97

A4119 South 102.9% 70 112.9% 114

2026 Base + Comm (Fettered)

A4119 North 104.0 75

-15.8

112.3 124

-24.7 A4119 East 104.2 46 110.9 87

A4119 South 104.3 20 110.6 102

2026 Base + Comm (Unfettered) + Dev

A4119 North 108.4 111

-20.4

119.7 195

-34.3 A4119 East 106.7 62 120.9 144

A4119 South 106.8 93 120.7 162



June 2019

2026 Base + Comm (Fettered) + Dev

A4119 North 105.1 95

-18.7

119.1 155

32.3 A4119 East 106.9 59 118 134

A4119 South 106.3 91 116.4 118

10.18 The results in Table 10.2 demonstrate that the existing A4119/A4119 Castell Mynach

junction is operating close to capacity in the existing scenario and is operating at over its

practical reserve capacity in the PM peak. The A4119 corridor and in particular the Castell

Mynach junction is sensitive to any small increases in traffic, as shown by the results of the

2018 + Development scenario.

10.19 The existing levels of queuing are apparent on the A4119, with the results demonstrating

that this link is reaching capacity at the Castell Mynach junction.

10.20 When applying the fettered and unfettered background network growth (plus committed

development assumptions) the junction exceeds capacity.

10.21 The assessment represents an unrealistic case, which is well beyond a worst case, given that

we have included an uplift in traffic due to the RCT LDP at this junction, but not the effect of

any mitigation (which may in turn reduce traffic levels but are not yet described yet).

10.22 In particular, CC may reasonably expect RCT to have changed the way this junction performs

as a consequence of its own LDP, either by implementing measures to reduce demand (such

as the Park and Ride) or physical changes to the junction to restrict or enhance capacity.

10.23 There have been recent proposals by RCT to implement improvements at the junction by

providing a bus lane on the A4119 Llantrisant Road East arm of the junction. These proposals

are shown in Figure 10.2 and a scale drawing is included at Appendix L.



June 2019

Figure 10.2 – Proposed Improvements at Castell Mynach Junction

10.24 As shown in Figure 10.2, there are also proposals to provide bus lanes on the A4119 in both

directions and provision of a Park and Ride site accessed from School Road.

10.25 These improvement proposals are welcomed, particularly as they facilitate improved public

transport movement along this corridor as opposed to capacity improvements for private car

users, as advocated by policy.

10.26 The status of these improvement proposals is currently unknown, however, when they are

implemented they will assist in achieving a step change in public transport journeys in this

part of RCT which will also benefit existing and future residents in north east Cardiff.

Llantrisant Road/Site Access (East) Signalised Junction

10.27 The proposed site access junction (east) on Llantrisant Road has been assessed using LinSig

and the results are shown in Table 10.3 for the AM and PM peak periods.



June 2019

Table 10.3 - LinSig Results Summary – Llantrisant Road/Site Access (East)

AM PM

DoS (%) Max Q

(PCU)

PRC

(%) DoS (%)

Max Q

(PCU)

PRC

(%)

2026 + Comm (Unfettered) + Dev

Site Access 59 3

33.9

35.4 2

9 Llantrisant Road

East 50.4 12 64.8 14

Llantrisant Road

West 67.2 19 82.6 28

2026 + Comm (Fettered) + Dev

Site Access 59 3

35.3

35.4 2

13.8 Llantrisant Road

East 47.9 11 58.1 13

Llantrisant Road

West 66.5 19 79.1 25

10.28 The results in Table 10.3 demonstrate that the proposed junction can accommodate demand

from the proposed development as well as the other cumulative sites in RCT and Cardiff.

Llantrisant Road/Site Access (West) Signalised Junction

10.29 The proposed site access junction (west) on Llantrisant Road has been assessed using LinSig

and the results are shown in Table 10.4 for the AM and PM peak periods.



June 2019

Table 10.4 - LinSig Results Summary- Llantrisant Road/Site Access (West)

AM PM

DoS (%) Max Q

(PCU)

PRC

(%) DoS (%)

Max Q

(PCU)

PRC

(%)

2026 + Comm (Unfettered) + Dev

Site Access 48.1 2

42.1

27.8 1


East 53.5 13 56.4 13

Llantrisant Road

West 63.3 17 83.7 29

2026 + Comm (Fettered) + Dev

Site Access 48.1 3

43.6

27.8 2


East 51.0 12 55.0 13

Llantrisant Road

West 62.7 17 80.1 26



Cardiff Road/Site Access Junction

10.31 The proposed site access on Cardiff Road assessed using PICADY in Junctions 9 and the

results are shown in Table 10.5 for the AM and PM peak periods.

Table 10.5 – Summary of Junction Performance

AM PM

Q (PCU)

Delay (s) RFC Q (PCU) Delay (s) RFC

2026 + Comm (unfettered) + Dev

Stream B-C 0 6.46 0.03 0 8.3 0.01

Stream B-A 0.2 10.07 0.14 0.1 12.38 0.11

Stream C-AB 0 4.16 0.01 0 5.59 0.02

2026 + Comm (fettered) + Dev

Stream B-C 0 6.44 0.03 0 8.22 0.01

Stream B-A 0.2 9.99 0.14 0.1 12.12 0.11

Stream C-AB 0 4.16 0.01 0 5.63 0.02

(A = Cardiff Road (S), B = Site Access, C = Cardiff Road (N)





June 2019

Summary

10.33 The assessment of the proposed site access junctions on Llantrisant Road and Cardiff Road

can accommodate the forecast vehicle traffic associated with the development proposals

and also trips associated with the cumulative developments.

10.34 The A4119/Cardiff Road junction will be amended as part of the proposals for Junction 33

(Strategic Site D) and the modelling undertaken as part of the TA Addendum for the Junction

33 development demonstrates that the junction can accommodate the cumulative traffic

demand.

10.35 The A4119/A4119 Castell Mynach junction is operating at near capacity, particularly in the

PM peak. The junction is sensitive to small increases in traffic. The modelling results at the

junction forecast high levels of delay and queuing in the cumulative scenario, however, this

is an unrealistic scenario and assumes that people will not act to minimise their

inconvenience and choose to travel by more sustainable travel modes.

10.36 Improvements have been proposed at the Castell Mynach junction with include the provision

of a bus lane on the eastern arm of the junction. Bus lanes are also proposed on A4119

Llantrisant Road in both directions and a Park and Ride facility is proposed accessed from

School Lane. Whilst not providing increased road capacity for the private car, these

improvements would provide significant improvements to public transport journeys on this

corridor and help deliver a step change in public transport movement in this area.



June 2019

11 SUMMARY AND CONCLUSIONS

Summary

11.1 Vectos has been commissioned by Castell-y-Mynach Estates to provide transport advice in

relation to a proposed residential development at Land South of Creigiau, Cardiff.

11.2 The development proposes up to 650 dwellings and associated infrastructure. The site is

allocated as Site E ‘Land South of Creigiau’ in Cardiff Council’s adopted Local Development

Plan and hence the principle of development at this location has been accepted by CC.

11.3 The proposed development is located in an accessible location and is within walking (and

cycling) distance to local facilities within Creigiau and also the future allocated development

at Site D (Land to the north of the M4, Junction 33). The site is also reasonably accessible by

public transport with a number of bus services provided on Llantrisant Road and in Creigiau.

11.4 Vehicular access to the site will be from two signalised junctions on Llantrisant Road and a

priority t-junction on Cardiff Road. High quality pedestrian and cycle routes will be provided

within the site and will connect to existing infrastructure on Llantrisant Road, Cardiff Road

and into Creigiau from the north of the site.

11.5 Walking, cycling and public transport are ‘high density’ transport modes, and represent the

most efficient way of moving people in urban environments. The walking, cycling and public

transport networks can accommodate the anticipated demand from the proposed

development.

11.6 The assessment of the proposed site access junctions on Llantrisant Road and Cardiff Road

can accommodate the forecast vehicle traffic associated with the development proposals

and also trips associated with the cumulative developments. The A4119/Cardiff Road

junction will be amended as part of the proposals for Junction 33 (Strategic Site D) and the

modelling undertaken as part of the TA Addendum for the Junction 33 development

demonstrates that the junction can accommodate the cumulative traffic demand.

11.7 The A4119/A4119 Castell Mynach junction is operating at near capacity, particularly in the

PM peak. The junction is sensitive to small increases in traffic. The modelling results at the

junction forecast high levels of delay and queuing in the cumulative scenario, however, this



June 2019

is an unrealistic scenario and assumes that people will not act to minimise their

inconvenience and choose to travel by more sustainable travel modes.

11.8 Improvements have been proposed at the Castell Mynach junction with include the provision

of a bus lane on the eastern arm of the junction. Bus lanes are also proposed on A4119

Llantrisant Road in both directions and a Park and Ride facility is proposed accessed from

School Lane. Whilst not providing increased road capacity for the private car, these

improvements would provide significant improvements to public transport journeys on this

corridor and help deliver a step change in public transport movement in this area.

11.9 The proposed development will deliver a package of transport mitigation measures which

could include the following:

• Travel Plan including Personalised Travel Planning (PTP) for each resident;

• School travel planning for Creigiau Primary School; and

• £100 bike voucher for The Bike Shed;

• Season ticket for Stagecoach bus services.

Conclusion

11.10 The proposed development is acceptable in transport policy terms, and is supportive of the

guiding principles of the adopted LDP in relation to masterplanning and movement.

11.11 The proposed development is sustainable development, both independently and collectively

as part of the overall strategy for growth in Cardiff. The proposed development will provide

existing and future residents with a choice of sustainable travel options for all journeys.

APPENDIX A

TA Scoping Note and Highways Response

Land South of Creigiau

Transport Assessment Scoping Note

August 2018

N01-CP-173477- TA Scoping Note

Introduction

1. This note sets out the scope of the Transport Assessment (TA) that will be prepared in

support of a proposed residential development at Land South of Creigiau, Cardiff.

2. The site is included in Cardiff Council’s adopted Local Development Plan (LDP) and is

referenced in the Plan as Site E.

3. The LDP refers to the proposed use of this site as follows:

‘Housing-based scheme of approximately 650 homes representing a southern extension of

the existing village.’

4. The proposed development comprises approximately 616 residential dwellings with access

junctions from Llantrisant Road as shown in the illustrative masterplan for the site.

5. The Transport Assessment will be prepared having regard to Planning Policy Wales, TAN 18 –

Transport and Manual for Streets 1 and 2 (where appropriate).

6. The Transport Assessment will examine the sustainable accessibility of the site for all modes

of travel, as well as the effect of the proposed development on the local highway network.

Transport Assessment

7. The application will be supported by a Transport Assessment (TA). The scope and extent of

the TA will be as follows;

Introduction

8. This chapter will set out the purpose of the report and will describe the scope of the issues

to be covered.

Existing Conditions

9. This will include a description of the site, the surrounding area, and the accessibility of the

site by all viable modes of transport. This will include a review of the walking, cycling and

public transport networks. A description will be provided of the local highway network,

including a summary of the existing traffic conditions on the local highway network.

10. The following issues will be considered:

Page: 2

• Site Location;

• Existing Uses;

• Pedestrian and cycle routes;

• Bus services;

• Local Highway Network;

• Existing Travel Behaviour; and

• Existing (historical) Traffic Flows.

Transport Policy

11. The TA will consider and be prepared in accordance with the following policy documents:

• Planning Policy Wales (Edition 9, November 2016);

• Technical Advice Note 18: Transport;

• Manual for Streets 1 and 2;

• Wales National Transport Plan (March 2010);

• A Walking and Cycling Plan for Wales 2009-2013;

• Wales Transport Strategy (Connecting the Nation);

• Active Travel Act (Wales) 2013;

• Cardiff Local Development Plan 2006-2026 (Adopted January 2016); and

• Managing Transportation Impacts (Incorporating Parking Standards) Supplementary

Planning Guidance (Adopted July 2018).

Proposed Scheme

12. This section will set out the proposed scheme in detail and will include;

• Development Composition;

• Access Arrangements; and

• Parking Details.

13. The TA will also be supported by a residential Interim Travel Plan.

14. The Travel Plan will set out overarching strategy to promote sustainable travel to and from

the site and limit the number of single occupancy car trips to and from the proposed

development.

15. The rationale for the proposed level of car parking and cycle parking will be explained in the

TA. The proposed development will aim to strike the appropriate balance between safety

Page: 3

sustainability, convenience (and hence attractiveness) and comfort for employees and

customers travelling to and from the site.

16. Parking will be provided in line with Cardiff Council’s new guidance on parking provision

(Managing Transportation Impacts (Incorporating Parking Standards) Supplementary

Planning Guidance) which was adopted in July 2018.

Traffic Analysis

17. It is not the purpose of the TA to predict unfettered traffic demand in the absence of

transport choices, and to provide the highway infrastructure to accommodate this demand.

Instead, it is accepted that congestion already occurs within Cardiff and RCT and will

continue to exist post this development.

18. The assessment will quantify the degree of potential inconvenience for private car users

whilst promoting alternative travel options. Having said that, the proposed access junctions

will be designed so they do not operate with unreasonable levels of congestion.

19. The quantification of the traffic impact will be undertaken at the junctions listed below:

• All site access junctions along A4119 Llantrisant Road;

• A4119 Llantrisant Road/Cardiff Road; and

• A4119/A4119 Llantrisant Road (Castell Mynach Signalised Junction).

20. Traffic surveys have been undertaken on A4119 Llantrisant Road and at the A4119

Llantrisant Road/Cardiff Road junction in June 2018.

21. Traffic data from 2016 for the A4119/A4119 Llantrisant Road (Castell Mynach) junction has

been sourced from the TA for the residential site at Cefn y Hendy in Miskin.

Committed Development

22. Details of committed development schemes will be requested from Cardiff Council however

it is anticipated that a cumulative assessment of Local Plan sites will be undertaken.

Trip Generation

23. This section of the TA will explain the methodology used for the determination of the traffic

flows associated with the proposed development. The methodology will be in line with the

accepted methodology used for other Strategic development sites within Cardiff i.e. Sites C

and D of the LDP.

24. A separate Technical Note detailing the trip generation and distribution methodology will be

submitted to Cardiff Council.

Trip Distribution

25. Trip distributions to/from the site by all modes of transport will be based on the 2011 Census

origin/destination data.

Page: 4

Traffic Growth

26. It is likely that construction of the site will be phased over a number of years. Therefore, it is

considered appropriate to assess an opening year whereby 100% of the development is built

out by 2026.

27. On the basis that the development of this site will form proportion of future background

growth on the network and couple with Cardiff Council’s policies regarding a 50:50 modal

split, no background growth will be applied to the 2018 observed traffic flows.

28. The 2026 future year assessment will however include vehicle traffic flows associated with

the allocated LDP sites where applicable.

Assessment Scenarios

29. The following scenarios will be assessed and reported within the TA:

• 2018 Baseline – Existing Highway Network – This will provide a reference case and allow

an assessment to be made of the effect of the development traffic over the existing

situation; and

• 2026 Forecast – Future Year Highway Network – includes traffic associated with the

allocated LDP sites and 100% of the development. This will allow an assessment to be

made to make comparisons between the Base and Future Year assessment.

Junction Assessments

30. Junction assessment and level of network performance will be undertaken for the AM and

PM peak periods, which will be determined using observed traffic counts. The scope of the

junctions that will be reported on are listed below:

• All site access junctions along A4119 Llantrisant Road;

• A4119 Llantrisant Road/Cardiff Road; and

• A4119/A4119 Llantrisant Road (Castell Mynach Signalised Junction).

31. The assessments will be undertaken using ARCADY, PICADY and LinSig as appropriate and will

include any improvements to the existing highway network.

Phasing

32. An indication of the phasing of the scheme during construction will be set out in this section,

together with the likely transport implications of this.

Transport Implementation Strategy

33. The aim of the Transport Implementation Strategy (TIS) is to set out the measures the

development will support to foster a step change in travel in this area of Cardiff to achieve a

50:50 sustainable travel mode split amongst existing and future residents, as set out in

Cardiff’s LDP.

Page: 5

34. The TIS will include details of the Walking, Cycling and Public Transport Strategies for the

site.

Summary and Conclusions

35. This section of the TA will summarise the report and will set out the conclusions that have

been drawn.

DEVELOPMENT MANAGEMENT DELEGATION OF PLANNING FUNCTIONS FORM

City Development

LOCAL GOVERNMENT ACT 1972 SECTION 101

DELEGATION OF PLANNING FUNCTIONS – SCOPING OPINION

Application Number: SC/18/00006/MJR Location: LAND NORTH OF LLANTRISANT ROAD, CREIGIAU Proposal: EIA SCOPING FOR THE PROPOSED RESIDENTIAL

DEVELOPMENT OF AROUND 650 UNITS AND ASSOCIATED WORKS

In accordance with the powers delegated to me by the County Council under the above Act, my decision is as follows: The above proposal has been scoped with regard to the need for the preparation of an Environmental Statement to accompany the application, in accordance with the Town and Country Planning (Environmental Impact Assessment) (Wales) Regulation2017. 1. Introduction

1.1 This request for a scoping opinion relates to proposals for the development

of up to 650 dwellings and associated works on land North of Llantrisant Road, Creigiau, (Strategic Site E in the Local Development Plan).

1.2 The Scoping Report has been submitted without the benefit of a prior screening opinion, as it is recognised that the proposed development would necessitate the submission of an Environmental Impact Assessment (EIA).

1.3 The scoping opinion has been prepared by Cardiff Council in response to the information contained within the Scoping Report prepared by DPP and submitted to the Council in December 2018.

1.4 The opinion comprises a brief description of the site and proposals, a summary of the consultation responses, and the scoping opinion.

1.5 The Local Planning Authority has taken the following into account before

adopting its opinion in accordance with Regulations 14(6) of the EIA Regulations:

a) Any information provided by the applicant about the proposed

development; b) The specific characteristics of the particular development; c) The specific characteristics of development of the type concerned;

and

d) The environmental features likely to be significantly affected by the development.

2. Description of the Proposed Development and Site Context

2.1 The development proposal is described as follows; 2.2 The comprehensive development of the site for a residential scheme,

comprising of 650 units, alongside public and private open spaces, parking, access and associated infrastructure.

2.3 The site extends to 38.9 hectares, which can be neatly split into three parcels/phases of development. Site Context

2.4 The site is located directly adjacent, and to the south of, the village of Creigiau, which is located approximately 10km west of Cardiff City Centre. The south of the site bounds Llantrisant Road (A4119), beyond which is currently open countryside. The eastern boundary of the site is formed by Cardiff Road, which is one of the main routes from Llantrisant Road into the village of Creigiau. The western boundary of the site comprises of a band of woodland, beyond which is Tynant Road, a second road leading between Llantrisant Road and Creigiau village.

2.5 The site is currently in agricultural use and comprises greenfield land characterised by a network of fields and woodland. A former railway line runs in a north-south orientation through the site on an embankment.

2.6 There are 3 no. Sites of Importance for Nature Conservation within, or adjacent to, the site at: Castell-y-Mynach Wood, Nant Coslech and Nant Henstaff.

2.7 The Castell-y-Mynach Wood is subject of a Tree Preservation Order.

3. Consultation Responses Society and Economics

3.1 The proposed development is considered to be acceptable. Given the location of the site in close proximity to the boundaries with Rhondda Cynon Taff County Borough Council to the west and the Vale of Glamorgan Council to the south, an assessment of the impact of the development on the sub-region is supported.

3.2 Whilst mention has been made of the sub-regional approach to be adopted on matters such as education and GP Surgeries, limited mention is made to healthcare in general. Risks to human health must be considered in EIA development as required by the EIA Regulations (Schedule 4 Part 5(d)).

Transport, Movement and Access

3.3 The Council’s Highways department note that the proposal appears to cover the main aspects of a required TA but identify the following items for further discussion / inclusion.

No mention of the safe guarded route for the metro (as progressing from J33)

Consideration of the impacts on Cardiff Road are required (access to site phase 1C & 2A)

Construction impact also likely to impact Cardiff Road – needs to be taken into full account.

Peak hours mentioned, need to be based on local peaks (derived from surveys not generalised data).

Draft phasing seems a little unclear in the text.

3.4 Should greater consideration might be given to providing vehicular access (along with pedestrians & cycles) to the north toward Creigiau village. It is noted that all destinations (school, playing fields, shops, pub, etc) will be in excess of 1km walking distance from the site. It is considered vehicular links maybe beneficial for residents of the new development to have any likelihood of integrating with the existing community. Without a link it will push greater numbers of vehicles onto Llantrisant Road to allow access to the village centre. Site E – Creigiau – appears to propose 3 vehicular cul-de-sacs. There would be two accesses off Llantrisant Road and one off Cardiff Road. There would be pedestrian/cycle links within the site and to the north to the existing Creigiau village (& school).

Potential vehicle links between new & old shown below.

3.5 The Welsh Governments Highways Directorate provide the following comments;

The trunk road junctions of the A470 at Upper Boat and and Tongwynlais to the east of the development site should be included in the Transport chapter by use of a percentage impact assessment in the first instance or a robust justification as to why these junctions are not to be included. Due to the levels of committed development accessing the M4 at Junction 34 via the A4119, a sensitivity test should also be run that distributes a significant proportion of vehicular traffic to the east through these junctions as part of the Transport Assessment supporting the site.

Ecology and Nature Conservation

3.6 Natural Resources Wales provide the following advice to assist with the

preparation of an Environmental Statement (ES).

Ecology and Nature Conservation

3.7 The EIA for this development should include sufficient information to enable the local planning authority to determine the extent of any significant environmental impacts arising from the proposed scheme on habitats and species, including those that are legally protected species and habitats and species which may also comprise notified features of designated sites.

The EIA should include a detailed assessment of impacts of the proposals on protected species. Where they are likely to be affected by the proposed development, the ES should include a Conservation Strategy for each species which sets out details of all the mitigation and/or compensation that will be put in place as part of the development, including the phasing of their implementation. Illustrations within the Environmental Statement

3.8 They recommend, that maps, drawings and illustrations that are produced to describe the project should be designed such that they can be overlaid on to maps, drawings and illustrations produced for other sections of the EIA such as biodiversity. Description of Biodiversity

3.9 The EIA must include a description of all the existing natural resources and wildlife interests within and in the vicinity of the proposed development, together with an assessment of the likely impacts assessment of the significance of those impacts. Key Habitats

3.10 In general, a Phase I survey of the site should be undertaken to describe and map the key habitats of the site and species of particular importance. This should be undertaken in accordance with the NCC Phase 1 survey guidelines (NCC (1990). Handbook for Phase 1 habitat survey. NCC, Peterborough) and should be undertaken and completed during the summer to ensure the best chance of identifying the habitats present.

3.11 In this case they note that an extended Phase 1 survey was undertaken between March and June 2018; they advise that the results of this are included with any planning application for the site. Should the Phase 1 survey indicate that potentially important habitats are present (E.g. those habitats listed under section 7 of the Environment (Wales) Act habitats), further detailed vegetation surveys (E.g. NVC) may be required. They advise that this is discussed and agreed with the LPA Ecologist. Protected Species

3.12 The site should be comprehensively assessed for its potential to support protected species. Surveys for protected species should be undertaken by suitably qualified, experienced and where necessary, licensed surveyors in accordance with published guidance, where this exists, and best practice.

3.13 They note that specific surveys for protected species have already been undertaken or are underway. Dormice

3.14 They are aware of records of dormice in the woodland to the north-east of Creigiau and that there is habitat that is well connected to potentially suitable habitat on the proposed application site.

3.15 They welcome the consideration of dormice as part of the application. The EIA Scoping Report confirms that dormice surveys were undertaken in 2018. It states that 65 tubes and 10 nest boxes were deployed in suitable habitat around the site in April 2018, and were checked for the presence of/use by dormice in June, August, and October. They advise that the application clarifies where on site the nest tubes and boxes were deployed, the intervals at which they were spaced in linear habitats, and the density of deployment within blocks of habitat (E.g. woodland). They require this information to be able to assess the adequacy of the survey methodology.

3.16 They note that a further 75 nest tubes were deployed in June in habitat to the south of the A4119 which may be affected by highway improvement works associated with the development. They have concerns that the late deployment has resulted in a survey effort less than that recommended in published guidance; a detailed justification should be provided for the level of survey effort, and how this has been accounted for in any assessment of impacts of the proposals.

3.17 They advise that any dormouse survey of the site includes a comprehensive dormouse nut search, in accordance with published guidance, with the results of the survey reporting how many nuts were found which had been chewed by both, and how many had been chewed by non-dormouse species. Bats

3.18 They welcome that bats are considered as part of the project. They note that automated detector surveys and walked transect surveys are proposed. They advise that the automatic detector locations are shown on a map. They advise that, if possible, the walked transects should include a route through the woodland.

3.19 The EIA should confirm whether any trees will be affected by the proposed development. If so, these should be comprehensively assessed for use by bats in accordance with published guidance, with the results of ground level and climbed (endoscope) surveys informing the planning application. Otters

3.20 They welcome that otters are a consideration for the project and note that checks for their presence are ongoing. Great Crested Newts

3.21 They note that great crested newts have been considered as part of the project. They advise that the Environmental Statement includes maps showing the

locations of all waterbodies within 500m of the site, and identifies those that have been subject to the eDNA surveys. The ES should include the detailed survey methodology and results. On the basis of the information provided in the EIA Scoping Report it appears that GCN are unlikely to be affected by the proposals, but They would wish to review the detailed survey methodology. Design of the Development/Green Infrastructure & Long Term Habitat Management

3.22 As indicated in their preliminary enquiry letter to the applicant, dated 19 July 2018, they advise that the ES considers connectivity issues from the very earliest stages. As part of the design of the development, the applicant should be seeking to provide robust east to west connectivity with the wider woodland to the east of the site, as well as north to south connectivity between this site and site D (to the south), and the wooded railway line and other woodland to the north.

3.23 If protected species are implicated in the proposals, a habitat management plan will be required to ensure that the long-term management of such habitats is in place to maintain their biodiversity value. If this is the case, they advise that the ES includes a detailed Habitat and Species Management and Monitoring Plan (HSMMP) which sets out:

i the location and extent of green infrastructure across the site, the habitats that it comprises, their current and desired condition, the management required to achieve and/or maintain the desired condition;

ii long-term protected species monitoring proposals, including indicators that confirm that habitat management and mitigation have been effective in maintaining favourable conservation status; and

iii a timetable of management and monitoring works, who will be responsible for those works, how they will be financed, the frequency of reporting the results of habitat management and species monitoring (to the LPA), and the frequency of review of the HSMMP.

Lighting

3.24 NRW advise that inappropriate lighting of the development is likely to have an impact on the biodiversity of the site, including any nocturnal and light sensitive species if present. Therefore, they advise that an appropriate lighting strategy for the site is devised, which ensures that adequate dark corridors coinciding with key green infrastructure corridors across the site (E.g. the railway line) are not lit.

3.25 The County Ecologist makes the following comments;

3.26 I agree with the scope of the habitat and species surveys and assessments that are proposed, however an EIA should also include consideration of impacts upon ecosystem resilience and green infrastructure.

3.27 The 2016 CIEEM EcIA Guidelines, and section 2.4.4 of the Green Infrastructure SPG, make it clear that an EcIA should consider the impacts upon

ecosystems, as well as habitats and species. Statements to this effect are found throughout the EcIA Guidelines document, for example at sections 1.3, 1.9, 2.3, 4.1 and 4.8 etc. All EcIA’s submitted to Cardiff Council should demonstrate how the impacts upon ecosystems have been assessed, in accordance with the 2016 EcIA Guidelines. In addition this will allow Cardiff Council to demonstrate compliance with the ecosystem approach as required by legislation such as the Environment (Wales) Act 2016, which requires public authorities to seek to maintain and enhance biodiversity, and in doing so to promote the resilience of ecosystems, in the exercise of their functions.

3.28 ‘Functions’ in this context includes the LPA planning function. Normally therefore we should expect a description of the ecosystems on site, followed by an assessment of the likely significant impacts of the proposed scheme upon the diversity (within and between ecosystems), extent, condition, connectivity and adaptability of those ecosystems.

3.29 As the site is relatively small and not especially complex, I do not anticipate that this would be a lengthy exercise but there does need to be a section in the ES that we can point to as evidence that the impacts upon ecosystem resilience have been properly assessed and will be mitigated as far as possible.

3.30 In accordance with section 2.3 of the approved Green Infrastructure SPG, the likely impact of the proposals upon green infrastructure features must be assessed. This should include a holistic assessment of all of the elements of green infrastructure, including the synergies and trade-offs between them. The assessment should also consider the impact not only upon the green infrastructure within the development site, but also upon the surrounding green infrastructure context. Subsequently the needs for development must be reconciled with the need to maintain and enhance green infrastructure. This assessment of impact should be undertaken by a landscape architect, ecologist or similarly qualified professional.

3.31 The culmination of analysis and conclusions of an impact assessment should be used to inform a Green Infrastructure Statement, which shows how all elements of the proposed green infrastructure (retained and new) and any associated uses and movement have a clear role and purpose in the new development. Elements of Green Infrastructure in this respect include:-

Ecology and biodiversity

Parks and public open spaces

Street trees, soils and landscaping

Public rights of way, access and recreation routes

SuDS

3.32 Conclusions drawn from analysis of this resource should be expressed in an illustrative way, in the form of a Green Infrastructure Masterplan or Landscape Masterplan or similar. The resulting approach should explain how this is achieving good design. Examples include: why a hedgerow should remain in

situ or where it is better relocated to create overlooked, connected streets and spaces; why a public right of way should remain in situ or if it is better diverted to maintain the rural function of rights of way in a green corridor and avoid isolated footpaths, lanes or alleyways through urban areas; whether or not a park is accessible by walking and cycling and how it might be integrated or modified to improve accessibility.

3.33 The Green Infrastructure Statement will include illustrations, plans and drawings that articulate how reports and technical data (e.g. tree and hedgerow assessments, landscape studies, environmental statements, hydrological reports) have been interpreted spatially. These need to communicate how conclusions have been drawn and how this has informed the design layout and landscape strategy. Additional sections and examples of existing areas (case studies/precedents) may be requested at key locations to illustrate what is proposed.

3.34 Where the masterplanning approach is invoked as set out in policy KP4 of the LDP, green infrastructure should inform, and be incorporated into, the masterplan of the site.

3.35 The ecosystems resilience assessment, along with mitigation of impacts upon habitats and species, can feed into the Green Infrastructure Statement as above.

Landscape and Visual Impact

3.36 It is noted that the assessment of the landscape and visual impacts of the

proposed development will use methodology having regard to the following;

‘Guidelines for Landscape and Visual Assessment’, Third Edition, (2013): Published by: The Landscape and Institute of Environmental Management and Assessment;

‘Making Sense of Place – Landscape Charter Assessment Guidance’ (2002) Published by: the Countryside Agency and Scottish National Heritage; and

Topic Paper 6: Techniques and Criteria for Judging Capacity and Sensitivity (Scottish Natural Heritage and the Countryside Agency, 2004) This approach is accepted.

3.37 Viewpoints, both long and short, should be agreed with the Local Planning

Authority (LPA) prior to their inclusion with the Environmental Impact Assessment (EIA). Hydrology and Drainage

3.38 Dwr Cymru/Welsh Water have confirmed that they have held discussions with

the applicant and advised that capacity in the public sewer network is limited and that Creigiau Waste Treatment Works (WWTW) does not have the required

capacity to accommodate the proposed development. They therefore recommend that Hydraulic Analysis be undertaken to ensure that the sewer network and sewerage pumping station are capable of accommodating the development to overcome any risk of flooding or pollution. Furthermore, they have specified that any connection from the site should drain towards a WWTW with adequate capacity.

3.39 Natural Resources Wales note and welcome the content of the Ground Conditions section of the scoping report and have nothing further to add with regard to the potential effects related to geology, hydrogeology and land contamination.

3.40 The Councils Drainage division have been consulted but no comments have been received. A number of meetings have been held between the Council’s Drainage Team and developer in which the broad parameters of their approach to the ES and SAB were discussed.

Ground Conditions

3.41 The Council’s Contaminated Land Team note that section 5.135 (Ground

Conditions) of the submitted Scoping Report (DPP Planning, December 2018; EIA Scoping Report Ref: 2999ca) states that a Ground Conditions Desk Study report by Hydrock Consultants Limited should be referred to. Whilst this Desk Study report has not been made available for reference at this time, the general comments within the Ground Conditions Section of the above report indicate that an appropriate Phase II Ground Investigation is proposed.

3.42 Any areas of concern either not considered, or identified by the Phase II Ground Investigation can be dealt with by the inclusion of geo-environmental conditions as part of any consent.

Noise

3.43 The Council’s Noise Pollution Officer recommends that a suitable and sufficient

acoustic assessment is conducted taking account of the aspects raised in sections 5.209-5.228 of the EIA scoping report (Dec 2018).

Air Quality

3.44 The Air Quality Officer makes the following comments; 3.45 Chapter 4, paragraphs 4.5 & 4.6 draws upon the need for a supporting (EIA)

to accompany the planning application due to envisaged cumulative impacts associated with the proposed development and surrounding developments;

3.46 ‘4.5 In isolation it is unlikely that the Proposed Development would constitute EIA development, when assessed against the selection criteria within Schedule 3. However, Schedule 3 part 1(b) requires the “cumulation with other development” to be considered.’

3.47 ‘4.6 Therefore, it is the cumulative effects of the Proposed Development with the developments referred to in Section 2 that now trigger the requirement for the outline planning application to be accompanied by an EIA.’

3.48 In terms of accounting for potential air quality impacts projected as a result of the proposed development, Chapter 5, paragraphs 5.229- 5.243 outlines the proposed scope of works for the air quality assessment to populate the EIA document. It is detailed that the assessment will examine both construction and operational phase impacts.

3.49 It must be noted that the air quality scope of works does not reference any works to encapsulate cumulative impacts associated with the proposed development and other developments in the vicinity of the proposal, particularly LDP Strategic Site D. Can the applicant confirm that this element will be incorporated into the assessment?

3.50 As outlined in paragraph 5.241 it would be of best practise for an Air Quality Scope of Works to be agreed between the LPA and applicant. Therefore please can the applicant look to agree the scope of work and methodology in more detail for the assessment of air quality. Cultural Heritage

3.51 The Council’s Conservation Officer make the following comments; The Scoping

Document correctly addresses what will be required to assess the impact on heritage assets from the proposal. Namely a statement of significance, an assessment on how the development impacts this significance directly and indirectly and methods to eliminate or mitigate any perceived harm, likely with landscaping and design. This assessment no doubt will take into account the importance and contribution of the setting to each designated heritage asset, as well as considering topography and key views. The document has stated it intends to use Cadw’s Conservation Principles to assist with assessment as well as Cadw’s document on the setting of heritage assets in Wales.

3.52 While there are no designated heritage assets within the proposal site there are listed buildings and a registered park and garden within the setting, albeit not in close proximity. It seems likely that the views to and from the registered park and garden Craig-Y-Parc to the east is most likely to have views which are affected.

3.53 CADW notes that the Cultural Heritage Section of the submitted scoping report

has clearly indicates a study area for the study, the current legislation in regard to heritage in Wales and an appropriate methodology to determine the effect of the proposed development on the Cultural Heritage and Archaeology. As such, they are in agreement with this section of the scoping report. A copy of their response is attached.

3.54 Glamorgan Gwent Archaeological Trust (GGAT) note that the Cultural Heritage

and Archaeology section (Chapter 13) of the scoping report, produced by DPP

Planning (Document reference 2999ca, dated December 2018) states that an archaeological assessment will be conducted, conforming to the Chartered Institute for Archaeologists Standards and Guidance for historic environment desk-based assessments (2014, revised 2017). They acknowledge that the assessment will include a review of the baseline data sources, aerial photographs, cartographic and documentary sources, as well as an assessment of the potential impact on historic hedgerows and the setting of historic assets.

Glamorgan Gwent Archaeological Trust consider the proposed approach entirely appropriate but note that, depending on the results of the assessment, further archaeological investigations and mitigation may be required prior to the determination of any application. OTHER MATTERS Parks

3.55 The Council’s Parks Officer makes the following comments.

3.56 Within Paragraph 5.9 of the submitted report it is stated that the assessment would look at numerous potential impacts, including;

Any impacts of the provision of community facilities as a result of the proposed development (including community buildings, healthcare infrastructure, education facilities and Public Open Space)

3.57 I would like to see an analysis of the following within 1500m of the site (existing

or proposed/planned):

Public open space

Play areas – younger and older children (equivalent to local areas of play mainly for younger children, and larger play areas providing facilities for older children)

Teen areas – multi use games areas, skateboard, BMX, youth shelters, fitness equipment

Formal sports provision

Allotment and community growing provision

Dual use school provision This would highlight any existing facilities, including current quality, ownership and accessibility from the development site, to inform design of the development, where facilities can be provided on site or improved off-site to meet the requirements set out in the LDP, and where the new development will impact upon existing facilities. A good example of an analysis was carried out as part of the Plas Dwr Strategic Green Infrastructure Management Strategy - Appendix 5 High Level Review of Teen Facilities (18/02784 SGIMS Part 4) – extract attached. Providing this information at this stage will greatly assist in developing South Creigiau’s approach to these elements.

Agricultural and Soil Resources 3.58 The Council’s Tree Officer advises that; given that this site occupies 38.9

hectares, the vast majority of which is vegetated or agricultural soil, then I would suggest that the potential for harm to the soil resource is high. This not only concerns functionality as agricultural land, but in terms of the ecosystem services that the soil provides. I would advise that the impact of development on soil beyond its hydrological performance or geotechnical/geo-environmental concerns, be addressed as part of an EIA. There is well established guidance to help mitigate harm to the soil resource, specifically the 2009 DEFRA Construction Code of Practice for the Sustainable Use of Soils on Construction Sites, which in turn informed our Trees and Development Technical Guidance Note. A Soil Resource Survey and Plan is the best way to assess the soil resource and specify how it may be used sustainably, to minimise harmful impacts on its functionality.

3.59 Whilst hedgerows should certainly fall under the remit of an assessment in accordance with the Hedgerows Regulations 1997, they should also be included within a site wide tree assessment carried out in accordance with BS 5837:2012 and our Trees and Development Technical Guidance Note.

Utilities

3.60 The consultation responses received from utility companies are attached. 4. Scoping Opinion

4.1 In preparing the Environmental Statement, I would draw your attention to the requirements for Environmental Statements set out in Regulation 17 and Schedule 4 to the EIA Regulations. 4.2 Regulation 5(e) of Schedule 4 to the EIA regulations requires that the

cumulative effects with existing and/or approved projects must be taken into account in an EIA. In this regard, referring to paragraph 2.8 – 2.11 of the report, the cumulative impact of the proposal must be considered along with the development approved under planning application ref: 14/00852/DCO – Land north of M4 Motorway Junction 33 and 14/02733/MJR – Plasdwr

4.3 Regulation 5(f) requires a description of the likely significant effects of the development on the environment resulting from the impact of the project on climate and vulnerability of the project to climate change. Whilst it could be assumed that this issue is covered in various places by the topics identified, I could not see any specific reference to climate.

4.4 The Council considers that, subject to the comments above and those contained in the attached consultation responses, the issues identified in the submitted scoping report should be included in the Environmental Impact Assessment to enable the Council to consider the likely environmental effects of the development and whether these are likely to be significant.

4.5 Please note that this scoping opinion is provided without prejudice and does not preclude Cardiff Council from requesting further information, in accordance with Regulation 24 of the Regulations, should the need arise.

Signed (Case Officer):____________________ _____ Date ________________

Signed (Operational Manager): ______________ _____Date ________________

Signed (Admin – Letter sent to Agent/Applicant):____ ___ Date __________ ____

(and copy placed on planning register)

APPENDIX B

Traffic Survey Data

Client: Vectos

Project: 3190-WAL / Llantrisant

Sites: 1-16

Survey Date: 09 June 2016

Survey Period: 07:30-09:30, 16:00-18:00

Method: Junction Turning Count

AM Weather: Sunny

PM Weather: Sunny

Incidents / Observations:No incidents during survey hours.

Client: Vectos Project: 3190-WAL / Llantrisant Site: 7Date:

Entry : A - A4119 (E)Destination : A - A4119 (E) Destination : B - A4119 (S) Destination : C - A4119 (N)

CAR LGV OGV1 OGV2 PSV MC PC Total CAR LGV OGV1 OGV2 PSV MC PC Total CAR LGV OGV1 OGV2 PSV MC PC Total

07:30 0 0 0 0 0 0 0 0 64 7 0 0 0 0 0 71 41 1 1 0 1 0 0 44 11507:45 0 0 0 0 0 0 0 0 55 10 0 0 0 1 0 66 67 9 0 0 6 0 0 82 148½ Hr 0 0 0 0 0 0 0 0 119 17 0 0 0 1 0 137 108 10 1 0 7 0 0 126 26308:00 0 0 0 0 0 0 0 0 84 7 0 0 1 0 0 92 54 7 0 1 0 0 0 62 15408:15 0 0 0 0 0 0 0 0 73 7 0 0 0 1 0 81 60 5 1 0 3 1 1 71 15208:30 0 0 0 0 0 0 0 0 76 6 2 0 2 1 0 87 66 3 0 0 0 1 1 71 15808:45 0 0 0 0 0 0 0 0 69 5 1 0 0 0 0 75 53 4 1 0 1 0 2 61 1361 Hr 0 0 0 0 0 0 0 0 302 25 3 0 3 2 0 335 233 19 2 1 4 2 4 265 60009:00 0 0 0 0 0 0 0 0 52 1 1 1 0 0 0 55 53 7 0 0 1 0 0 61 11609:15 0 0 0 0 0 0 0 0 42 4 0 0 0 0 0 46 48 0 1 0 2 0 0 51 97½ Hr 0 0 0 0 0 0 0 0 94 5 1 1 0 0 0 101 101 7 1 0 3 0 0 112 213

2 Hrs 0 0 0 0 0 0 0 0 515 47 4 1 3 3 0 573 442 36 4 1 14 2 4 503 1076

Entry : A - A4119 (E)Destination : A - A4119 (E) Destination : B - A4119 (S) Destination : C - A4119 (N)


16:00 0 0 0 0 0 0 0 0 34 9 0 0 0 0 0 43 59 13 0 0 2 0 2 76 11916:15 0 0 0 0 0 0 0 0 41 10 0 1 0 0 0 52 82 10 0 0 2 1 1 96 14816:30 0 0 0 0 0 0 0 0 47 4 0 0 0 0 0 51 72 9 0 0 0 0 2 83 13416:45 0 0 0 0 0 0 0 0 42 1 0 0 0 0 0 43 85 7 1 0 0 2 1 96 1391 Hr 0 0 0 0 0 0 0 0 164 24 0 1 0 0 0 189 298 39 1 0 4 3 6 351 54017:00 0 0 0 0 0 0 0 0 36 5 0 0 0 0 0 41 76 8 0 0 1 2 0 87 12817:15 0 0 0 0 0 0 0 0 39 6 0 0 0 0 0 45 67 6 0 0 0 0 0 73 11817:30 0 0 0 0 0 0 0 0 43 4 0 0 0 0 0 47 73 2 0 0 4 1 1 81 12817:45 0 0 0 0 0 0 0 0 34 2 0 0 0 0 0 36 66 3 0 0 0 0 3 72 1081 Hr 0 0 0 0 0 0 0 0 152 17 0 0 0 0 0 169 282 19 0 0 5 3 4 313 482

2 Hrs 0 0 0 0 0 0 0 0 316 41 0 1 0 0 0 358 580 58 1 0 9 6 10 664 1022

Total 0 0 0 0 0 0 0 0 831 88 4 2 3 3 0 931 1022 94 5 1 23 8 14 1167 2098

09 June 2016

Arm Totals

Arm Totals

Client: Vectos Project: 3190-WAL / Llantrisant Site: 7Date: 09 June 2016

Entry : B - A4119 (S)Destination : A - A4119 (E) Destination : B - A4119 (S) Destination : C - A4119 (N)


07:30 34 4 0 0 0 0 0 38 0 0 0 0 0 0 0 0 215 30 6 9 0 1 0 261 29907:45 40 9 0 1 1 0 0 51 0 0 0 0 0 0 0 0 279 37 5 7 0 1 0 329 380½ Hr 74 13 0 1 1 0 0 89 0 0 0 0 0 0 0 0 494 67 11 16 0 2 0 590 67908:00 33 7 2 0 1 0 0 43 0 0 0 0 0 0 0 0 252 45 12 8 0 0 0 317 36008:15 15 4 1 0 0 0 0 20 0 0 0 0 0 0 0 0 239 42 12 6 0 1 0 300 32008:30 25 5 0 0 0 0 0 30 0 0 0 0 0 0 0 0 250 26 7 9 0 0 0 292 32208:45 23 7 0 0 1 0 0 31 0 0 0 0 0 0 0 0 216 38 11 14 5 2 0 286 3171 Hr 96 23 3 0 2 0 0 124 0 0 0 0 0 0 0 0 957 151 42 37 5 3 0 1195 131909:00 27 4 3 0 0 0 0 34 0 0 0 0 0 0 0 0 151 30 9 10 3 0 0 203 23709:15 26 6 1 0 0 0 0 33 0 0 0 0 0 0 0 0 150 36 8 9 1 0 0 204 237½ Hr 53 10 4 0 0 0 0 67 0 0 0 0 0 0 0 0 301 66 17 19 4 0 0 407 474

2 Hrs 223 46 7 1 3 0 0 280 0 0 0 0 0 0 0 0 1752 284 70 72 9 5 0 2192 2472

Entry : B - A4119 (S)Destination : A - A4119 (E) Destination : B - A4119 (S) Destination : C - A4119 (N)


16:00 32 4 0 0 0 0 0 36 0 0 0 0 0 0 0 0 311 73 8 8 0 4 0 404 44016:15 48 6 0 1 0 0 0 55 0 0 0 0 0 0 0 0 381 62 7 5 0 2 0 457 51216:30 47 7 0 1 1 4 0 60 0 0 0 0 0 0 0 0 358 58 2 2 0 2 0 422 48216:45 69 8 0 0 0 1 0 78 0 0 0 0 0 0 0 0 379 63 5 5 1 2 0 455 5331 Hr 196 25 0 2 1 5 0 229 0 0 0 0 0 0 0 0 1429 256 22 20 1 10 0 1738 196717:00 68 9 0 1 0 0 0 78 0 0 0 0 0 0 0 0 412 39 2 4 0 3 0 460 53817:15 78 5 0 0 0 0 0 83 0 0 0 0 0 0 0 0 417 42 3 4 0 3 0 469 55217:30 81 3 0 0 0 0 0 84 0 0 0 0 0 0 0 0 401 38 5 4 1 3 0 452 53617:45 78 6 0 0 0 0 0 84 0 0 0 0 0 0 0 0 381 40 9 3 1 4 0 438 5221 Hr 305 23 0 1 0 0 0 329 0 0 0 0 0 0 0 0 1611 159 19 15 2 13 0 1819 2148

2 Hrs 501 48 0 3 1 5 0 558 0 0 0 0 0 0 0 0 3040 415 41 35 3 23 0 3557 4115

Total 724 94 7 4 4 5 0 838 0 0 0 0 0 0 0 0 4792 699 111 107 12 28 0 5749 6587

Arm Totals

Arm Totals


Entry : C - A4119 (N)Destination : A - A4119 (E) Destination : B - A4119 (S) Destination : C - A4119 (N)


07:30 101 16 1 0 2 1 0 121 345 77 14 8 0 1 0 445 0 0 0 0 0 0 0 0 56607:45 77 10 0 0 2 1 6 96 277 48 11 3 1 4 0 344 0 0 0 0 0 0 0 0 440½ Hr 178 26 1 0 4 2 6 217 622 125 25 11 1 5 0 789 0 0 0 0 0 0 0 0 100608:00 48 4 0 1 0 0 2 55 280 44 7 6 1 6 0 344 0 0 0 0 0 0 0 0 39908:15 52 2 1 0 1 2 0 58 342 41 6 7 1 2 0 399 0 0 0 0 0 0 0 0 45708:30 60 4 2 0 2 1 0 69 283 34 11 6 1 1 0 336 0 0 0 0 0 0 0 0 40508:45 58 9 1 0 2 1 0 71 267 40 7 5 1 2 0 322 0 0 0 0 0 0 0 0 3931 Hr 218 19 4 1 5 4 2 253 1172 159 31 24 4 11 0 1401 0 0 0 0 0 0 0 0 165409:00 76 10 0 0 2 1 0 89 285 35 12 9 0 2 0 343 0 0 0 0 0 0 0 0 43209:15 58 7 0 0 2 0 0 67 249 36 6 8 1 1 0 301 0 0 0 0 0 0 0 0 368½ Hr 134 17 0 0 4 1 0 156 534 71 18 17 1 3 0 644 0 0 0 0 0 0 0 0 800

2 Hrs 530 62 5 1 13 7 8 626 2328 355 74 52 6 19 0 2834 0 0 0 0 0 0 0 0 3460

Entry : C - A4119 (N)Destination : A - A4119 (E) Destination : B - A4119 (S) Destination : C - A4119 (N)


16:00 95 4 0 0 4 0 0 103 252 39 5 6 0 1 0 303 0 0 0 0 0 0 0 0 40616:15 67 8 0 0 2 0 1 78 252 38 8 7 0 1 0 306 0 0 0 0 0 0 0 0 38416:30 73 6 0 1 2 2 1 85 275 39 7 3 0 0 0 324 0 0 0 0 0 0 0 0 40916:45 80 3 0 0 3 1 2 89 278 26 6 8 0 1 0 319 0 0 0 0 0 0 0 0 4081 Hr 315 21 0 1 11 3 4 355 1057 142 26 24 0 3 0 1252 0 0 0 0 0 0 0 0 160717:00 82 5 0 0 0 0 0 87 312 24 4 2 0 0 0 342 0 0 0 0 0 0 0 0 42917:15 91 4 0 0 1 0 4 100 316 21 1 1 0 1 0 340 0 0 0 0 0 0 0 0 44017:30 68 4 0 0 0 1 0 73 271 20 0 4 0 1 0 296 0 0 0 0 0 0 0 0 36917:45 85 5 0 0 0 1 0 91 264 11 4 3 0 1 0 283 0 0 0 0 0 0 0 0 3741 Hr 326 18 0 0 1 2 4 351 1163 76 9 10 0 3 0 1261 0 0 0 0 0 0 0 0 1612

2 Hrs 641 39 0 1 12 5 8 706 2220 218 35 34 0 6 0 2513 0 0 0 0 0 0 0 0 3219

Total 1171 101 5 2 25 12 16 1332 4548 573 109 86 6 25 0 5347 0 0 0 0 0 0 0 0 6679

Arm Totals

Arm Totals


ORIGIN SUMMARYOrigin : A - A4119 (E) Origin : B - A4119 (S) Origin : C - A4119 (N)


07:30 105 8 1 0 1 0 0 115 249 34 6 9 0 1 0 299 446 93 15 8 2 2 0 566 98007:45 122 19 0 0 6 1 0 148 319 46 5 8 1 1 0 380 354 58 11 3 3 5 6 440 968½ Hr 227 27 1 0 7 1 0 263 568 80 11 17 1 2 0 679 800 151 26 11 5 7 6 1006 194808:00 138 14 0 1 1 0 0 154 285 52 14 8 1 0 0 360 328 48 7 7 1 6 2 399 91308:15 133 12 1 0 3 2 1 152 254 46 13 6 0 1 0 320 394 43 7 7 2 4 0 457 92908:30 142 9 2 0 2 2 1 158 275 31 7 9 0 0 0 322 343 38 13 6 3 2 0 405 88508:45 122 9 2 0 1 0 2 136 239 45 11 14 6 2 0 317 325 49 8 5 3 3 0 393 8461 Hr 535 44 5 1 7 4 4 600 1053 174 45 37 7 3 0 1319 1390 178 35 25 9 15 2 1654 357309:00 105 8 1 1 1 0 0 116 178 34 12 10 3 0 0 237 361 45 12 9 2 3 0 432 78509:15 90 4 1 0 2 0 0 97 176 42 9 9 1 0 0 237 307 43 6 8 3 1 0 368 702½ Hr 195 12 2 1 3 0 0 213 354 76 21 19 4 0 0 474 668 88 18 17 5 4 0 800 1487

2 Hrs 957 83 8 2 17 5 4 1076 1975 330 77 73 12 5 0 2472 2858 417 79 53 19 26 8 3460 7008

ORIGIN SUMMARYOrigin : A - A4119 (E) Origin : B - A4119 (S) Origin : C - A4119 (N)


16:00 93 22 0 0 2 0 2 119 343 77 8 8 0 4 0 440 347 43 5 6 4 1 0 406 96516:15 123 20 0 1 2 1 1 148 429 68 7 6 0 2 0 512 319 46 8 7 2 1 1 384 104416:30 119 13 0 0 0 0 2 134 405 65 2 3 1 6 0 482 348 45 7 4 2 2 1 409 102516:45 127 8 1 0 0 2 1 139 448 71 5 5 1 3 0 533 358 29 6 8 3 2 2 408 10801 Hr 462 63 1 1 4 3 6 540 1625 281 22 22 2 15 0 1967 1372 163 26 25 11 6 4 1607 411417:00 112 13 0 0 1 2 0 128 480 48 2 5 0 3 0 538 394 29 4 2 0 0 0 429 109517:15 106 12 0 0 0 0 0 118 495 47 3 4 0 3 0 552 407 25 1 1 1 1 4 440 111017:30 116 6 0 0 4 1 1 128 482 41 5 4 1 3 0 536 339 24 0 4 0 2 0 369 103317:45 100 5 0 0 0 0 3 108 459 46 9 3 1 4 0 522 349 16 4 3 0 2 0 374 10041 Hr 434 36 0 0 5 3 4 482 1916 182 19 16 2 13 0 2148 1489 94 9 10 1 5 4 1612 4242

2 Hrs 896 99 1 1 9 6 10 1022 3541 463 41 38 4 28 0 4115 2861 257 35 35 12 11 8 3219 8356

Total 1853 182 9 3 26 11 14 2098 5516 793 118 111 16 33 0 6587 5719 674 114 88 31 37 16 6679 15364

Origin Totals

Origin Totals


DESTINATION SUMMARYDestination : A - A4119 (E) Destination : B - A4119 (S) Destination : C - A4119 (N)


07:30 135 20 1 0 2 1 0 159 409 84 14 8 0 1 0 516 256 31 7 9 1 1 0 305 98007:45 117 19 0 1 3 1 6 147 332 58 11 3 1 5 0 410 346 46 5 7 6 1 0 411 968½ Hr 252 39 1 1 5 2 6 306 741 142 25 11 1 6 0 926 602 77 12 16 7 2 0 716 194808:00 81 11 2 1 1 0 2 98 364 51 7 6 2 6 0 436 306 52 12 9 0 0 0 379 91308:15 67 6 2 0 1 2 0 78 415 48 6 7 1 3 0 480 299 47 13 6 3 2 1 371 92908:30 85 9 2 0 2 1 0 99 359 40 13 6 3 2 0 423 316 29 7 9 0 1 1 363 88508:45 81 16 1 0 3 1 0 102 336 45 8 5 1 2 0 397 269 42 12 14 6 2 2 347 8461 Hr 314 42 7 1 7 4 2 377 1474 184 34 24 7 13 0 1736 1190 170 44 38 9 5 4 1460 357309:00 103 14 3 0 2 1 0 123 337 36 13 10 0 2 0 398 204 37 9 10 4 0 0 264 78509:15 84 13 1 0 2 0 0 100 291 40 6 8 1 1 0 347 198 36 9 9 3 0 0 255 702½ Hr 187 27 4 0 4 1 0 223 628 76 19 18 1 3 0 745 402 73 18 19 7 0 0 519 1487

2 Hrs 753 108 12 2 16 7 8 906 2843 402 78 53 9 22 0 3407 2194 320 74 73 23 7 4 2695 7008

DESTINATION SUMMARYDestination : A - A4119 (E) Destination : B - A4119 (S) Destination : C - A4119 (N)


16:00 127 8 0 0 4 0 0 139 286 48 5 6 0 1 0 346 370 86 8 8 2 4 2 480 96516:15 115 14 0 1 2 0 1 133 293 48 8 8 0 1 0 358 463 72 7 5 2 3 1 553 104416:30 120 13 0 2 3 6 1 145 322 43 7 3 0 0 0 375 430 67 2 2 0 2 2 505 102516:45 149 11 0 0 3 2 2 167 320 27 6 8 0 1 0 362 464 70 6 5 1 4 1 551 10801 Hr 511 46 0 3 12 8 4 584 1221 166 26 25 0 3 0 1441 1727 295 23 20 5 13 6 2089 411417:00 150 14 0 1 0 0 0 165 348 29 4 2 0 0 0 383 488 47 2 4 1 5 0 547 109517:15 169 9 0 0 1 0 4 183 355 27 1 1 0 1 0 385 484 48 3 4 0 3 0 542 111017:30 149 7 0 0 0 1 0 157 314 24 0 4 0 1 0 343 474 40 5 4 5 4 1 533 103317:45 163 11 0 0 0 1 0 175 298 13 4 3 0 1 0 319 447 43 9 3 1 4 3 510 10041 Hr 631 41 0 1 1 2 4 680 1315 93 9 10 0 3 0 1430 1893 178 19 15 7 16 4 2132 4242

2 Hrs 1142 87 0 4 13 10 8 1264 2536 259 35 35 0 6 0 2871 3620 473 42 35 12 29 10 4221 8356

Total 1895 195 12 6 29 17 16 2170 5379 661 113 88 9 28 0 6278 5814 793 116 108 35 36 14 6916 15364

Dest Totals

Dest Totals

FILL IN THE JUNCTION DETAILS BELOW (These will automatically populate the relevant details in the report)

LEG 1 LEG 2 LEG 3 LEG 4

ORIENTATION North South East West

ROAD NAME CARDIFF ROAD LLANTRISANT ROAD LLANTRISANT ROAD

DIRECTION SOUTHBOUND WESTBOUND EASTBOUND

LEFT TURN to LLANTRISANT ROAD CARDIFF ROAD

STRAIGHT ON to LLANTRISANT ROAD LLANTRISANT ROAD

RIGHT TURN to LLANTRISANT ROAD CARDIFF ROAD

SURVEYOR

DATE 27/06/2018 27/06/2018 27/06/2018 27/06/2018

CARDIFF ROAD - - LLANTRISANT ROAD - LLANTRISANT ROAD

Comment

PASTE RELEVANT DATA ON THE DATA INPUT SHEETS IN THE YELLOW CELL

COPY DATA FROM "Site:" to THE LAST ENTRY YOU REQUIRE, I.E. 10:00:00

Site: [010004] BLIND JUNC

Direction: (NB) Northbound

Start Time: 0.285636574

Date: 42536

LEFT-TURN

TIME CAR TAXI

06:52:00 0 0

06:53:00 0 0

06:54:00 0 0

06:55:00 0 0

06:56:00 0 0

06:57:00 0 0

06:58:00 0 0

06:59:00 0 0

ROAD CARDIFF ROAD NAME 0

DAY/DATE Wednesday COMMENT 0

JUNCTION of CARDIFF ROAD - - LLANTRISANT ROAD - LLANTRISANT ROAD SOUTHBOUND

TO

Cars M-

Cyc Taxi Lgv Hgv Bus Cycle

Cars M-


Cars

M-Cyc Taxi Lgv Hgv Bus Cycle

07:15 66 0 12 0 1 1 0 0 0 0 0 0 11 0 2 0 4 0

07:30 82 0 16 0 0 0 0 0 0 0 0 0 18 0 0 0 2 0

07:45 87 1 11 0 0 2 0 0 0 0 0 0 16 0 1 0 2 0

08:00 92 0 8 0 1 0 0 0 0 0 0 0 18 0 4 0 0 0

08:15 61 3 6 0 4 0 0 0 0 0 0 0 17 0 1 0 2 0

08:30 55 1 10 0 0 0 0 0 0 0 0 0 19 0 2 0 1 0

08:45 56 0 4 0 1 0 0 0 0 0 0 0 13 0 5 1 0 0

09:00 41 2 1 0 1 1 0 0 0 0 0 0 17 0 3 0 0 0

09:15 62 0 2 0 1 0 0 0 0 0 0 0 20 0 1 1 0 0

09:30 30 0 5 0 0 0 0 0 0 0 0 0 26 1 1 0 0 0

09:45 28 0 3 0 0 0 0 0 0 0 0 0 17 0 3 1 1 0

10:00 25 0 5 1 0 0 0 0 0 0 0 0 12 0 3 1 0 1

15:15 13 1 0 0 0 1 0 0 0 0 0 0 13 0 2 1 1 0

15:30 11 1 2 1 0 0 0 0 0 0 0 0 5 0 1 0 1 0

15:45 35 1 0 0 1 0 0 0 0 0 0 0 10 0 2 1 1 0

16:00 33 0 1 2 1 0 0 0 0 0 0 0 13 0 3 0 0 0

16:15 11 0 0 0 2 0 0 0 0 0 0 0 11 0 3 0 0 1

16:30 19 0 3 0 0 0 0 0 0 0 0 0 18 0 7 0 0 0

16:45 25 0 1 0 0 0 0 0 0 0 0 0 12 0 2 0 0 0

17:00 30 0 1 0 0 0 0 0 0 0 0 0 18 0 3 0 0 0

17:15 25 0 2 0 1 0 0 0 0 0 0 0 10 1 4 0 0 1

17:30 14 0 0 0 0 1 0 0 0 0 0 0 20 1 1 0 0 0

17:45 26 0 3 0 0 0 0 0 0 0 0 0 11 0 2 1 1 0

18:00 18 0 3 0 0 0 0 0 0 0 0 0 18 0 2 0 0 0

Cars M-


Cars M-


Cars


AM 1 HOUR 213 6 21 0 6 1 0 0 0 0 0 0 66 0 11 1 3 0

AM 2 HOUR 484 7 47 0 8 3 0 0 0 0 0 0 146 1 18 2 5 0

AM 3 HOUR 685 7 83 1 9 4 0 0 0 0 0 0 204 1 26 4 12 1

PM 1 HOUR 98 1 4 2 4 0 0 0 0 0 0 0 52 0 15 1 1 1

PM 2 HOUR 177 3 8 3 4 1 0 0 0 0 0 0 100 0 23 2 3 1

PM 3 HOUR 260 3 16 3 5 2 0 0 0 0 0 0 159 2 32 3 4 2

27/06/2018

0LLANTRISANT ROAD (EAST BOUND) LLANTRISANT ROAD (WEST BOUND)

ROAD 0 NAME 0

DAY/DATE Saturday

JUNCTION of CARDIFF ROAD - - LLANTRISANT ROAD - LLANTRISANT ROAD 0

TO

Cars M-


Cars M-


Cars


07:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

08:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

15:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

15:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

15:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

16:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

16:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

16:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

16:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

17:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

17:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

17:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

17:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

18:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Cars M-


Cars M-


Cars


AM 1 HOUR 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

AM 2 HOUR 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

AM 3 HOUR 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

PM 1 HOUR 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

PM 2 HOUR 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

PM 3 HOUR 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

00/01/1900

0 00

ROAD LLANTRISANT ROAD NAME 0

DAY/DATE Wednesday

JUNCTION of CARDIFF ROAD - - LLANTRISANT ROAD - LLANTRISANT ROAD WESTBOUND

TO

Cars M-


Cars M-


Cars


07:15 0 0 0 0 0 0 29 0 3 0 0 0 6 0 1 0 0 0

07:30 0 0 0 0 0 0 35 0 6 0 0 1 12 1 1 0 0 0

07:45 0 0 0 0 0 0 54 1 5 0 1 1 11 0 0 0 0 0

08:00 0 0 0 0 0 0 60 0 5 0 0 2 13 1 2 1 2 1

08:15 0 0 0 0 0 0 63 0 6 4 1 0 13 1 1 0 0 0

08:30 0 0 0 0 0 0 57 0 1 1 1 0 14 0 0 0 1 0

08:45 0 0 0 0 0 0 72 0 3 0 2 1 21 0 2 0 2 0

09:00 0 0 0 0 0 0 38 0 9 2 1 0 24 1 1 0 0 0

09:15 0 0 0 0 0 0 38 0 7 3 0 1 14 0 2 0 3 0

09:30 0 0 0 0 0 0 36 0 5 0 1 0 9 0 0 1 0 0

09:45 0 0 0 0 0 0 18 0 4 1 1 2 10 0 1 1 0 0

10:00 0 0 0 0 0 0 29 0 4 3 1 0 10 0 3 0 0 0

15:15 0 0 0 0 0 0 52 1 5 2 1 0 25 2 3 0 1 0

15:30 0 0 0 0 0 0 57 1 3 0 1 0 27 1 4 0 2 0

15:45 0 0 0 0 0 0 70 0 13 1 1 0 30 1 4 0 3 0

16:00 0 0 0 0 0 0 52 0 9 0 0 0 34 0 5 0 0 0

16:15 0 0 0 0 0 0 50 0 21 0 1 2 42 0 8 0 1 1

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17:45 0 0 0 0 0 0 65 0 4 1 2 3 63 0 2 0 0 0

18:00 0 0 0 0 0 0 76 0 2 0 1 3 51 0 2 0 0 1

Cars M-


Cars M-


Cars


AM 1 HOUR 0 0 0 0 0 0 230 0 19 7 5 1 72 2 4 0 3 0

AM 2 HOUR 0 0 0 0 0 0 418 1 41 10 7 5 119 3 8 2 8 1

AM 3 HOUR 0 0 0 0 0 0 529 1 58 14 9 8 157 4 14 3 8 1

PM 1 HOUR 0 0 0 0 0 0 228 0 48 3 4 2 147 1 22 0 4 2

PM 2 HOUR 0 0 0 0 0 0 464 2 73 5 9 4 325 4 40 0 7 3

PM 3 HOUR 0 0 0 0 0 0 771 2 106 6 15 14 561 4 52 0 8 7

27/06/2018

LLANTRISANT ROAD CARDIFF ROAD0

ROAD LLANTRISANT ROAD NAME 0

DAY/DATE Wednesday

JUNCTION of CARDIFF ROAD - - LLANTRISANT ROAD - LLANTRISANT ROAD EASTBOUND

TO

Cars M-


Cars M-


Cars


07:15 4 0 1 0 0 0 40 0 11 2 1 2 0 0 0 0 0 0

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18:00 19 0 2 0 1 0 57 0 4 0 0 0 0 0 0 0 0 0

Cars M-


Cars M-


Cars


AM 1 HOUR 55 0 15 3 2 0 252 1 47 10 6 4 0 0 0 0 0 0

AM 2 HOUR 88 0 24 7 5 0 578 3 99 17 10 7 0 0 0 0 0 0

AM 3 HOUR 103 0 32 9 10 0 787 5 138 22 12 11 0 0 0 0 0 0

PM 1 HOUR 109 1 8 1 3 0 255 1 19 1 4 1 0 0 0 0 0 0

PM 2 HOUR 231 1 20 2 5 0 485 2 34 5 7 1 0 0 0 0 0 0

PM 3 HOUR 352 1 24 2 10 0 748 3 50 7 9 3 0 0 0 0 0 0

27/06/2018

CARDIFF ROAD LLANTRISANT ROAD 0

AM & PM Peak Flow at the Junction of FLOW IN

FLOW ON

THIS ROAD FLOW OUT

This is a North T Junction AM 156 484 328

Date of Survey 27/06/2018 PM 298 477 179

NORTH

N.B

AM Peak 08:00 - 09:00

PM Peak 16:30:00 - 17:30 RIGHT to STRAIGHT to LEFT to

LLANTRISANT ROAD 0 LLANTRISANT ROAD

AM 81 0 247

PM 70 0 109

FLOW IN

FLOW ON

THIS ROAD FLOW OUT FLOW IN

FLOW ON

THIS ROAD FLOW OUT

AM 343 738 395 AM 567 910 343

PM 355 758 403 CARDIFF ROAD PM 390 851 461

WEST EAST

LEFT to STRAIGHT to RIGHT to RIGHT to STRAIGHT to LEFT to

CARDIFF ROAD LLANTRISANT ROAD 0 North T Junction CARDIFF ROAD LLANTRISANT ROAD 0

AM 75 320 0 AM 81 262 0

PM 122 281 0 PM 176 285 0

FLOW IN

FLOW ON

THIS ROAD FLOW OUT

AM 0 0 0

PM 0 0 0

SOUTH

LEFT to STRAIGHT to RIGHT to

LLANTRISANT ROAD CARDIFF ROAD LLANTRISANT ROAD

AM 0 0 0

PM 0 0 0

CARDIFF ROAD - LLANTRISANT ROAD - 0 - LLANTRISANT ROAD

CARDIFF ROAD

LLANTRISANT ROAD LLANTRISANT ROAD

0

LLANTRISANT

ROAD

LLANTRISANT

ROAD

Site: [441806] Llantrisant Road

Direction: (WB) Westbound

Start Time: 06:47:14

Date: ########

LEFT-TURN STRAIGHT-AHEAD RIGHT-TURN LEFT-TURN STRAIGHT-AHEAD RIGHT-TURN

TIME CAR TAXI LGV HGV BUS PCL CAR TAXI LGV HGV BUS PCL CAR TAXI LGV HGV BUS PCL digital time CAR TAXI LGV HGV BUS PCL CAR TAXI LGV HGV BUS PCL CAR TAXI LGV HGV BUS PCL

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Date: ########



15:01:00 0 0 0 0 0 0 0 0 0 0 0 0 901 15:15:00 13 1 0 0 0 1 0 0 0 0 0 0 13 0 2 1 1 0

15:02:00 1 0 0 0 0 0 1 0 0 0 0 0 902 15:30:00 11 1 2 1 0 0 0 0 0 0 0 0 5 0 1 0 1 0

15:03:00 0 0 0 0 0 0 1 0 0 0 0 0 903 15:45:00 35 1 0 0 1 0 0 0 0 0 0 0 10 0 2 1 1 0

15:04:00 0 0 0 0 0 0 2 0 0 0 0 0 904 16:00:00 33 0 1 2 1 0 0 0 0 0 0 0 13 0 3 0 0 0

15:05:00 3 0 0 0 0 0 2 0 1 1 0 0 905 16:15:00 11 0 0 0 2 0 0 0 0 0 0 0 11 0 3 0 0 1

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Date: 27/06/2018



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15:40:00 1 0 0 0 0 0 1 0 1 0 0 0 940

15:41:00 0 0 0 0 0 0 1 0 0 0 0 0 941

15:42:00 1 0 1 0 0 0 3 0 0 0 0 0 942

15:43:00 2 0 0 0 0 0 1 0 0 0 0 0 943

15:44:00 2 0 0 0 0 0 3 0 1 0 1 0 944

15:45:00 2 0 0 0 0 0 7 0 0 0 0 0 945

15:46:00 3 0 0 0 0 0 5 0 0 0 0 0 946

15:47:00 1 0 0 0 0 0 3 0 0 0 0 0 947

15:48:00 0 0 0 0 1 0 3 0 1 0 0 0 948

15:49:00 1 0 0 0 0 0 6 0 0 0 0 0 949

15:50:00 1 0 0 0 0 0 5 0 0 0 0 0 950

15:51:00 3 0 0 0 0 0 3 0 0 0 0 0 951

15:52:00 1 0 0 0 0 0 7 0 0 0 0 0 952

15:53:00 0 0 0 0 0 0 3 0 2 0 0 0 953

15:54:00 0 0 0 0 0 0 3 0 1 0 0 0 954

15:55:00 0 0 0 0 0 0 0 0 0 0 0 0 955

15:56:00 0 0 0 0 0 0 5 0 0 0 0 0 956

15:57:00 0 0 0 0 0 0 4 0 0 0 0 0 957

15:58:00 0 0 1 0 0 0 0 0 0 0 0 0 958

15:59:00 0 0 0 0 1 0 4 0 1 0 0 0 959

16:00:00 0 0 0 0 0 0 2 0 0 0 0 0 960

16:01:00 2 0 0 0 0 0 2 0 1 1 1 0 961

16:02:00 2 0 0 0 0 0 0 0 0 0 0 0 962

16:03:00 1 0 0 0 0 0 0 0 0 0 0 0 963

16:04:00 0 0 0 0 0 0 0 0 0 0 1 0 964

16:05:00 1 0 1 0 0 0 3 0 0 0 0 0 965

16:06:00 3 0 0 0 0 0 7 0 0 0 0 0 966

16:07:00 0 0 0 0 0 0 0 0 0 0 0 0 967

16:08:00 0 0 0 0 0 0 4 0 0 0 0 0 968

16:09:00 1 0 0 0 0 0 2 0 1 0 0 0 969

16:10:00 0 0 1 0 0 0 0 0 0 0 0 0 970

16:11:00 1 1 0 0 0 0 3 0 0 0 1 1 971

16:12:00 0 0 0 0 0 0 0 0 1 0 0 0 972

16:13:00 0 0 0 0 1 0 1 0 0 0 0 0 973

16:14:00 1 0 0 0 1 0 3 0 0 0 0 0 974

16:15:00 0 0 1 0 0 0 9 0 1 0 0 0 975

16:16:00 1 0 0 0 0 0 2 0 2 0 0 0 976

16:17:00 4 0 0 0 0 0 8 1 1 0 0 0 977

16:18:00 1 0 0 0 0 0 1 0 1 0 0 0 978

16:19:00 0 0 0 0 0 0 0 0 0 0 0 0 979

16:20:00 2 0 1 0 0 0 3 0 0 0 0 0 980

16:21:00 1 0 0 1 0 0 2 0 1 0 0 0 981

16:22:00 4 0 0 0 0 0 4 0 0 0 0 0 982

16:23:00 0 0 0 0 0 0 3 0 0 0 0 0 983

16:24:00 4 0 0 0 1 0 5 0 1 0 0 0 984

16:25:00 1 0 0 0 0 0 4 0 0 0 0 0 985

16:26:00 0 0 1 0 0 0 4 0 0 0 0 0 986

16:27:00 1 0 0 0 0 0 3 0 0 0 0 0 987

16:28:00 0 0 0 0 0 0 2 0 0 0 0 0 988

16:29:00 6 0 0 0 0 0 6 0 0 0 0 0 989

16:30:00 0 0 1 0 0 0 3 0 0 0 0 0 990

16:31:00 2 0 0 0 0 0 5 0 1 0 1 0 991

16:32:00 1 0 0 0 0 0 7 0 0 0 0 0 992

16:33:00 3 0 0 0 0 0 5 0 0 0 0 0 993

16:34:00 0 0 0 0 0 0 2 0 1 0 0 0 994

16:35:00 4 0 1 0 0 0 2 0 0 0 0 0 995

16:36:00 4 0 1 0 0 0 2 0 0 0 0 0 996

16:37:00 2 0 0 0 0 0 3 0 0 0 0 0 997

16:38:00 1 0 0 0 0 0 3 0 0 0 0 0 998

16:39:00 1 0 0 0 1 0 2 0 0 0 0 0 999

16:40:00 7 0 0 0 0 0 4 0 0 0 0 0 1000

16:41:00 4 0 1 0 0 0 5 0 1 0 0 0 1001

16:42:00 1 0 0 0 0 0 3 0 1 0 0 0 1002

16:43:00 4 0 1 0 0 0 11 0 0 0 0 0 1003

16:44:00 1 0 0 0 0 0 1 0 2 0 1 0 1004

16:45:00 6 0 0 0 0 0 10 0 2 0 0 0 1005

16:46:00 1 0 0 0 0 0 6 0 0 0 0 0 1006

16:47:00 0 0 0 0 0 0 3 0 0 0 0 0 1007

16:48:00 0 0 0 0 0 0 0 0 0 0 0 0 1008

16:49:00 0 0 0 0 0 0 1 0 0 0 0 0 1009

16:50:00 2 0 0 0 0 0 11 0 0 1 0 0 1010

16:51:00 5 0 1 0 0 0 5 0 0 0 1 0 1011

16:52:00 2 0 0 0 0 0 2 0 0 0 0 0 1012

16:53:00 3 0 0 0 0 0 7 0 1 0 0 0 1013

16:54:00 1 0 3 0 0 0 5 0 0 0 0 0 1014

16:55:00 2 0 0 0 0 0 3 0 1 0 0 0 1015

16:56:00 1 0 0 0 0 0 0 1 0 0 0 0 1016

16:57:00 3 0 0 0 0 0 6 0 0 0 0 0 1017

16:58:00 0 0 0 0 1 0 2 0 1 0 0 0 1018

16:59:00 2 0 0 0 0 0 3 0 0 0 0 0 1019

17:00:00 0 0 0 0 0 0 0 0 0 0 0 0 1020

17:01:00 5 0 0 0 0 0 9 0 1 1 0 0 1021

17:02:00 2 0 0 0 0 0 1 0 0 0 0 0 1022

17:03:00 2 0 0 0 0 0 1 0 0 0 0 0 1023

17:04:00 1 0 0 0 0 0 3 0 0 0 0 0 1024

17:05:00 1 0 0 0 0 0 2 0 0 0 0 0 1025

17:06:00 2 0 0 0 0 0 1 0 0 0 0 0 1026

17:07:00 1 0 0 0 0 0 4 0 0 1 0 1 1027

17:08:00 0 0 0 0 0 0 3 0 1 0 0 0 1028

17:09:00 5 0 0 0 1 0 4 1 1 0 0 0 1029

17:10:00 3 0 0 0 0 0 5 0 0 0 0 1 1030

17:11:00 1 0 0 0 0 0 7 0 2 0 0 0 1031

17:12:00 2 0 0 0 0 0 4 0 0 0 0 0 1032

17:13:00 2 0 0 0 0 0 4 0 0 0 0 0 1033

17:14:00 0 0 0 0 0 0 1 0 0 0 1 0 1034

17:15:00 1 0 1 0 1 0 7 0 1 0 0 0 1035

17:16:00 0 0 0 0 1 0 5 0 0 0 0 0 1036

17:17:00 5 0 0 0 0 0 4 0 0 0 0 0 1037

17:18:00 1 0 0 0 0 0 2 0 0 0 0 0 1038

17:19:00 2 0 0 0 0 0 4 0 1 0 0 0 1039

17:20:00 0 0 0 0 1 0 6 0 1 0 0 0 1040

17:21:00 0 0 0 0 0 0 12 0 0 0 0 0 1041

17:22:00 1 0 0 0 0 0 6 0 0 0 0 0 1042

17:24:00 2 0 0 0 0 0 3 0 0 0 0 0 1044

17:25:00 2 0 0 0 0 0 3 0 0 0 0 0 1045

17:26:00 4 0 0 0 0 0 5 0 0 0 0 0 1046

17:27:00 1 0 0 0 0 0 3 0 0 0 0 0 1047

17:28:00 3 0 0 0 0 0 5 0 0 0 0 0 1048

17:29:00 0 0 0 1 0 0 8 0 0 0 0 0 1049

17:30:00 1 0 0 0 0 0 2 0 0 0 0 0 1050

17:31:00 2 0 0 0 0 0 6 0 1 0 0 0 1051

17:32:00 0 0 0 0 0 0 3 0 0 0 0 0 1052

17:33:00 4 0 0 0 0 0 5 0 1 0 0 0 1053

17:34:00 3 0 0 0 0 0 4 0 0 0 1 0 1054

17:35:00 1 0 0 0 0 0 5 0 2 0 0 0 1055

17:36:00 1 0 0 0 0 0 5 0 0 0 0 0 1056

17:37:00 3 0 0 0 0 0 7 0 0 0 0 0 1057

17:38:00 1 0 1 0 0 0 1 0 0 0 0 0 1058

17:39:00 1 0 0 0 0 0 2 0 0 0 0 0 1059

17:40:00 3 0 0 0 0 0 6 0 0 0 0 0 1060

17:41:00 2 0 0 0 0 0 3 0 0 0 0 0 1061

17:42:00 2 0 0 0 0 0 4 0 0 0 0 0 1062

17:43:00 1 0 0 0 0 0 3 0 0 0 0 0 1063

17:44:00 0 0 0 0 1 0 1 0 0 0 0 0 1064

17:45:00 1 0 0 0 0 0 0 0 0 0 0 0 1065

17:46:00 1 0 0 0 0 0 4 0 1 0 0 0 1066

17:47:00 1 0 0 0 0 0 2 0 0 0 0 0 1067

17:48:00 2 0 0 0 0 0 6 0 0 0 0 0 1068

17:49:00 0 0 0 0 0 0 2 0 0 0 0 0 1069

17:50:00 3 0 0 0 0 0 7 0 0 0 0 0 1070

17:51:00 4 0 0 0 0 0 9 0 0 0 0 0 1071

17:52:00 1 0 2 0 1 0 6 0 0 0 0 0 1072

17:53:00 0 0 0 0 0 0 5 0 1 0 0 0 1073

17:54:00 2 0 0 0 0 0 8 0 0 0 0 0 1074

17:55:00 1 0 0 0 0 0 3 0 1 0 0 0 1075

17:56:00 1 0 0 0 0 0 2 0 1 0 0 0 1076

17:57:00 1 0 0 0 0 0 2 0 0 0 0 0 1077

17:58:00 1 0 0 0 0 0 1 0 0 0 0 0 1078

17:59:00 0 0 0 0 0 0 3 0 1 0 0 0 1079

18:00:00 3 0 0 0 0 0 4 0 1 0 0 0 1080

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QUEUES FOR LLANTRISANT ROAD - CARDIFF ROAD JUNCTION

11 cars queued = back to Heol Pant-Y-Gored

Queues on Cardiff Rd 22 cars queued = back to Bryn Briallu

52 cars queued = back to Brummel Drive

AMLeft out of

Cardiff Rd

Right out of

Cardiff Rd

West bound

on

Llantrisant

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East bound

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07:05 5 07:05 0 07:05 0 07:05 0

07:10 3 07:10 3 07:10 0 07:10 0

07:15 5 07:15 1 07:15 0 07:15 0

07:20 16 07:20 1 07:20 0 07:20 0

07:25 22 07:25 1 07:25 0 07:25 0

07:30 50 07:30 0 07:30 0 07:30 0

07:35 54 07:35 1 07:35 0 07:35 0

07:40 36 07:40 1 07:40 0 07:40 0

07:45 44 07:45 1 07:45 0 07:45 0

07:50 45 07:50 1 07:50 0 07:50 0

07:55 18 07:55 0 07:55 0 07:55 0

08:00 9 08:00 1 08:00 0 08:00 0

08:05 3 08:05 1 08:05 2 08:05 0

08:10 5 08:10 1 08:10 0 08:10 0

08:15 4 08:15 2 08:15 0 08:15 0

08:20 4 08:20 1 08:20 0 08:20 0

08:25 5 08:25 2 08:25 0 08:25 0

08:30 0 08:30 3 08:30 0 08:30 0

08:35 1 08:35 1 08:35 0 08:35 0

08:40 2 08:40 0 08:40 0 08:40 0

08:45 3 08:45 1 08:45 0 08:45 0

08:50 4 08:50 1 08:50 0 08:50 0

08:55 1 08:55 3 08:55 0 08:55 0

09:00 0 09:00 2 09:00 2 09:00 0

09:05 1 09:05 1 09:05 0 09:05 0

09:10 4 09:10 1 09:10 0 09:10 0

09:15 9 09:15 1 09:15 0 09:15 0

09:20 0 09:20 2 09:20 0 09:20 0

09:25 2 09:25 1 09:25 0 09:25 0

09:30 1 09:30 0 09:30 0 09:30 0

09:35 0 09:35 1 09:35 0 09:35 0

09:40 0 09:40 0 09:40 0 09:40 0

09:45 1 09:45 0 09:45 0 09:45 0

09:50 3 09:50 0 09:50 0 09:50 0

09:55 1 09:55 1 09:55 0 09:55 0

10:00 0 10:00 0 10:00 0 10:00 0

PM15:05 0 15:05 3 15:05 2 15:05 0

15:10 3 15:10 1 15:10 0 15:10 0

15:15 0 15:15 0 15:15 2 15:15 0

15:20 0 15:20 1 15:20 0 15:20 0

15:25 2 15:25 1 15:25 0 15:25 0

15:30 1 15:30 0 15:30 3 15:30 0

15:35 0 15:35 0 15:35 2 15:35 0

15:40 4 15:40 1 15:40 0 15:40 0

15:45 2 15:45 2 15:45 0 15:45 0

15:50 0 15:50 2 15:50 2 15:50 0

15:55 1 15:55 1 15:55 2 15:55 0

16:00 0 16:00 0 16:00 0 16:00 0

16:05 1 16:05 1 16:05 0 16:05 0

16:10 2 16:10 1 16:10 3 16:10 0

16:15 0 16:15 2 16:15 4 16:15 0

16:20 3 16:20 2 16:20 3 16:20 0

16:25 2 16:25 2 16:25 5 16:25 0

16:30 1 16:30 1 16:30 3 16:30 0

16:35 1 16:35 3 16:35 6 16:35 0

16:40 1 16:40 3 16:40 2 16:40 0

16:45 0 16:45 1 16:45 4 16:45 0

16:50 0 16:50 1 16:50 0 16:50 0

16:55 4 16:55 0 16:55 6 16:55 0

17:00 0 17:00 1 17:00 0 17:00 0

17:05 1 17:05 1 17:05 6 17:05 0

17:10 1 17:10 1 17:10 11 17:10 0

17:15 3 17:15 1 17:15 2 17:15 0

17:20 1 17:20 3 17:20 0 17:20 0

17:25 0 17:25 2 17:25 4 17:25 0

17:30 0 17:30 2 17:30 4 17:30 0

17:35 1 17:35 1 17:35 2 17:35 0

17:40 3 17:40 1 17:40 3 17:40 0

17:45 0 17:45 0 17:45 0 17:45 0

17:50 4 17:50 1 17:50 2 17:50 0

17:55 0 17:55 1 17:55 2 17:55 0

18:00 0 18:00 0 18:00 0 18:00 0

Queues on Cardiff Rd

11 cars queued = back to Heol Pant-Y-Gored

22 cars queued = back to Bryn Briallu

52 cars queued = back to Brummel Drive

HEOL PANT-Y-GORED

BRYN BRIALLU

BRUMMEL DRIVE

Cardiff County Council: LLANTRISANTROAD (Direction:EAST BOUND)

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26/06/2018 00:00 5 5 0 0 0 0 0 1 2 2 0 0 0 0 0 0 34 45 52 34 44 52

26/06/2018 01:00 2 1 1 0 0 0 0 0 2 0 0 0 0 0 0 0 41 41 41 41 41 41

26/06/2018 02:00 3 1 1 1 0 0 0 2 1 0 0 0 0 0 0 0 31 37 42 31 37 42

26/06/2018 03:00 2 2 0 0 0 0 0 1 0 1 0 0 0 0 0 0 36 46 55 36 55 55

26/06/2018 04:00 11 11 0 0 0 0 0 2 4 5 0 0 0 0 0 0 31 47 59 34 47 55

26/06/2018 05:00 19 18 1 0 0 0 0 1 7 6 2 3 0 0 0 0 37 54 78 42 50 72

26/06/2018 06:00 132 124 6 2 0 0 3 22 71 32 3 1 0 0 0 0 21 46 72 39 44 54

26/06/2018 07:00 654 635 14 5 0 0 14 190 402 47 1 0 0 0 0 0 21 43 67 37 42 49

26/06/2018 08:00 454 430 22 2 0 0 1 135 286 31 0 1 0 0 0 0 26 43 72 37 42 47

26/06/2018 09:00 291 265 22 4 1 4 9 86 161 27 2 0 1 0 0 0 6 42 82 36 42 49

26/06/2018 10:00 202 179 21 2 0 0 3 86 98 14 1 0 0 0 0 0 21 42 65 36 41 49

26/06/2018 11:00 206 184 20 2 0 0 5 76 118 7 0 0 0 0 0 0 21 41 57 37 41 47

26/06/2018 12:00 202 182 18 2 2 0 5 78 102 14 1 0 0 0 0 0 6 41 67 36 41 47

26/06/2018 13:00 196 169 26 1 2 0 14 69 102 8 1 0 0 0 0 0 8 41 62 34 41 47

26/06/2018 14:00 233 213 18 2 0 0 8 92 127 6 0 0 0 0 0 0 21 41 60 37 41 44

26/06/2018 15:00 248 233 14 1 2 7 6 62 145 25 1 0 0 0 0 0 8 42 62 37 42 49

26/06/2018 16:00 379 364 13 2 0 0 5 143 211 20 0 0 0 0 0 0 24 42 59 37 42 47

26/06/2018 17:00 382 375 5 2 0 0 0 117 218 44 3 0 0 0 0 0 31 44 67 37 42 49

26/06/2018 18:00 264 252 10 2 0 0 5 56 169 32 2 0 0 0 0 0 26 44 64 39 44 49

26/06/2018 19:00 188 186 1 1 0 0 1 51 112 23 1 0 0 0 0 0 21 44 70 37 42 49

26/06/2018 20:00 112 110 1 1 0 0 4 19 75 14 0 0 0 0 0 0 24 44 59 39 44 49

26/06/2018 21:00 96 93 3 0 0 0 0 24 52 15 5 0 0 0 0 0 31 46 65 39 44 52

26/06/2018 22:00 48 46 2 0 0 0 1 14 27 5 1 0 0 0 0 0 29 44 62 37 42 49

26/06/2018 23:00 28 26 0 2 0 0 1 15 8 3 1 0 0 0 0 0 29 42 62 36 39 49

[Tue, 26 June] Σ

N.B. When the Data is pasted you will have to convert the Text to Columns The following are the instructions to do this.Note: these are instructions for Excel 2010 When the Data is pasted you will notice that it is Highlighted,(If Not you need to highlight column A)Click on the "Data" tabClick on the "Text to Columns" Click on the "Delimited" buttonNextClick on the "Space" buttonNextFinishClick on the "OK" if the question box appears ( do you want to replace content of cells)

Note: when you paste the next lanes data Text to Columns will be done automatically

When Copying the Data from the PDF file Copy from the first full days data,

and from the words "Cardiff County Council:" to the last figures on the last full days data

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16:30-17:30 403 392 9 2 0 0 5 140 229 27 2 0 0 0 0 0 24 43 67 37 42 47

07:00-19:00 3711 3481 203 27 7 11 75 1190 2139 275 12 1 1 0 0 0 6 42 82 37 42 47

00:00-24:00 4357 4104 219 34 7 11 85 1342 2500 381 25 5 1 0 0 0 6 43 82 37 42 49

02-Sep www.datacollect.comCardiffCounty Council: LLANTRISANTROAD (Direction:EAST BOUND)

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27/06/2018 00:00 15 14 1 0 0 0 0 3 7 3 2 0 0 0 0 0 37 48 67 39 44 52

27/06/2018 01:00 8 7 0 1 0 0 1 1 4 2 0 0 0 0 0 0 29 43 57 31 42 50

27/06/2018 02:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

27/06/2018 03:00 2 2 0 0 0 0 0 1 0 1 0 0 0 0 0 0 31 46 60 31 60 60

27/06/2018 04:00 7 6 0 1 0 0 0 0 5 0 2 0 0 0 0 0 45 52 62 47 49 62

27/06/2018 05:00 23 23 0 0 0 0 0 1 11 8 1 1 1 0 0 0 37 52 85 42 49 57

27/06/2018 06:00 129 123 4 2 0 0 0 20 77 28 4 0 0 0 0 0 34 47 67 39 44 54

27/06/2018 07:00 602 580 20 2 0 2 20 211 331 37 1 0 0 0 0 0 16 42 60 36 42 47

27/06/2018 08:00 486 458 24 4 0 0 8 196 252 29 1 0 0 0 0 0 24 42 64 36 41 47

27/06/2018 09:00 300 274 21 5 0 1 18 86 172 22 1 0 0 0 0 0 11 42 64 36 42 47

27/06/2018 10:00 202 175 23 4 0 2 3 76 111 8 2 0 0 0 0 0 14 42 62 36 42 47

27/06/2018 11:00 226 209 16 1 0 0 1 89 119 15 2 0 0 0 0 0 24 42 67 37 41 47

27/06/2018 12:00 243 224 18 1 1 4 18 82 116 22 0 0 0 0 0 0 8 40 60 34 41 47

27/06/2018 13:00 210 190 17 3 2 1 11 88 94 12 1 1 0 0 0 0 6 41 77 34 41 47

27/06/2018 14:00 225 208 15 2 1 6 8 112 88 10 0 0 0 0 0 0 9 39 57 34 39 44

27/06/2018 15:00 286 276 7 3 0 0 0 116 156 13 1 0 0 0 0 0 32 42 60 37 41 47

27/06/2018 16:00 382 367 11 4 0 1 15 133 217 16 0 0 0 0 0 0 19 41 57 36 41 47

27/06/2018 17:00 404 394 6 4 0 0 13 85 267 36 3 0 0 0 0 0 21 43 62 37 44 49

27/06/2018 18:00 315 309 3 3 0 0 5 99 188 20 3 0 0 0 0 0 29 43 67 37 42 47

27/06/2018 19:00 182 180 1 1 0 0 1 40 109 31 1 0 0 0 0 0 21 45 64 39 44 52

27/06/2018 20:00 137 135 2 0 0 1 2 31 80 20 3 0 0 0 0 0 19 45 67 39 44 50

27/06/2018 21:00 84 83 1 0 0 0 0 12 49 19 4 0 0 0 0 0 34 47 68 41 45 55

27/06/2018 22:00 83 80 3 0 0 0 2 29 43 8 1 0 0 0 0 0 29 42 65 36 42 49

27/06/2018 23:00 76 75 0 1 0 0 2 40 30 3 1 0 0 0 0 0 29 41 60 36 39 45

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15:00-16:00 286 276 7 3 0 0 0 116 156 13 1 0 0 0 0 0 32 42 60 37 41 47

16:30-17:30 435 421 10 4 0 1 24 127 265 18 0 0 0 0 0 0 19 41 55 36 42 47

07:00-19:00 3881 3664 181 36 4 17 120 1373 2111 240 15 1 0 0 0 0 6 42 77 36 42 47

00:00-24:00 4627 4392 193 42 4 18 128 1551 2526 363 34 2 1 0 0 0 6 42 85 36 42 49


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28/06/2018 02:00 8 7 0 1 0 0 0 1 5 2 0 0 0 0 0 0 39 44 52 41 44 50

28/06/2018 03:00 1 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 39 39 39 39 39 39

28/06/2018 04:00 7 7 0 0 0 0 0 0 5 1 1 0 0 0 0 0 42 49 64 44 44 54

28/06/2018 05:00 18 17 1 0 0 0 1 1 7 9 0 0 0 0 0 0 27 49 60 42 50 59

28/06/2018 06:00 127 124 3 0 0 0 1 11 87 27 1 0 0 0 0 0 24 47 67 41 47 52

28/06/2018 07:00 568 554 11 3 1 3 24 159 320 59 2 0 0 0 0 0 8 43 62 37 42 49

28/06/2018 08:00 480 456 21 3 0 9 8 125 282 52 4 0 0 0 0 0 16 43 65 36 42 49

28/06/2018 09:00 304 281 17 6 0 0 1 97 182 21 3 0 0 0 0 0 29 43 67 37 42 49

28/06/2018 10:00 283 255 27 1 0 3 11 114 147 8 0 0 0 0 0 0 16 40 55 36 41 44

28/06/2018 11:00 252 231 19 2 1 0 9 100 128 13 1 0 0 0 0 0 9 41 62 34 41 44

28/06/2018 12:00 300 281 16 3 0 0 6 129 154 10 1 0 0 0 0 0 26 41 62 36 41 45

28/06/2018 13:00 277 263 9 5 3 4 6 110 147 5 2 0 0 0 0 0 6 40 65 36 41 44

28/06/2018 14:00 252 235 16 1 0 2 9 97 131 13 0 0 0 0 0 0 16 41 60 36 41 47

28/06/2018 15:00 277 267 9 1 0 0 2 87 169 18 1 0 0 0 0 0 26 43 60 36 42 47

28/06/2018 16:00 379 360 15 4 0 0 16 160 189 12 2 0 0 0 0 0 22 41 67 36 41 47

28/06/2018 17:00 422 412 9 1 0 1 8 131 263 18 1 0 0 0 0 0 18 42 70 37 42 47

28/06/2018 18:00 297 290 4 3 0 0 18 110 143 22 4 0 0 0 0 0 26 42 67 34 41 47

28/06/2018 19:00 184 181 3 0 0 0 1 47 119 14 3 0 0 0 0 0 24 44 65 39 44 49

28/06/2018 20:00 141 138 2 1 0 0 3 43 72 19 3 1 0 0 0 0 24 44 72 37 44 50

28/06/2018 21:00 107 105 0 2 0 0 0 19 69 18 1 0 0 0 0 0 31 45 70 39 44 52

28/06/2018 22:00 67 66 0 1 0 0 0 25 35 6 1 0 0 0 0 0 32 43 65 37 42 49

28/06/2018 23:00 41 40 0 1 0 0 1 9 25 4 2 0 0 0 0 0 27 45 64 39 44 49

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16:30-17:30 423 413 8 2 0 0 10 153 242 16 2 0 0 0 0 0 26 42 67 37 41 47

07:00-19:00 4092 3886 173 33 5 22 118 1419 2255 252 21 0 0 0 0 0 6 42 70 36 42 47

00:00-24:00 4806 4585 182 39 5 22 125 1579 2689 352 33 1 0 0 0 0 6 42 72 37 42 47


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29/06/2018 00:00 16 15 1 0 0 0 0 6 8 2 0 0 0 0 0 0 34 44 55 36 45 49

29/06/2018 01:00 7 7 0 0 0 0 0 2 3 1 1 0 0 0 0 0 34 48 67 36 45 59

29/06/2018 02:00 3 2 0 1 0 0 0 2 0 1 0 0 0 0 0 0 37 45 57 37 39 57

29/06/2018 03:00 6 6 0 0 0 0 0 0 4 1 1 0 0 0 0 0 44 51 62 44 49 62

29/06/2018 04:00 7 6 1 0 0 0 0 0 5 2 0 0 0 0 0 0 41 47 52 44 45 52

29/06/2018 05:00 18 16 1 1 0 0 0 2 9 7 0 0 0 0 0 0 31 48 57 41 49 52

29/06/2018 06:00 117 112 2 3 0 1 0 24 65 24 3 0 0 0 0 0 16 46 67 37 47 52

29/06/2018 07:00 498 476 20 2 0 1 1 165 287 41 3 0 0 0 0 0 13 43 67 37 42 49

29/06/2018 08:00 375 355 16 4 0 1 14 54 242 60 4 0 0 0 0 0 16 45 70 39 44 50

29/06/2018 09:00 245 226 16 3 0 0 0 63 160 21 1 0 0 0 0 0 32 44 62 39 44 49

29/06/2018 10:00 203 186 14 3 0 1 6 67 109 16 4 0 0 0 0 0 13 42 67 36 42 47

29/06/2018 11:00 223 207 15 1 0 1 1 90 111 19 1 0 0 0 0 0 14 42 62 36 42 49

29/06/2018 12:00 241 228 9 4 0 0 3 82 139 14 3 0 0 0 0 0 26 42 64 36 42 47

29/06/2018 13:00 235 220 14 1 0 0 6 88 122 19 0 0 0 0 0 0 26 42 60 36 41 47

29/06/2018 14:00 262 243 16 3 0 0 1 89 161 10 1 0 0 0 0 0 29 42 60 37 42 47

29/06/2018 15:00 297 288 5 4 0 0 18 83 172 22 2 0 0 0 0 0 22 43 62 37 42 49

29/06/2018 16:00 352 341 10 1 0 0 0 126 198 26 2 0 0 0 0 0 31 43 62 37 42 47

29/06/2018 17:00 328 314 9 5 0 0 4 99 195 27 3 0 0 0 0 0 27 43 70 37 42 49

29/06/2018 18:00 249 245 2 2 0 0 0 78 151 19 1 0 0 0 0 0 32 43 62 37 42 49

29/06/2018 19:00 197 193 4 0 0 1 2 51 120 22 1 0 0 0 0 0 19 44 62 37 44 49

29/06/2018 20:00 137 136 1 0 0 0 6 21 82 26 2 0 0 0 0 0 24 46 65 39 45 52

29/06/2018 21:00 104 100 4 0 0 0 1 14 66 20 3 0 0 0 0 0 29 46 67 41 44 52

29/06/2018 22:00 74 73 1 0 0 0 0 25 38 8 1 1 1 0 0 0 31 45 83 37 44 49

29/06/2018 23:00 59 59 0 0 0 0 0 23 30 6 0 0 0 0 0 0 31 43 60 36 42 49

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15:00-16:00 297 288 5 4 0 0 18 83 172 22 2 0 0 0 0 0 22 43 62 37 42 49

16:30-17:30 360 350 6 4 0 0 0 106 220 32 2 0 0 0 0 0 31 43 62 37 42 49

07:00-19:00 3508 3329 146 33 0 4 54 1084 2047 294 25 0 0 0 0 0 13 43 70 37 42 49

00:00-24:00 4253 4054 161 38 0 6 63 1254 2477 414 37 1 1 0 0 0 13 43 83 37 42 49


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30/06/2018 00:00 16 16 0 0 0 0 1 5 9 1 0 0 0 0 0 0 29 42 57 34 42 47

30/06/2018 01:00 20 19 1 0 0 0 0 4 12 4 0 0 0 0 0 0 37 46 57 37 44 52

30/06/2018 02:00 16 15 0 1 0 1 0 5 7 3 0 0 0 0 0 0 19 42 57 32 44 50

30/06/2018 03:00 9 8 1 0 0 0 0 4 2 3 0 0 0 0 0 0 31 44 55 37 42 55

30/06/2018 04:00 8 8 0 0 0 0 0 1 6 1 0 0 0 0 0 0 37 44 57 41 42 45

30/06/2018 05:00 20 18 1 1 0 0 0 4 8 6 2 0 0 0 0 0 31 48 64 39 49 55

30/06/2018 06:00 40 37 3 0 0 0 0 2 22 16 0 0 0 0 0 0 31 50 60 44 49 55

30/06/2018 07:00 107 91 13 3 0 1 6 20 53 25 2 0 0 0 0 0 19 45 65 39 44 52

30/06/2018 08:00 153 136 17 0 0 1 0 42 88 19 2 1 0 0 0 0 19 44 72 37 42 49

30/06/2018 09:00 218 194 21 3 0 1 6 88 104 17 2 0 0 0 0 0 19 42 62 34 41 49

30/06/2018 10:00 234 218 15 1 1 2 4 84 124 18 1 0 0 0 0 0 6 42 62 36 41 47

30/06/2018 11:00 294 269 25 0 0 0 0 118 160 15 1 0 0 0 0 0 31 42 62 37 41 47

30/06/2018 12:00 290 274 14 2 0 0 12 94 166 17 1 0 0 0 0 0 24 42 62 36 42 47

30/06/2018 13:00 258 250 6 2 0 0 21 51 167 19 0 0 0 0 0 0 26 42 60 37 42 49

30/06/2018 14:00 237 230 6 1 0 0 0 77 139 21 0 0 0 0 0 0 31 43 55 37 42 49

30/06/2018 15:00 173 169 3 1 0 0 2 48 109 13 1 0 0 0 0 0 29 43 64 37 44 49

30/06/2018 16:00 192 185 6 1 0 0 6 68 107 8 3 0 0 0 0 0 21 42 62 36 42 49

30/06/2018 17:00 210 203 7 0 0 1 0 58 134 17 0 0 0 0 0 0 19 43 60 37 42 49

30/06/2018 18:00 236 230 5 1 0 0 7 47 164 17 1 0 0 0 0 0 26 44 64 39 44 49

30/06/2018 19:00 159 156 1 2 0 0 0 37 100 19 2 1 0 0 0 0 31 45 72 39 44 49

30/06/2018 20:00 107 105 0 2 0 0 0 17 67 21 2 0 0 0 0 0 34 46 62 39 44 52

30/06/2018 21:00 89 87 2 0 0 0 0 17 51 18 3 0 0 0 0 0 32 46 62 39 44 52

30/06/2018 22:00 77 75 2 0 0 0 0 34 34 8 1 0 0 0 0 0 31 42 70 36 41 49

30/06/2018 23:00 47 47 0 0 0 0 1 19 23 4 0 0 0 0 0 0 21 42 57 36 41 49

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08:00-09:00 153 136 17 0 0 1 0 42 88 19 2 1 0 0 0 0 19 44 72 37 42 49

15:00-16:00 173 169 3 1 0 0 2 48 109 13 1 0 0 0 0 0 29 43 64 37 44 49

16:30-17:30 197 188 8 1 0 0 4 62 114 15 2 0 0 0 0 0 26 43 62 37 42 49

07:00-19:00 2602 2449 138 15 1 6 64 795 1515 206 14 1 0 0 0 0 6 43 72 37 42 49

00:00-24:00 3210 3040 149 21 1 7 66 944 1856 310 24 2 0 0 0 0 6 43 72 37 42 49


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01/07/2018 00:00 26 26 0 0 0 0 1 5 13 7 0 0 0 0 0 0 29 45 59 36 47 52

01/07/2018 01:00 30 30 0 0 0 0 0 6 19 4 1 0 0 0 0 0 31 44 62 39 44 50

01/07/2018 02:00 10 10 0 0 0 0 1 4 3 2 0 0 0 0 0 0 29 41 55 31 42 55

01/07/2018 03:00 11 11 0 0 0 0 1 3 3 4 0 0 0 0 0 0 26 46 57 37 47 57

01/07/2018 04:00 8 8 0 0 0 0 0 2 3 3 0 0 0 0 0 0 34 47 60 37 49 52

01/07/2018 05:00 7 7 0 0 0 0 0 1 2 3 1 0 0 0 0 0 36 52 60 49 55 59

01/07/2018 06:00 26 25 1 0 0 0 0 1 11 10 4 0 0 0 0 0 37 52 67 42 50 62

01/07/2018 07:00 44 42 2 0 0 0 0 5 23 14 2 0 0 0 0 0 31 49 67 41 49 55

01/07/2018 08:00 77 75 1 1 0 1 0 6 57 13 0 0 0 0 0 0 19 46 60 41 44 52

01/07/2018 09:00 143 138 5 0 0 0 1 28 100 12 1 1 0 0 0 0 26 45 72 39 44 49

01/07/2018 10:00 219 216 1 2 0 0 0 38 155 24 2 0 0 0 0 0 34 44 62 39 44 49

01/07/2018 11:00 216 210 6 0 0 2 0 50 145 18 1 0 0 0 0 0 18 44 60 39 42 49

01/07/2018 12:00 236 231 4 1 0 1 4 71 144 15 1 0 0 0 0 0 16 43 62 37 42 47

01/07/2018 13:00 268 264 4 0 0 1 15 80 153 18 1 0 0 0 0 0 19 42 67 37 42 49

01/07/2018 14:00 247 243 2 2 0 0 9 48 166 24 0 0 0 0 0 0 21 43 60 39 42 49

01/07/2018 15:00 203 200 2 1 0 0 6 57 115 22 3 0 0 0 0 0 21 44 67 37 42 49

01/07/2018 16:00 231 229 1 1 0 0 0 75 139 17 0 0 0 0 0 0 31 43 60 37 42 47

01/07/2018 17:00 176 173 2 1 0 0 0 43 110 19 4 0 0 0 0 0 32 45 65 39 44 49

01/07/2018 18:00 184 181 2 1 0 0 2 32 119 29 2 0 0 0 0 0 21 45 70 39 44 50

01/07/2018 19:00 158 156 2 0 0 0 0 17 114 24 3 0 0 0 0 0 37 47 65 41 45 50

01/07/2018 20:00 89 88 1 0 0 2 0 10 59 13 5 0 0 0 0 0 19 46 67 41 44 52

01/07/2018 21:00 72 70 1 1 0 0 0 13 44 14 0 1 0 0 0 0 34 46 72 39 44 52

01/07/2018 22:00 44 42 2 0 0 0 0 10 28 5 1 0 0 0 0 0 32 45 60 37 44 49

01/07/2018 23:00 24 23 0 1 0 0 1 7 13 3 0 0 0 0 0 0 29 43 54 36 42 49

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08:00-09:00 77 75 1 1 0 1 0 6 57 13 0 0 0 0 0 0 19 46 60 41 44 52

15:00-16:00 203 200 2 1 0 0 6 57 115 22 3 0 0 0 0 0 21 44 67 37 42 49

16:30-17:30 207 203 3 1 0 0 0 48 136 20 3 0 0 0 0 0 34 44 65 39 44 49

07:00-19:00 2244 2202 32 10 0 5 37 533 1426 225 17 1 0 0 0 0 16 44 72 37 44 49

00:00-24:00 2749 2698 39 12 0 7 41 612 1738 317 32 2 0 0 0 0 16 44 72 39 44 49


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02/07/2018 00:00 10 10 0 0 0 0 0 2 5 2 1 0 0 0 0 0 36 47 67 39 42 57

02/07/2018 01:00 7 6 0 1 0 0 0 2 3 2 0 0 0 0 0 0 37 45 55 37 45 52

02/07/2018 02:00 1 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 37 37 37 37 37 37

02/07/2018 03:00 3 2 0 1 0 0 0 2 0 0 1 0 0 0 0 0 36 47 65 36 37 65

02/07/2018 04:00 5 5 0 0 0 0 0 1 1 1 1 1 0 0 0 0 39 58 80 39 57 80

02/07/2018 05:00 33 31 1 1 0 0 0 3 18 9 3 0 0 0 0 0 31 48 65 41 47 54

02/07/2018 06:00 119 115 3 1 0 0 0 21 78 19 1 0 0 0 0 0 31 46 62 39 45 52

02/07/2018 07:00 550 536 14 0 0 0 2 177 342 29 0 0 0 0 0 0 24 43 57 37 42 47

02/07/2018 08:00 395 370 20 5 0 0 7 98 253 36 1 0 0 0 0 0 22 43 62 37 42 49

02/07/2018 09:00 325 296 28 1 0 0 3 90 214 18 0 0 0 0 0 0 26 43 59 39 42 47

02/07/2018 10:00 205 181 21 3 0 0 1 65 122 15 1 1 0 0 0 0 26 43 72 37 42 49

02/07/2018 11:00 167 152 11 4 0 0 3 53 102 9 0 0 0 0 0 0 24 42 59 37 42 47

02/07/2018 12:00 231 209 20 2 1 0 1 78 139 12 0 0 0 0 0 0 8 42 55 37 42 47

02/07/2018 13:00 200 179 20 1 1 4 3 74 102 16 0 0 0 0 0 0 9 41 57 36 42 49

02/07/2018 14:00 237 216 20 1 0 0 2 84 144 7 0 0 0 0 0 0 26 42 60 37 42 47

02/07/2018 15:00 246 230 13 3 0 0 1 71 151 22 1 0 0 0 0 0 29 43 62 37 42 49

02/07/2018 16:00 354 343 10 1 0 0 0 110 221 23 0 0 0 0 0 0 31 43 60 37 42 47

02/07/2018 17:00 405 395 10 0 0 0 20 110 231 42 2 0 0 0 0 0 21 43 62 37 42 49

02/07/2018 18:00 281 277 3 1 0 0 0 59 191 28 3 0 0 0 0 0 31 44 67 39 44 49

02/07/2018 19:00 180 177 3 0 0 0 2 26 126 23 3 0 0 0 0 0 26 45 68 39 44 49

02/07/2018 20:00 102 100 2 0 0 0 2 15 61 21 1 2 0 0 0 0 22 47 75 39 45 52

02/07/2018 21:00 79 77 2 0 0 0 1 11 44 20 2 0 1 0 0 0 29 47 85 39 47 54

02/07/2018 22:00 60 59 0 1 0 0 0 25 29 5 1 0 0 0 0 0 31 42 62 36 42 49

02/07/2018 23:00 21 20 0 1 0 0 0 5 9 6 1 0 0 0 0 0 34 47 65 37 47 54

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08:00-09:00 395 370 20 5 0 0 7 98 253 36 1 0 0 0 0 0 22 43 62 37 42 49

15:00-16:00 246 230 13 3 0 0 1 71 151 22 1 0 0 0 0 0 29 43 62 37 42 49

16:30-17:30 392 382 10 0 0 0 0 112 247 32 1 0 0 0 0 0 31 43 60 37 42 47

07:00-19:00 3596 3384 190 22 2 4 43 1069 2212 257 8 1 0 0 0 0 8 43 72 37 42 47

00:00-24:00 4216 3987 201 28 2 4 48 1183 2586 365 23 4 1 0 0 0 8 43 85 37 42 49

08-Sep www.datacollect.co

Cardiff County Council: LLANTRISANTROAD (Direction: WEST BOUND)

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26/06/2018 00:00 10 8 0 2 0 0 1 3 2 2 1 1 0 0 0 0 27 48 75 37 49 62

26/06/2018 01:00 5 4 0 1 0 0 0 0 2 2 1 0 0 0 0 0 44 56 70 44 59 70

26/06/2018 02:00 6 5 0 1 0 0 0 0 4 2 0 0 0 0 0 0 42 49 57 42 49 57

26/06/2018 03:00 6 6 0 0 0 0 0 0 3 3 0 0 0 0 0 0 42 49 55 42 50 55

26/06/2018 04:00 10 10 0 0 0 0 0 1 4 4 1 0 0 0 0 0 39 52 67 44 52 59

26/06/2018 05:00 38 35 2 1 0 0 2 6 14 16 0 0 0 0 0 0 26 47 60 37 47 55

26/06/2018 06:00 87 81 5 1 0 0 2 10 49 24 2 0 0 0 0 0 27 47 64 41 47 55

26/06/2018 07:00 242 228 12 2 0 0 6 82 126 25 3 0 0 0 0 0 21 43 64 37 42 49

26/06/2018 08:00 345 324 19 2 0 0 8 144 177 16 0 0 0 0 0 0 26 41 57 36 41 47

26/06/2018 09:00 232 209 20 3 0 3 3 85 127 14 0 0 0 0 0 0 14 42 60 37 42 47

26/06/2018 10:00 216 194 18 4 0 3 8 76 113 15 1 0 0 0 0 0 19 42 62 36 41 47

26/06/2018 11:00 187 166 18 3 1 0 1 69 108 7 1 0 0 0 0 0 9 41 60 36 42 47

26/06/2018 12:00 205 191 13 1 0 0 7 72 115 10 1 0 0 0 0 0 21 41 67 34 41 47

26/06/2018 13:00 223 196 24 3 0 0 8 78 121 13 3 0 0 0 0 0 24 42 65 36 42 47

26/06/2018 14:00 218 190 24 4 0 3 10 72 121 12 0 0 0 0 0 0 19 41 60 34 42 47

26/06/2018 15:00 319 296 22 1 0 0 14 98 179 25 3 0 0 0 0 0 21 42 65 37 42 47

26/06/2018 16:00 441 429 10 2 0 0 9 150 261 21 0 0 0 0 0 0 21 42 60 37 42 47

26/06/2018 17:00 431 421 9 1 0 0 4 157 248 22 0 0 0 0 0 0 26 42 60 37 42 47

26/06/2018 18:00 302 293 7 2 1 0 4 69 197 26 5 0 0 0 0 0 8 44 70 37 44 49

26/06/2018 19:00 161 154 6 1 0 0 0 42 98 20 1 0 0 0 0 0 31 44 62 37 44 49

26/06/2018 20:00 132 130 2 0 0 0 0 28 88 14 2 0 0 0 0 0 34 45 67 39 44 49

26/06/2018 21:00 115 113 1 1 0 2 0 9 80 22 2 0 0 0 0 0 16 46 64 42 47 52

26/06/2018 22:00 70 64 4 2 0 0 3 20 40 6 1 0 0 0 0 0 26 43 67 36 42 49

26/06/2018 23:00 43 41 0 2 0 0 0 10 25 7 0 0 1 0 0 0 34 47 88 37 47 52

[Tue, 26 June] Σ

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08:00-09:00 345 324 19 2 0 0 8 144 177 16 0 0 0 0 0 0 26 41 57 36 41 47

15:00-16:00 319 296 22 1 0 0 14 98 179 25 3 0 0 0 0 0 21 42 65 37 42 47

16:30-17:30 459 448 9 2 0 0 4 168 264 23 0 0 0 0 0 0 27 42 60 37 42 47

07:00-19:00 3361 3137 196 28 2 9 82 1152 1893 206 17 0 0 0 0 0 8 42 70 37 42 47

00:00-24:00 4044 3788 216 40 2 11 90 1281 2302 328 28 1 1 0 0 0 8 43 88 37 42 49

02-Sep www.datacollect.comCardiffCounty Council: LLANTRISANTROAD (Direction: WEST BOUND)

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27/06/2018 00:00 15 14 0 1 0 0 1 0 10 2 2 0 0 0 0 0 29 47 65 41 44 59

27/06/2018 01:00 8 7 0 1 0 0 0 2 4 1 1 0 0 0 0 0 36 48 65 37 49 52

27/06/2018 02:00 5 5 0 0 0 0 0 0 1 3 1 0 0 0 0 0 45 57 70 45 54 70

27/06/2018 03:00 7 6 0 1 0 0 0 3 2 1 1 0 0 0 0 0 31 46 62 34 44 57

27/06/2018 04:00 15 13 2 0 0 0 0 4 9 2 0 0 0 0 0 0 32 45 55 37 44 49

27/06/2018 05:00 29 28 1 0 0 0 1 4 15 8 0 1 0 0 0 0 27 48 72 39 47 55

27/06/2018 06:00 85 81 4 0 0 0 0 13 51 20 1 0 0 0 0 0 31 47 65 39 45 55

27/06/2018 07:00 259 246 12 1 0 0 5 72 145 32 4 1 0 0 0 0 21 44 72 37 42 49

27/06/2018 08:00 356 336 16 4 0 0 0 120 207 27 2 0 0 0 0 0 31 43 64 37 42 49

27/06/2018 09:00 259 231 25 3 0 1 6 85 146 18 3 0 0 0 0 0 11 42 62 37 42 47

27/06/2018 10:00 210 189 19 2 0 0 5 78 111 15 1 0 0 0 0 0 21 42 62 34 42 47

27/06/2018 11:00 214 188 24 2 0 0 6 75 124 8 1 0 0 0 0 0 24 42 65 36 42 47

27/06/2018 12:00 235 217 14 4 0 0 4 88 119 22 2 0 0 0 0 0 24 42 70 37 42 47

27/06/2018 13:00 215 197 16 2 0 0 1 82 115 16 1 0 0 0 0 0 29 42 67 36 42 47

27/06/2018 14:00 253 229 23 1 0 4 8 105 122 12 2 0 0 0 0 0 16 41 65 36 41 45

27/06/2018 15:00 335 308 23 4 0 0 16 146 156 16 1 0 0 0 0 0 21 40 62 34 41 45

27/06/2018 16:00 386 373 11 2 0 1 6 134 222 21 2 0 0 0 0 0 13 42 65 37 42 47

27/06/2018 17:00 427 415 12 0 1 1 2 147 243 30 2 1 0 0 0 0 8 43 72 37 42 47

27/06/2018 18:00 372 365 6 1 0 0 6 111 228 24 3 0 0 0 0 0 26 43 65 37 42 47

27/06/2018 19:00 186 182 2 2 0 0 0 39 119 26 1 1 0 0 0 0 31 45 75 39 44 50

27/06/2018 20:00 141 136 4 1 0 0 2 31 90 11 6 1 0 0 0 0 29 45 77 39 44 49

27/06/2018 21:00 81 79 1 1 0 1 4 16 39 20 1 0 0 0 0 0 19 45 62 37 44 54

27/06/2018 22:00 133 128 3 2 0 0 3 61 56 12 1 0 0 0 0 0 29 41 67 36 41 47

27/06/2018 23:00 37 35 2 0 0 0 1 14 15 6 1 0 0 0 0 0 29 43 64 32 42 50

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08:00-09:00 356 336 16 4 0 0 0 120 207 27 2 0 0 0 0 0 31 43 64 37 42 49

15:00-16:00 335 308 23 4 0 0 16 146 156 16 1 0 0 0 0 0 21 40 62 34 41 45

16:30-17:30 416 410 6 0 1 2 3 135 243 30 1 1 0 0 0 0 8 43 72 37 42 47

07:00-19:00 3521 3294 201 26 1 7 65 1243 1938 241 24 2 0 0 0 0 8 42 72 37 42 47

00:00-24:00 4263 4008 220 35 1 8 77 1430 2349 353 40 5 0 0 0 0 8 43 77 37 42 49


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28/06/2018 00:00 10 10 0 0 0 0 0 2 6 0 2 0 0 0 0 0 37 48 65 39 47 62

28/06/2018 01:00 6 5 0 1 0 0 0 1 3 2 0 0 0 0 0 0 34 48 59 34 49 59

28/06/2018 02:00 3 3 0 0 0 0 0 0 2 1 0 0 0 0 0 0 42 48 54 42 47 54

28/06/2018 03:00 5 5 0 0 0 0 0 1 4 0 0 0 0 0 0 0 34 43 49 34 42 49

28/06/2018 04:00 9 9 0 0 0 0 0 1 4 3 1 0 0 0 0 0 34 49 65 42 49 54

28/06/2018 05:00 29 28 0 1 0 0 1 5 14 6 2 1 0 0 0 0 26 48 80 39 47 55

28/06/2018 06:00 88 84 3 1 0 0 4 13 49 16 4 2 0 0 0 0 26 47 78 39 47 54

28/06/2018 07:00 249 236 12 1 0 0 2 57 154 35 1 0 0 0 0 0 29 44 62 39 44 49

28/06/2018 08:00 357 338 16 3 0 0 7 115 216 19 0 0 0 0 0 0 21 42 57 37 42 47

28/06/2018 09:00 261 238 19 4 0 2 11 98 129 19 2 0 0 0 0 0 16 41 64 34 41 47

28/06/2018 10:00 292 277 14 1 0 3 10 107 156 13 3 0 0 0 0 0 14 41 67 36 41 47

28/06/2018 11:00 277 248 26 3 0 1 12 112 134 14 4 0 0 0 0 0 13 41 65 36 41 47

28/06/2018 12:00 257 246 7 4 0 2 1 101 140 13 0 0 0 0 0 0 16 42 57 36 42 47

28/06/2018 13:00 243 225 17 1 0 2 11 91 125 14 0 0 0 0 0 0 16 41 59 36 41 47

28/06/2018 14:00 250 222 23 5 0 6 17 88 123 15 1 0 0 0 0 0 19 40 65 34 41 47

28/06/2018 15:00 329 316 10 3 0 1 2 93 210 21 1 1 0 0 0 0 19 43 72 37 42 47

28/06/2018 16:00 452 434 15 3 0 0 4 159 269 18 0 2 0 0 0 0 26 42 73 37 42 47

28/06/2018 17:00 409 389 16 4 0 0 10 122 243 32 2 0 0 0 0 0 21 43 67 37 42 47

28/06/2018 18:00 346 333 11 2 0 4 17 111 185 26 2 1 0 0 0 0 19 42 72 36 42 47

28/06/2018 19:00 195 190 3 2 1 0 3 45 125 21 0 0 0 0 0 0 9 44 57 37 44 49

28/06/2018 20:00 151 147 4 0 0 0 0 26 104 18 3 0 0 0 0 0 31 44 64 39 42 49

28/06/2018 21:00 113 112 1 0 0 0 1 22 71 15 4 0 0 0 0 0 29 45 64 39 44 52

28/06/2018 22:00 86 82 3 1 0 0 3 30 46 6 1 0 0 0 0 0 29 42 62 36 42 49

28/06/2018 23:00 65 62 1 2 0 0 1 17 40 6 1 0 0 0 0 0 29 44 67 37 44 49

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08:00-09:00 357 338 16 3 0 0 7 115 216 19 0 0 0 0 0 0 21 42 57 37 42 47

15:00-16:00 329 316 10 3 0 1 2 93 210 21 1 1 0 0 0 0 19 43 72 37 42 47

16:30-17:30 461 437 22 2 0 0 12 162 259 25 1 2 0 0 0 0 21 42 73 36 42 47

07:00-19:00 3722 3502 186 34 0 21 104 1254 2084 239 16 4 0 0 0 0 13 42 73 36 42 47

00:00-24:00 4482 4239 201 42 1 21 117 1417 2552 333 34 7 0 0 0 0 9 42 80 37 42 47


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29/06/2018 00:00 12 11 0 1 0 0 0 1 7 4 0 0 0 0 0 0 39 48 57 41 47 55

29/06/2018 01:00 10 10 0 0 0 0 0 3 6 1 0 0 0 0 0 0 37 44 55 37 44 47

29/06/2018 02:00 10 7 1 2 0 0 0 5 5 0 0 0 0 0 0 0 36 41 47 36 42 44

29/06/2018 03:00 4 3 0 1 0 0 0 0 1 3 0 0 0 0 0 0 44 51 55 44 52 55

29/06/2018 04:00 12 11 1 0 0 0 0 2 5 5 0 0 0 0 0 0 39 47 55 39 49 52

29/06/2018 05:00 30 29 1 0 0 0 1 3 16 8 2 0 0 0 0 0 24 48 65 41 47 55

29/06/2018 06:00 77 74 3 0 0 0 1 10 42 18 4 1 1 0 0 0 26 48 85 41 47 55

29/06/2018 07:00 239 225 12 2 0 0 2 62 148 25 1 1 0 0 0 0 29 44 72 37 44 49

29/06/2018 08:00 290 269 18 3 0 5 3 118 148 15 1 0 0 0 0 0 16 41 62 34 42 47

29/06/2018 09:00 269 250 17 2 0 0 7 78 159 22 3 0 0 0 0 0 21 43 67 37 42 49

29/06/2018 10:00 250 228 20 2 0 0 10 89 131 18 2 0 0 0 0 0 21 42 67 36 42 49

29/06/2018 11:00 221 209 10 2 0 0 10 65 129 17 0 0 0 0 0 0 21 42 57 37 42 47

29/06/2018 12:00 264 240 19 5 0 0 10 83 155 14 2 0 0 0 0 0 21 42 70 36 42 47

29/06/2018 13:00 236 224 10 2 0 0 5 89 131 10 1 0 0 0 0 0 26 42 67 36 42 47

29/06/2018 14:00 275 249 23 3 0 0 11 95 159 9 0 1 0 0 0 0 21 41 72 36 42 47

29/06/2018 15:00 385 361 22 2 0 5 4 82 266 27 1 0 0 0 0 0 14 43 64 37 42 49

29/06/2018 16:00 403 384 19 0 0 0 24 113 245 15 6 0 0 0 0 0 21 42 62 37 42 47

29/06/2018 17:00 367 357 8 2 0 0 2 112 231 19 3 0 0 0 0 0 29 43 67 37 42 47

29/06/2018 18:00 268 258 9 1 0 0 0 83 156 27 2 0 0 0 0 0 31 43 65 37 42 49

29/06/2018 19:00 186 181 3 2 0 0 3 29 123 25 6 0 0 0 0 0 26 46 65 39 44 52

29/06/2018 20:00 95 91 3 1 0 0 0 13 63 16 3 0 0 0 0 0 34 46 67 41 44 52

29/06/2018 21:00 89 86 2 1 0 0 0 20 46 17 3 2 1 0 0 0 31 46 80 37 44 54

29/06/2018 22:00 96 92 3 1 0 0 2 39 42 9 4 0 0 0 0 0 24 43 67 34 42 49

29/06/2018 23:00 57 56 1 0 0 0 1 17 30 8 0 1 0 0 0 0 29 44 75 37 42 50

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08:00-09:00 290 269 18 3 0 5 3 118 148 15 1 0 0 0 0 0 16 41 62 34 42 47

15:00-16:00 385 361 22 2 0 5 4 82 266 27 1 0 0 0 0 0 14 43 64 37 42 49

16:30-17:30 385 373 11 1 0 0 6 109 249 17 4 0 0 0 0 0 29 43 62 37 42 47

07:00-19:00 3467 3254 187 26 0 10 88 1069 2058 218 22 2 0 0 0 0 14 42 72 37 42 47

00:00-24:00 4145 3905 205 35 0 10 96 1211 2444 332 44 6 2 0 0 0 14 43 85 37 42 49


powered by

Time Σ

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30/06/2018 00:00 53 51 1 1 0 0 0 16 28 7 2 0 0 0 0 0 31 45 64 37 44 52

30/06/2018 01:00 25 23 0 2 0 0 0 8 14 3 0 0 0 0 0 0 34 44 57 39 42 49

30/06/2018 02:00 13 13 0 0 0 0 0 4 8 1 0 0 0 0 0 0 31 42 57 31 42 49

30/06/2018 03:00 11 11 0 0 0 0 0 2 4 4 1 0 0 0 0 0 31 49 67 39 44 60

30/06/2018 04:00 10 10 0 0 0 0 0 2 5 3 0 0 0 0 0 0 37 47 57 39 47 57

30/06/2018 05:00 12 12 0 0 0 0 0 0 8 3 0 1 0 0 0 0 41 51 75 44 49 57

30/06/2018 06:00 35 35 0 0 1 0 0 4 20 8 2 0 0 0 0 0 8 48 67 41 47 55

30/06/2018 07:00 80 75 3 2 1 1 1 14 45 15 3 0 0 0 0 0 8 45 67 39 44 52

30/06/2018 08:00 159 138 13 8 1 2 1 37 86 27 5 0 0 0 0 0 8 45 65 37 44 52

30/06/2018 09:00 206 187 18 1 1 1 3 70 113 17 1 0 0 0 0 0 8 42 68 37 42 47

30/06/2018 10:00 257 239 15 3 2 1 2 73 150 26 3 0 0 0 0 0 6 43 70 37 42 49

30/06/2018 11:00 272 250 16 6 0 0 2 87 163 16 3 0 1 0 0 0 26 43 85 37 42 47

30/06/2018 12:00 260 245 14 1 0 0 7 77 148 25 1 1 1 0 0 0 21 43 82 37 42 49

30/06/2018 13:00 274 264 10 0 0 0 4 81 165 24 0 0 0 0 0 0 26 43 60 37 42 49

30/06/2018 14:00 245 234 11 0 0 1 0 78 142 21 3 0 0 0 0 0 13 43 68 37 42 49

30/06/2018 15:00 186 179 4 3 0 0 1 46 115 20 1 3 0 0 0 0 29 44 80 37 42 49

30/06/2018 16:00 251 243 7 1 0 0 4 69 154 19 3 1 1 0 0 0 21 44 85 37 44 49

30/06/2018 17:00 231 221 9 1 0 0 5 72 133 17 4 0 0 0 0 0 26 43 70 36 42 49

30/06/2018 18:00 186 179 5 2 0 0 1 43 125 14 2 1 0 0 0 0 26 44 75 37 42 49

30/06/2018 19:00 136 132 3 1 0 0 2 19 84 30 1 0 0 0 0 0 26 46 65 39 47 52

30/06/2018 20:00 106 103 1 2 0 0 1 18 73 10 3 0 1 0 0 0 29 45 88 39 44 49

30/06/2018 21:00 70 68 0 2 0 0 0 22 40 8 0 0 0 0 0 0 31 44 57 37 44 49

30/06/2018 22:00 72 68 2 2 0 0 4 27 36 5 0 0 0 0 0 0 29 41 57 36 41 47

30/06/2018 23:00 69 67 1 1 0 0 3 20 41 5 0 0 0 0 0 0 24 42 60 36 42 49

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08:00-09:00 159 138 13 8 1 2 1 37 86 27 5 0 0 0 0 0 8 45 65 37 44 52

15:00-16:00 186 179 4 3 0 0 1 46 115 20 1 3 0 0 0 0 29 44 80 37 42 49

16:30-17:30 240 231 9 0 0 0 2 60 150 20 7 1 0 0 0 0 29 44 77 37 44 49

07:00-19:00 2607 2454 125 28 5 6 31 747 1539 241 29 6 3 0 0 0 6 43 85 37 42 49

00:00-24:00 3219 3047 133 39 6 6 41 889 1900 328 38 7 4 0 0 0 6 44 88 37 42 49


powered by

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01/07/2018 00:00 54 53 0 1 0 0 0 15 31 8 0 0 0 0 0 0 31 43 55 37 42 49

01/07/2018 01:00 28 26 0 2 0 0 0 7 16 3 1 1 0 0 0 0 32 46 72 39 44 54

01/07/2018 02:00 19 18 1 0 0 0 0 2 13 2 2 0 0 0 0 0 37 47 65 41 44 55

01/07/2018 03:00 8 8 0 0 0 0 0 1 4 3 0 0 0 0 0 0 39 49 60 44 49 55

01/07/2018 04:00 10 10 0 0 0 0 0 1 3 4 1 1 0 0 0 0 31 54 75 44 55 67

01/07/2018 05:00 11 10 1 0 0 0 0 1 4 3 1 1 1 0 0 0 37 55 82 44 52 72

01/07/2018 06:00 25 24 1 0 0 0 0 3 12 9 1 0 0 0 0 0 34 49 67 41 49 54

01/07/2018 07:00 45 43 2 0 0 1 1 4 28 11 0 0 0 0 0 0 14 45 60 41 44 54

01/07/2018 08:00 92 85 5 2 0 1 5 20 49 13 3 1 0 0 0 0 11 45 73 37 44 55

01/07/2018 09:00 137 130 7 0 3 0 1 38 79 14 2 0 0 0 0 0 8 42 65 36 42 49

01/07/2018 10:00 170 166 3 1 0 4 1 34 115 14 0 2 0 0 0 0 11 43 70 37 42 49

01/07/2018 11:00 234 226 8 0 1 1 2 76 140 13 1 0 0 0 0 0 8 42 60 37 42 47

01/07/2018 12:00 237 232 4 1 0 0 6 64 152 13 1 0 1 0 0 0 22 43 80 37 42 47

01/07/2018 13:00 219 204 8 7 21 0 0 73 113 10 2 0 0 0 0 0 8 39 62 34 41 47

01/07/2018 14:00 223 220 2 1 0 0 4 81 122 16 0 0 0 0 0 0 27 42 60 37 42 47

01/07/2018 15:00 230 229 1 0 0 2 2 71 138 14 3 0 0 0 0 0 13 43 67 36 42 49

01/07/2018 16:00 236 234 1 1 0 6 1 63 151 13 2 0 0 0 0 0 14 43 67 37 42 49

01/07/2018 17:00 186 185 1 0 0 0 1 39 126 19 0 0 1 0 0 0 24 44 85 39 42 49

01/07/2018 18:00 164 162 1 1 0 0 1 36 114 12 1 0 0 0 0 0 27 44 62 39 42 49

01/07/2018 19:00 115 111 4 0 0 0 2 31 76 6 0 0 0 0 0 0 29 43 52 37 42 49

01/07/2018 20:00 82 80 0 2 0 0 0 16 48 16 2 0 0 0 0 0 34 46 67 39 44 52

01/07/2018 21:00 80 79 1 0 0 0 1 24 43 9 3 0 0 0 0 0 29 44 67 37 44 50

01/07/2018 22:00 44 43 1 0 0 0 0 11 21 9 2 1 0 0 0 0 34 47 78 37 44 55

01/07/2018 23:00 28 26 0 2 0 0 0 3 20 4 1 0 0 0 0 0 37 47 68 41 44 52

[Sun, 00:00 July] Σ

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08:00-09:00 92 85 5 2 0 1 5 20 49 13 3 1 0 0 0 0 11 45 73 37 44 55

15:00-16:00 230 229 1 0 0 2 2 71 138 14 3 0 0 0 0 0 13 43 67 36 42 49

16:30-17:30 217 216 1 0 0 0 1 61 135 18 1 0 1 0 0 0 24 44 85 39 42 49

07:00-19:00 2173 2116 43 14 25 15 25 599 1327 162 15 3 2 0 0 0 8 43 85 37 42 49

00:00-24:00 2677 2604 52 21 25 15 28 714 1618 238 29 7 3 0 0 0 8 43 85 37 42 49


powered by

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02/07/2018 00:00 10 9 0 1 0 0 0 1 7 1 1 0 0 0 0 0 39 48 62 41 47 54

02/07/2018 01:00 6 5 0 1 0 0 0 2 2 2 0 0 0 0 0 0 34 47 60 34 49 60

02/07/2018 02:00 2 2 0 0 0 0 0 0 0 2 0 0 0 0 0 0 55 57 57 55 57 57

02/07/2018 03:00 3 2 0 1 0 0 0 0 2 1 0 0 0 0 0 0 44 47 52 44 44 52

02/07/2018 04:00 9 8 1 0 0 0 1 1 5 2 0 0 0 0 0 0 29 44 57 34 44 52

02/07/2018 05:00 32 31 1 0 0 0 1 5 13 12 1 0 0 0 0 0 29 48 62 39 49 55

02/07/2018 06:00 73 71 1 1 0 0 1 13 41 14 3 1 0 0 0 0 26 47 73 39 44 55

02/07/2018 07:00 250 237 10 3 1 0 2 93 133 20 0 1 0 0 0 0 8 43 72 37 42 49

02/07/2018 08:00 326 311 13 2 0 0 2 102 199 23 0 0 0 0 0 0 26 43 60 37 42 49

02/07/2018 09:00 235 212 23 0 0 0 8 70 139 17 1 0 0 0 0 0 26 43 62 37 42 47

02/07/2018 10:00 189 169 19 1 0 0 1 69 102 14 3 0 0 0 0 0 26 42 65 37 42 47

02/07/2018 11:00 217 198 18 1 0 0 1 73 126 16 1 0 0 0 0 0 26 43 62 37 42 49

02/07/2018 12:00 213 192 18 3 0 0 6 66 129 11 1 0 0 0 0 0 21 42 64 36 42 47

02/07/2018 13:00 200 183 16 1 0 0 4 83 98 12 3 0 0 0 0 0 24 42 65 36 41 47

02/07/2018 14:00 256 225 27 4 0 0 10 93 139 14 0 0 0 0 0 0 21 41 60 36 41 47

02/07/2018 15:00 301 274 26 1 0 0 7 100 175 16 3 0 0 0 0 0 21 42 64 37 42 47

02/07/2018 16:00 460 448 10 2 0 0 5 150 281 20 4 0 0 0 0 0 24 42 65 37 42 47

02/07/2018 17:00 380 368 12 0 0 0 3 128 234 14 1 0 0 0 0 0 26 42 62 37 42 47

02/07/2018 18:00 286 278 5 3 0 2 12 69 169 29 5 0 0 0 0 0 11 43 64 37 42 49

02/07/2018 19:00 188 184 1 3 0 0 0 36 121 25 4 2 0 0 0 0 31 46 75 39 44 52

02/07/2018 20:00 121 117 3 1 0 0 0 34 67 17 3 0 0 0 0 0 31 45 65 39 44 52

02/07/2018 21:00 82 80 1 1 0 0 0 22 48 10 1 1 0 0 0 0 31 44 72 37 42 49

02/07/2018 22:00 57 52 3 2 0 0 2 22 29 3 1 0 0 0 0 0 24 42 70 34 42 47

02/07/2018 23:00 20 19 0 1 0 0 0 6 13 1 0 0 0 0 0 0 32 44 59 37 42 49

[Mon, 00:00 July] Σ

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08:00-09:00 326 311 13 2 0 0 2 102 199 23 0 0 0 0 0 0 26 43 60 37 42 49

15:00-16:00 301 274 26 1 0 0 7 100 175 16 3 0 0 0 0 0 21 42 64 37 42 47

16:30-17:30 434 424 9 1 0 0 2 134 276 19 3 0 0 0 0 0 26 43 65 37 42 47

07:00-19:00 3313 3095 197 21 1 2 61 1096 1924 206 22 1 0 0 0 0 8 42 72 37 42 47

00:00-24:00 3916 3675 208 33 1 2 66 1238 2272 296 36 5 0 0 0 0 8 43 75 37 42 49

08-Sep www.datacollect.co

LOCATION:

SUM OF ALL

Tuesday VEHICLES

DATE TIME TOTAL 0.5 - 7.0 7.1 - 13.00 13.1 - 25.5 10 20 30 40 50 60 70 80 90 100 110 >110 V15 V50 V85

26/06/2018 00:00 5 5 0 0 0 0 0 1 2 2 0 0 0 0 0 0 34 44 52

26/06/2018 01:00 2 1 1 0 0 0 0 0 2 0 0 0 0 0 0 0 41 41 41

26/06/2018 02:00 3 1 1 1 0 0 0 2 1 0 0 0 0 0 0 0 31 37 42

26/06/2018 03:00 2 2 0 0 0 0 0 1 0 1 0 0 0 0 0 0 36 55 55

26/06/2018 04:00 11 11 0 0 0 0 0 2 4 5 0 0 0 0 0 0 34 47 55

26/06/2018 05:00 19 18 1 0 0 0 0 1 7 6 2 3 0 0 0 0 42 50 72

26/06/2018 06:00 132 124 6 2 0 0 3 22 71 32 3 1 0 0 0 0 39 44 54

26/06/2018 07:00 654 635 14 5 0 0 14 190 402 47 1 0 0 0 0 0 37 42 49

26/06/2018 08:00 454 430 22 2 0 0 1 135 286 31 0 1 0 0 0 0 37 42 47

26/06/2018 09:00 291 265 22 4 1 4 9 86 161 27 2 0 1 0 0 0 36 42 49

26/06/2018 10:00 202 179 21 2 0 0 3 86 98 14 1 0 0 0 0 0 36 41 49

26/06/2018 11:00 206 184 20 2 0 0 5 76 118 7 0 0 0 0 0 0 37 41 47

26/06/2018 12:00 202 182 18 2 2 0 5 78 102 14 1 0 0 0 0 0 36 41 47

26/06/2018 13:00 196 169 26 1 2 0 14 69 102 8 1 0 0 0 0 0 34 41 47

26/06/2018 14:00 233 213 18 2 0 0 8 92 127 6 0 0 0 0 0 0 37 41 44

26/06/2018 15:00 248 233 14 1 2 7 6 62 145 25 1 0 0 0 0 0 37 42 49

26/06/2018 16:00 379 364 13 2 0 0 5 143 211 20 0 0 0 0 0 0 37 42 47

26/06/2018 17:00 382 375 5 2 0 0 0 117 218 44 3 0 0 0 0 0 37 42 49

26/06/2018 18:00 264 252 10 2 0 0 5 56 169 32 2 0 0 0 0 0 39 44 49

26/06/2018 19:00 188 186 1 1 0 0 1 51 112 23 1 0 0 0 0 0 37 42 49

26/06/2018 20:00 112 110 1 1 0 0 4 19 75 14 0 0 0 0 0 0 39 44 49

26/06/2018 21:00 96 93 3 0 0 0 0 24 52 15 5 0 0 0 0 0 39 44 52

26/06/2018 22:00 48 46 2 0 0 0 1 14 27 5 1 0 0 0 0 0 37 42 49

26/06/2018 23:00 28 26 0 2 0 0 1 15 8 3 1 0 0 0 0 0 36 39 49

TOTAL 0.5 - 7.0 7.1 - 13.00 13.1 - 25.5 10 20 30 40 50 60 70 80 90 100 110 >110 V15 V50 V85

AM PEAK 08:00-09:00 454 430 22 2 0 0 1 135 286 31 0 1 0 0 0 0 37 42 47

SCH PEAK 15:00-16:00 248 233 14 1 2 7 6 62 145 25 1 0 0 0 0 0 37 42 49

PM PEAK 16:30-17:30 403 392 9 2 0 0 5 140 229 27 2 0 0 0 0 0 37 42 47

12 hr 07:00-19:00 3711 3481 203 27 7 11 75 1190 2139 275 12 1 1 0 0 0 37 42 47

24 hr 00:00-24:00 4357 4104 219 34 7 11 85 1342 2500 381 25 5 1 0 0 0 37 42 49

PERCENTILES

LLANTRISANT ROAD, near Cardiff Rd DIRECTION EAST BOUND

CATAGORISED BY LENGTH Mtrs SPEED BINS ARE mph & SPEEDS UPTO THE No. EXCEPT >110 ( Over 110 mph )


27/06/2018 00:00 15 14 1 0 0 0 0 3 7 3 2 0 0 0 0 0 39 44 52

27/06/2018 01:00 8 7 0 1 0 0 1 1 4 2 0 0 0 0 0 0 31 42 50

27/06/2018 02:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

27/06/2018 03:00 2 2 0 0 0 0 0 1 0 1 0 0 0 0 0 0 31 60 60

27/06/2018 04:00 7 6 0 1 0 0 0 0 5 0 2 0 0 0 0 0 47 49 62

27/06/2018 05:00 23 23 0 0 0 0 0 1 11 8 1 1 1 0 0 0 42 49 57

27/06/2018 06:00 129 123 4 2 0 0 0 20 77 28 4 0 0 0 0 0 39 44 54

27/06/2018 07:00 602 580 20 2 0 2 20 211 331 37 1 0 0 0 0 0 36 42 47

27/06/2018 08:00 486 458 24 4 0 0 8 196 252 29 1 0 0 0 0 0 36 41 47

27/06/2018 09:00 300 274 21 5 0 1 18 86 172 22 1 0 0 0 0 0 36 42 47

27/06/2018 10:00 202 175 23 4 0 2 3 76 111 8 2 0 0 0 0 0 36 42 47

27/06/2018 11:00 226 209 16 1 0 0 1 89 119 15 2 0 0 0 0 0 37 41 47

27/06/2018 12:00 243 224 18 1 1 4 18 82 116 22 0 0 0 0 0 0 34 41 47

27/06/2018 13:00 210 190 17 3 2 1 11 88 94 12 1 1 0 0 0 0 34 41 47

27/06/2018 14:00 225 208 15 2 1 6 8 112 88 10 0 0 0 0 0 0 34 39 44

27/06/2018 15:00 286 276 7 3 0 0 0 116 156 13 1 0 0 0 0 0 37 41 47

27/06/2018 16:00 382 367 11 4 0 1 15 133 217 16 0 0 0 0 0 0 36 41 47

27/06/2018 17:00 404 394 6 4 0 0 13 85 267 36 3 0 0 0 0 0 37 44 49

27/06/2018 18:00 315 309 3 3 0 0 5 99 188 20 3 0 0 0 0 0 37 42 47

27/06/2018 19:00 182 180 1 1 0 0 1 40 109 31 1 0 0 0 0 0 39 44 52

27/06/2018 20:00 137 135 2 0 0 1 2 31 80 20 3 0 0 0 0 0 39 44 50

27/06/2018 21:00 84 83 1 0 0 0 0 12 49 19 4 0 0 0 0 0 41 45 55

27/06/2018 22:00 83 80 3 0 0 0 2 29 43 8 1 0 0 0 0 0 36 42 49

27/06/2018 23:00 76 75 0 1 0 0 2 40 30 3 1 0 0 0 0 0 36 39 45

TOTAL 0.5 - 7.0 7.1 - 13.00 13.1 - 25.5 10 20 30 40 50 60 70 80 90 100 110 >110 V15 V50 V85

AM PEAK 08:00-09:00 486 458 24 4 0 0 8 196 252 29 1 0 0 0 0 0 36 41 47

SCH PEAK 15:00-16:00 286 276 7 3 0 0 0 116 156 13 1 0 0 0 0 0 37 41 47

PM PEAK 16:30-17:30 435 421 10 4 0 1 24 127 265 18 0 0 0 0 0 0 36 42 47

12 hr 07:00-19:00 3881 3664 181 36 4 17 120 1373 2111 240 15 1 0 0 0 0 36 42 47

24 hr 00:00-24:00 4627 4392 193 42 4 18 128 1551 2526 363 34 2 1 0 0 0 36 42 49

LOCATION: LLANTRISANT ROAD, near Cardiff Rd EAST BOUND


28/06/2018 00:00 11 11 0 0 0 0 0 2 8 1 0 0 0 0 0 0 39 42 49

28/06/2018 01:00 3 3 0 0 0 0 0 1 2 0 0 0 0 0 0 0 39 41 47

28/06/2018 02:00 8 7 0 1 0 0 0 1 5 2 0 0 0 0 0 0 41 44 50

28/06/2018 03:00 1 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 39 39 39

28/06/2018 04:00 7 7 0 0 0 0 0 0 5 1 1 0 0 0 0 0 44 44 54

28/06/2018 05:00 18 17 1 0 0 0 1 1 7 9 0 0 0 0 0 0 42 50 59

28/06/2018 06:00 127 124 3 0 0 0 1 11 87 27 1 0 0 0 0 0 41 47 52

28/06/2018 07:00 568 554 11 3 1 3 24 159 320 59 2 0 0 0 0 0 37 42 49

28/06/2018 08:00 480 456 21 3 0 9 8 125 282 52 4 0 0 0 0 0 36 42 49

28/06/2018 09:00 304 281 17 6 0 0 1 97 182 21 3 0 0 0 0 0 37 42 49

28/06/2018 10:00 283 255 27 1 0 3 11 114 147 8 0 0 0 0 0 0 36 41 44

28/06/2018 11:00 252 231 19 2 1 0 9 100 128 13 1 0 0 0 0 0 34 41 44

28/06/2018 12:00 300 281 16 3 0 0 6 129 154 10 1 0 0 0 0 0 36 41 45

28/06/2018 13:00 277 263 9 5 3 4 6 110 147 5 2 0 0 0 0 0 36 41 44

28/06/2018 14:00 252 235 16 1 0 2 9 97 131 13 0 0 0 0 0 0 36 41 47

28/06/2018 15:00 277 267 9 1 0 0 2 87 169 18 1 0 0 0 0 0 36 42 47

28/06/2018 16:00 379 360 15 4 0 0 16 160 189 12 2 0 0 0 0 0 36 41 47

28/06/2018 17:00 422 412 9 1 0 1 8 131 263 18 1 0 0 0 0 0 37 42 47

28/06/2018 18:00 297 290 4 3 0 0 18 110 143 22 4 0 0 0 0 0 34 41 47

28/06/2018 19:00 184 181 3 0 0 0 1 47 119 14 3 0 0 0 0 0 39 44 49

28/06/2018 20:00 141 138 2 1 0 0 3 43 72 19 3 1 0 0 0 0 37 44 50

28/06/2018 21:00 107 105 0 2 0 0 0 19 69 18 1 0 0 0 0 0 39 44 52

28/06/2018 22:00 67 66 0 1 0 0 0 25 35 6 1 0 0 0 0 0 37 42 49

28/06/2018 23:00 41 40 0 1 0 0 1 9 25 4 2 0 0 0 0 0 39 44 49

TOTAL 0.5 - 7.0 7.1 - 13.00 13.1 - 25.5 10 20 30 40 50 60 70 80 90 100 110 >110 V15 V50 V85

AM PEAK 08:00-09:00 480 456 21 3 0 9 8 125 282 52 4 0 0 0 0 0 36 42 49

SCH PEAK 15:00-16:00 277 267 9 1 0 0 2 87 169 18 1 0 0 0 0 0 36 42 47

PM PEAK 16:30-17:30 423 413 8 2 0 0 10 153 242 16 2 0 0 0 0 0 37 41 47

12 hr 07:00-19:00 4092 3886 173 33 5 22 118 1419 2255 252 21 0 0 0 0 0 36 42 47

24 hr 00:00-24:00 4806 4585 182 39 5 22 125 1579 2689 352 33 1 0 0 0 0 37 42 47

DIRECTION


29/06/2018 00:00 16 15 1 0 0 0 0 6 8 2 0 0 0 0 0 0 36 45 49

29/06/2018 01:00 7 7 0 0 0 0 0 2 3 1 1 0 0 0 0 0 36 45 59

29/06/2018 02:00 3 2 0 1 0 0 0 2 0 1 0 0 0 0 0 0 37 39 57

29/06/2018 03:00 6 6 0 0 0 0 0 0 4 1 1 0 0 0 0 0 44 49 62

29/06/2018 04:00 7 6 1 0 0 0 0 0 5 2 0 0 0 0 0 0 44 45 52

29/06/2018 05:00 18 16 1 1 0 0 0 2 9 7 0 0 0 0 0 0 41 49 52

29/06/2018 06:00 117 112 2 3 0 1 0 24 65 24 3 0 0 0 0 0 37 47 52

29/06/2018 07:00 498 476 20 2 0 1 1 165 287 41 3 0 0 0 0 0 37 42 49

29/06/2018 08:00 375 355 16 4 0 1 14 54 242 60 4 0 0 0 0 0 39 44 50

29/06/2018 09:00 245 226 16 3 0 0 0 63 160 21 1 0 0 0 0 0 39 44 49

29/06/2018 10:00 203 186 14 3 0 1 6 67 109 16 4 0 0 0 0 0 36 42 47

29/06/2018 11:00 223 207 15 1 0 1 1 90 111 19 1 0 0 0 0 0 36 42 49

29/06/2018 12:00 241 228 9 4 0 0 3 82 139 14 3 0 0 0 0 0 36 42 47

29/06/2018 13:00 235 220 14 1 0 0 6 88 122 19 0 0 0 0 0 0 36 41 47

29/06/2018 14:00 262 243 16 3 0 0 1 89 161 10 1 0 0 0 0 0 37 42 47

29/06/2018 15:00 297 288 5 4 0 0 18 83 172 22 2 0 0 0 0 0 37 42 49

29/06/2018 16:00 352 341 10 1 0 0 0 126 198 26 2 0 0 0 0 0 37 42 47

29/06/2018 17:00 328 314 9 5 0 0 4 99 195 27 3 0 0 0 0 0 37 42 49

29/06/2018 18:00 249 245 2 2 0 0 0 78 151 19 1 0 0 0 0 0 37 42 49

29/06/2018 19:00 197 193 4 0 0 1 2 51 120 22 1 0 0 0 0 0 37 44 49

29/06/2018 20:00 137 136 1 0 0 0 6 21 82 26 2 0 0 0 0 0 39 45 52

29/06/2018 21:00 104 100 4 0 0 0 1 14 66 20 3 0 0 0 0 0 41 44 52

29/06/2018 22:00 74 73 1 0 0 0 0 25 38 8 1 1 1 0 0 0 37 44 49

29/06/2018 23:00 59 59 0 0 0 0 0 23 30 6 0 0 0 0 0 0 36 42 49

TOTAL 0.5 - 7.0 7.1 - 13.00 13.1 - 25.5 10 20 30 40 50 60 70 80 90 100 110 >110 V15 V50 V85

AM PEAK 08:00-09:00 375 355 16 4 0 1 14 54 242 60 4 0 0 0 0 0 39 44 50

SCH PEAK 15:00-16:00 297 288 5 4 0 0 18 83 172 22 2 0 0 0 0 0 37 42 49

PM PEAK 16:30-17:30 360 350 6 4 0 0 0 106 220 32 2 0 0 0 0 0 37 42 49

12 hr 07:00-19:00 3508 3329 146 33 0 4 54 1084 2047 294 25 0 0 0 0 0 37 42 49

24 hr 00:00-24:00 4253 4054 161 38 0 6 63 1254 2477 414 37 1 1 0 0 0 37 42 49



30/06/2018 00:00 16 16 0 0 0 0 1 5 9 1 0 0 0 0 0 0 34 42 47

30/06/2018 01:00 20 19 1 0 0 0 0 4 12 4 0 0 0 0 0 0 37 44 52

30/06/2018 02:00 16 15 0 1 0 1 0 5 7 3 0 0 0 0 0 0 32 44 50

30/06/2018 03:00 9 8 1 0 0 0 0 4 2 3 0 0 0 0 0 0 37 42 55

30/06/2018 04:00 8 8 0 0 0 0 0 1 6 1 0 0 0 0 0 0 41 42 45

30/06/2018 05:00 20 18 1 1 0 0 0 4 8 6 2 0 0 0 0 0 39 49 55

30/06/2018 06:00 40 37 3 0 0 0 0 2 22 16 0 0 0 0 0 0 44 49 55

30/06/2018 07:00 107 91 13 3 0 1 6 20 53 25 2 0 0 0 0 0 39 44 52

30/06/2018 08:00 153 136 17 0 0 1 0 42 88 19 2 1 0 0 0 0 37 42 49

30/06/2018 09:00 218 194 21 3 0 1 6 88 104 17 2 0 0 0 0 0 34 41 49

30/06/2018 10:00 234 218 15 1 1 2 4 84 124 18 1 0 0 0 0 0 36 41 47

30/06/2018 11:00 294 269 25 0 0 0 0 118 160 15 1 0 0 0 0 0 37 41 47

30/06/2018 12:00 290 274 14 2 0 0 12 94 166 17 1 0 0 0 0 0 36 42 47

30/06/2018 13:00 258 250 6 2 0 0 21 51 167 19 0 0 0 0 0 0 37 42 49

30/06/2018 14:00 237 230 6 1 0 0 0 77 139 21 0 0 0 0 0 0 37 42 49

30/06/2018 15:00 173 169 3 1 0 0 2 48 109 13 1 0 0 0 0 0 37 44 49

30/06/2018 16:00 192 185 6 1 0 0 6 68 107 8 3 0 0 0 0 0 36 42 49

30/06/2018 17:00 210 203 7 0 0 1 0 58 134 17 0 0 0 0 0 0 37 42 49

30/06/2018 18:00 236 230 5 1 0 0 7 47 164 17 1 0 0 0 0 0 39 44 49

30/06/2018 19:00 159 156 1 2 0 0 0 37 100 19 2 1 0 0 0 0 39 44 49

30/06/2018 20:00 107 105 0 2 0 0 0 17 67 21 2 0 0 0 0 0 39 44 52

30/06/2018 21:00 89 87 2 0 0 0 0 17 51 18 3 0 0 0 0 0 39 44 52

30/06/2018 22:00 77 75 2 0 0 0 0 34 34 8 1 0 0 0 0 0 36 41 49

30/06/2018 23:00 47 47 0 0 0 0 1 19 23 4 0 0 0 0 0 0 36 41 49

TOTAL 0.5 - 7.0 7.1 - 13.00 13.1 - 25.5 10 20 30 40 50 60 70 80 90 100 110 >110 V15 V50 V85

AM PEAK 08:00-09:00 153 136 17 0 0 1 0 42 88 19 2 1 0 0 0 0 37 42 49

SCH PEAK 15:00-16:00 173 169 3 1 0 0 2 48 109 13 1 0 0 0 0 0 37 44 49

PM PEAK 16:30-17:30 197 188 8 1 0 0 4 62 114 15 2 0 0 0 0 0 37 42 49

12 hr 07:00-19:00 2602 2449 138 15 1 6 64 795 1515 206 14 1 0 0 0 0 37 42 49

24 hr 00:00-24:00 3210 3040 149 21 1 7 66 944 1856 310 24 2 0 0 0 0 37 42 49

DIRECTION


01/07/2018 00:00 26 26 0 0 0 0 1 5 13 7 0 0 0 0 0 0 36 47 52

01/07/2018 01:00 30 30 0 0 0 0 0 6 19 4 1 0 0 0 0 0 39 44 50

01/07/2018 02:00 10 10 0 0 0 0 1 4 3 2 0 0 0 0 0 0 31 42 55

01/07/2018 03:00 11 11 0 0 0 0 1 3 3 4 0 0 0 0 0 0 37 47 57

01/07/2018 04:00 8 8 0 0 0 0 0 2 3 3 0 0 0 0 0 0 37 49 52

01/07/2018 05:00 7 7 0 0 0 0 0 1 2 3 1 0 0 0 0 0 49 55 59

01/07/2018 06:00 26 25 1 0 0 0 0 1 11 10 4 0 0 0 0 0 42 50 62

01/07/2018 07:00 44 42 2 0 0 0 0 5 23 14 2 0 0 0 0 0 41 49 55

01/07/2018 08:00 77 75 1 1 0 1 0 6 57 13 0 0 0 0 0 0 41 44 52

01/07/2018 09:00 143 138 5 0 0 0 1 28 100 12 1 1 0 0 0 0 39 44 49

01/07/2018 10:00 219 216 1 2 0 0 0 38 155 24 2 0 0 0 0 0 39 44 49

01/07/2018 11:00 216 210 6 0 0 2 0 50 145 18 1 0 0 0 0 0 39 42 49

01/07/2018 12:00 236 231 4 1 0 1 4 71 144 15 1 0 0 0 0 0 37 42 47

01/07/2018 13:00 268 264 4 0 0 1 15 80 153 18 1 0 0 0 0 0 37 42 49

01/07/2018 14:00 247 243 2 2 0 0 9 48 166 24 0 0 0 0 0 0 39 42 49

01/07/2018 15:00 203 200 2 1 0 0 6 57 115 22 3 0 0 0 0 0 37 42 49

01/07/2018 16:00 231 229 1 1 0 0 0 75 139 17 0 0 0 0 0 0 37 42 47

01/07/2018 17:00 176 173 2 1 0 0 0 43 110 19 4 0 0 0 0 0 39 44 49

01/07/2018 18:00 184 181 2 1 0 0 2 32 119 29 2 0 0 0 0 0 39 44 50

01/07/2018 19:00 158 156 2 0 0 0 0 17 114 24 3 0 0 0 0 0 41 45 50

01/07/2018 20:00 89 88 1 0 0 2 0 10 59 13 5 0 0 0 0 0 41 44 52

01/07/2018 21:00 72 70 1 1 0 0 0 13 44 14 0 1 0 0 0 0 39 44 52

01/07/2018 22:00 44 42 2 0 0 0 0 10 28 5 1 0 0 0 0 0 37 44 49

01/07/2018 23:00 24 23 0 1 0 0 1 7 13 3 0 0 0 0 0 0 36 42 49

TOTAL 0.5 - 7.0 7.1 - 13.00 13.1 - 25.5 10 20 30 40 50 60 70 80 90 100 110 >110 V15 V50 V85

AM PEAK 08:00-09:00 77 75 1 1 0 1 0 6 57 13 0 0 0 0 0 0 41 44 52

SCH PEAK 15:00-16:00 203 200 2 1 0 0 6 57 115 22 3 0 0 0 0 0 37 42 49

PM PEAK 16:30-17:30 207 203 3 1 0 0 0 48 136 20 3 0 0 0 0 0 39 44 49

12 hr 07:00-19:00 2244 2202 32 10 0 5 37 533 1426 225 17 1 0 0 0 0 37 44 49

24 hr 00:00-24:00 2749 2698 39 12 0 7 41 612 1738 317 32 2 0 0 0 0 39 44 49



02/07/2018 00:00 10 10 0 0 0 0 0 2 5 2 1 0 0 0 0 0 39 42 57

02/07/2018 01:00 7 6 0 1 0 0 0 2 3 2 0 0 0 0 0 0 37 45 52

02/07/2018 02:00 1 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 37 37 37

02/07/2018 03:00 3 2 0 1 0 0 0 2 0 0 1 0 0 0 0 0 36 37 65

02/07/2018 04:00 5 5 0 0 0 0 0 1 1 1 1 1 0 0 0 0 39 57 80

02/07/2018 05:00 33 31 1 1 0 0 0 3 18 9 3 0 0 0 0 0 41 47 54

02/07/2018 06:00 119 115 3 1 0 0 0 21 78 19 1 0 0 0 0 0 39 45 52

02/07/2018 07:00 550 536 14 0 0 0 2 177 342 29 0 0 0 0 0 0 37 42 47

02/07/2018 08:00 395 370 20 5 0 0 7 98 253 36 1 0 0 0 0 0 37 42 49

02/07/2018 09:00 325 296 28 1 0 0 3 90 214 18 0 0 0 0 0 0 39 42 47

02/07/2018 10:00 205 181 21 3 0 0 1 65 122 15 1 1 0 0 0 0 37 42 49

02/07/2018 11:00 167 152 11 4 0 0 3 53 102 9 0 0 0 0 0 0 37 42 47

02/07/2018 12:00 231 209 20 2 1 0 1 78 139 12 0 0 0 0 0 0 37 42 47

02/07/2018 13:00 200 179 20 1 1 4 3 74 102 16 0 0 0 0 0 0 36 42 49

02/07/2018 14:00 237 216 20 1 0 0 2 84 144 7 0 0 0 0 0 0 37 42 47

02/07/2018 15:00 246 230 13 3 0 0 1 71 151 22 1 0 0 0 0 0 37 42 49

02/07/2018 16:00 354 343 10 1 0 0 0 110 221 23 0 0 0 0 0 0 37 42 47

02/07/2018 17:00 405 395 10 0 0 0 20 110 231 42 2 0 0 0 0 0 37 42 49

02/07/2018 18:00 281 277 3 1 0 0 0 59 191 28 3 0 0 0 0 0 39 44 49

02/07/2018 19:00 180 177 3 0 0 0 2 26 126 23 3 0 0 0 0 0 39 44 49

02/07/2018 20:00 102 100 2 0 0 0 2 15 61 21 1 2 0 0 0 0 39 45 52

02/07/2018 21:00 79 77 2 0 0 0 1 11 44 20 2 0 1 0 0 0 39 47 54

02/07/2018 22:00 60 59 0 1 0 0 0 25 29 5 1 0 0 0 0 0 36 42 49

02/07/2018 23:00 21 20 0 1 0 0 0 5 9 6 1 0 0 0 0 0 37 47 54

TOTAL 0.5 - 7.0 7.1 - 13.00 13.1 - 25.5 10 20 30 40 50 60 70 80 90 100 110 >110 V15 V50 V85

AM PEAK 08:00-09:00 395 370 20 5 0 0 7 98 253 36 1 0 0 0 0 0 37 42 49

SCH PEAK 15:00-16:00 246 230 13 3 0 0 1 71 151 22 1 0 0 0 0 0 37 42 49

PM PEAK 16:30-17:30 392 382 10 0 0 0 0 112 247 32 1 0 0 0 0 0 37 42 47

12 hr 07:00-19:00 3596 3384 190 22 2 4 43 1069 2212 257 8 1 0 0 0 0 37 42 47

24 hr 00:00-24:00 4216 3987 201 28 2 4 48 1183 2586 365 23 4 1 0 0 0 37 42 49

DIRECTION

LOCATION: WEST BOUND

SUM OF ALL

Tuesday START VEHICLES


26/06/2018 00:00 10 8 0 2 0 0 1 3 2 2 1 1 0 0 0 0 37 49 62

26/06/2018 01:00 5 4 0 1 0 0 0 0 2 2 1 0 0 0 0 0 44 59 70

26/06/2018 02:00 6 5 0 1 0 0 0 0 4 2 0 0 0 0 0 0 42 49 57

26/06/2018 03:00 6 6 0 0 0 0 0 0 3 3 0 0 0 0 0 0 42 50 55

26/06/2018 04:00 10 10 0 0 0 0 0 1 4 4 1 0 0 0 0 0 44 52 59

26/06/2018 05:00 38 35 2 1 0 0 2 6 14 16 0 0 0 0 0 0 37 47 55

26/06/2018 06:00 87 81 5 1 0 0 2 10 49 24 2 0 0 0 0 0 41 47 55

26/06/2018 07:00 242 228 12 2 0 0 6 82 126 25 3 0 0 0 0 0 37 42 49

26/06/2018 08:00 345 324 19 2 0 0 8 144 177 16 0 0 0 0 0 0 36 41 47

26/06/2018 09:00 232 209 20 3 0 3 3 85 127 14 0 0 0 0 0 0 37 42 47

26/06/2018 10:00 216 194 18 4 0 3 8 76 113 15 1 0 0 0 0 0 36 41 47

26/06/2018 11:00 187 166 18 3 1 0 1 69 108 7 1 0 0 0 0 0 36 42 47

26/06/2018 12:00 205 191 13 1 0 0 7 72 115 10 1 0 0 0 0 0 34 41 47

26/06/2018 13:00 223 196 24 3 0 0 8 78 121 13 3 0 0 0 0 0 36 42 47

26/06/2018 14:00 218 190 24 4 0 3 10 72 121 12 0 0 0 0 0 0 34 42 47

26/06/2018 15:00 319 296 22 1 0 0 14 98 179 25 3 0 0 0 0 0 37 42 47

26/06/2018 16:00 441 429 10 2 0 0 9 150 261 21 0 0 0 0 0 0 37 42 47

26/06/2018 17:00 431 421 9 1 0 0 4 157 248 22 0 0 0 0 0 0 37 42 47

26/06/2018 18:00 302 293 7 2 1 0 4 69 197 26 5 0 0 0 0 0 37 44 49

26/06/2018 19:00 161 154 6 1 0 0 0 42 98 20 1 0 0 0 0 0 37 44 49

26/06/2018 20:00 132 130 2 0 0 0 0 28 88 14 2 0 0 0 0 0 39 44 49

26/06/2018 21:00 115 113 1 1 0 2 0 9 80 22 2 0 0 0 0 0 42 47 52

26/06/2018 22:00 70 64 4 2 0 0 3 20 40 6 1 0 0 0 0 0 36 42 49

26/06/2018 23:00 43 41 0 2 0 0 0 10 25 7 0 0 1 0 0 0 37 47 52

TOTAL 0.5 - 7.0 7.1 - 13.00 13.1 - 25.5 10 20 30 40 50 60 70 80 90 100 110 >110 V15 V50 V85

AM PEAK 08:00-09:00 345 324 19 2 0 0 8 144 177 16 0 0 0 0 0 0 36 41 47

SCH PEAK 15:00-16:00 319 296 22 1 0 0 14 98 179 25 3 0 0 0 0 0 37 42 47

PM PEAK 16:30-17:30 459 448 9 2 0 0 4 168 264 23 0 0 0 0 0 0 37 42 47

12 hr 07:00-19:00 3361 3137 196 28 2 9 82 1152 1893 206 17 0 0 0 0 0 37 42 47

24 hr 00:00-24:00 4044 3788 216 40 2 11 90 1281 2302 328 28 1 1 0 0 0 37 42 49

PERCENTILES

LLANTRISANT ROAD, near Cardiff Rd DIRECTION

CATAGORISED BY LENGTH Mtrs SPEED BINS ARE mph & SPEEDS UPTO THE No. EXCEPT >110 ( Over 110 mph )


27/06/2018 00:00 15 14 0 1 0 0 1 0 10 2 2 0 0 0 0 0 41 44 59

27/06/2018 01:00 8 7 0 1 0 0 0 2 4 1 1 0 0 0 0 0 37 49 52

27/06/2018 02:00 5 5 0 0 0 0 0 0 1 3 1 0 0 0 0 0 45 54 70

27/06/2018 03:00 7 6 0 1 0 0 0 3 2 1 1 0 0 0 0 0 34 44 57

27/06/2018 04:00 15 13 2 0 0 0 0 4 9 2 0 0 0 0 0 0 37 44 49

27/06/2018 05:00 29 28 1 0 0 0 1 4 15 8 0 1 0 0 0 0 39 47 55

27/06/2018 06:00 85 81 4 0 0 0 0 13 51 20 1 0 0 0 0 0 39 45 55

27/06/2018 07:00 259 246 12 1 0 0 5 72 145 32 4 1 0 0 0 0 37 42 49

27/06/2018 08:00 356 336 16 4 0 0 0 120 207 27 2 0 0 0 0 0 37 42 49

27/06/2018 09:00 259 231 25 3 0 1 6 85 146 18 3 0 0 0 0 0 37 42 47

27/06/2018 10:00 210 189 19 2 0 0 5 78 111 15 1 0 0 0 0 0 34 42 47

27/06/2018 11:00 214 188 24 2 0 0 6 75 124 8 1 0 0 0 0 0 36 42 47

27/06/2018 12:00 235 217 14 4 0 0 4 88 119 22 2 0 0 0 0 0 37 42 47

27/06/2018 13:00 215 197 16 2 0 0 1 82 115 16 1 0 0 0 0 0 36 42 47

27/06/2018 14:00 253 229 23 1 0 4 8 105 122 12 2 0 0 0 0 0 36 41 45

27/06/2018 15:00 335 308 23 4 0 0 16 146 156 16 1 0 0 0 0 0 34 41 45

27/06/2018 16:00 386 373 11 2 0 1 6 134 222 21 2 0 0 0 0 0 37 42 47

27/06/2018 17:00 427 415 12 0 1 1 2 147 243 30 2 1 0 0 0 0 37 42 47

27/06/2018 18:00 372 365 6 1 0 0 6 111 228 24 3 0 0 0 0 0 37 42 47

27/06/2018 19:00 186 182 2 2 0 0 0 39 119 26 1 1 0 0 0 0 39 44 50

27/06/2018 20:00 141 136 4 1 0 0 2 31 90 11 6 1 0 0 0 0 39 44 49

27/06/2018 21:00 81 79 1 1 0 1 4 16 39 20 1 0 0 0 0 0 37 44 54

27/06/2018 22:00 133 128 3 2 0 0 3 61 56 12 1 0 0 0 0 0 36 41 47

27/06/2018 23:00 37 35 2 0 0 0 1 14 15 6 1 0 0 0 0 0 32 42 50

TOTAL 0.5 - 7.0 7.1 - 13.00 13.1 - 25.5 10 20 30 40 50 60 70 80 90 100 110 >110 V15 V50 V85

AM PEAK 08:00-09:00 356 336 16 4 0 0 0 120 207 27 2 0 0 0 0 0 37 42 49

SCH PEAK 15:00-16:00 335 308 23 4 0 0 16 146 156 16 1 0 0 0 0 0 34 41 45

PM PEAK 16:30-17:30 416 410 6 0 1 2 3 135 243 30 1 1 0 0 0 0 37 42 47

12 hr 07:00-19:00 3521 3294 201 26 1 7 65 1243 1938 241 24 2 0 0 0 0 37 42 47

24 hr 00:00-24:00 4263 4008 220 35 1 8 77 1430 2349 353 40 5 0 0 0 0 37 42 49

LOCATION: LLANTRISANT ROAD, near Cardiff Rd WEST BOUND


28/06/2018 00:00 10 10 0 0 0 0 0 2 6 0 2 0 0 0 0 0 39 47 62

28/06/2018 01:00 6 5 0 1 0 0 0 1 3 2 0 0 0 0 0 0 34 49 59

28/06/2018 02:00 3 3 0 0 0 0 0 0 2 1 0 0 0 0 0 0 42 47 54

28/06/2018 03:00 5 5 0 0 0 0 0 1 4 0 0 0 0 0 0 0 34 42 49

28/06/2018 04:00 9 9 0 0 0 0 0 1 4 3 1 0 0 0 0 0 42 49 54

28/06/2018 05:00 29 28 0 1 0 0 1 5 14 6 2 1 0 0 0 0 39 47 55

28/06/2018 06:00 88 84 3 1 0 0 4 13 49 16 4 2 0 0 0 0 39 47 54

28/06/2018 07:00 249 236 12 1 0 0 2 57 154 35 1 0 0 0 0 0 39 44 49

28/06/2018 08:00 357 338 16 3 0 0 7 115 216 19 0 0 0 0 0 0 37 42 47

28/06/2018 09:00 261 238 19 4 0 2 11 98 129 19 2 0 0 0 0 0 34 41 47

28/06/2018 10:00 292 277 14 1 0 3 10 107 156 13 3 0 0 0 0 0 36 41 47

28/06/2018 11:00 277 248 26 3 0 1 12 112 134 14 4 0 0 0 0 0 36 41 47

28/06/2018 12:00 257 246 7 4 0 2 1 101 140 13 0 0 0 0 0 0 36 42 47

28/06/2018 13:00 243 225 17 1 0 2 11 91 125 14 0 0 0 0 0 0 36 41 47

28/06/2018 14:00 250 222 23 5 0 6 17 88 123 15 1 0 0 0 0 0 34 41 47

28/06/2018 15:00 329 316 10 3 0 1 2 93 210 21 1 1 0 0 0 0 37 42 47

28/06/2018 16:00 452 434 15 3 0 0 4 159 269 18 0 2 0 0 0 0 37 42 47

28/06/2018 17:00 409 389 16 4 0 0 10 122 243 32 2 0 0 0 0 0 37 42 47

28/06/2018 18:00 346 333 11 2 0 4 17 111 185 26 2 1 0 0 0 0 36 42 47

28/06/2018 19:00 195 190 3 2 1 0 3 45 125 21 0 0 0 0 0 0 37 44 49

28/06/2018 20:00 151 147 4 0 0 0 0 26 104 18 3 0 0 0 0 0 39 42 49

28/06/2018 21:00 113 112 1 0 0 0 1 22 71 15 4 0 0 0 0 0 39 44 52

28/06/2018 22:00 86 82 3 1 0 0 3 30 46 6 1 0 0 0 0 0 36 42 49

28/06/2018 23:00 65 62 1 2 0 0 1 17 40 6 1 0 0 0 0 0 37 44 49

TOTAL 0.5 - 7.0 7.1 - 13.00 13.1 - 25.5 10 20 30 40 50 60 70 80 90 100 110 >110 V15 V50 V85

AM PEAK 08:00-09:00 357 338 16 3 0 0 7 115 216 19 0 0 0 0 0 0 37 42 47

SCH PEAK 15:00-16:00 329 316 10 3 0 1 2 93 210 21 1 1 0 0 0 0 37 42 47

PM PEAK 16:30-17:30 461 437 22 2 0 0 12 162 259 25 1 2 0 0 0 0 36 42 47

12 hr 07:00-19:00 3722 3502 186 34 0 21 104 1254 2084 239 16 4 0 0 0 0 36 42 47

24 hr 00:00-24:00 4482 4239 201 42 1 21 117 1417 2552 333 34 7 0 0 0 0 37 42 47

DIRECTION


29/06/2018 00:00 12 11 0 1 0 0 0 1 7 4 0 0 0 0 0 0 41 47 55

29/06/2018 01:00 10 10 0 0 0 0 0 3 6 1 0 0 0 0 0 0 37 44 47

29/06/2018 02:00 10 7 1 2 0 0 0 5 5 0 0 0 0 0 0 0 36 42 44

29/06/2018 03:00 4 3 0 1 0 0 0 0 1 3 0 0 0 0 0 0 44 52 55

29/06/2018 04:00 12 11 1 0 0 0 0 2 5 5 0 0 0 0 0 0 39 49 52

29/06/2018 05:00 30 29 1 0 0 0 1 3 16 8 2 0 0 0 0 0 41 47 55

29/06/2018 06:00 77 74 3 0 0 0 1 10 42 18 4 1 1 0 0 0 41 47 55

29/06/2018 07:00 239 225 12 2 0 0 2 62 148 25 1 1 0 0 0 0 37 44 49

29/06/2018 08:00 290 269 18 3 0 5 3 118 148 15 1 0 0 0 0 0 34 42 47

29/06/2018 09:00 269 250 17 2 0 0 7 78 159 22 3 0 0 0 0 0 37 42 49

29/06/2018 10:00 250 228 20 2 0 0 10 89 131 18 2 0 0 0 0 0 36 42 49

29/06/2018 11:00 221 209 10 2 0 0 10 65 129 17 0 0 0 0 0 0 37 42 47

29/06/2018 12:00 264 240 19 5 0 0 10 83 155 14 2 0 0 0 0 0 36 42 47

29/06/2018 13:00 236 224 10 2 0 0 5 89 131 10 1 0 0 0 0 0 36 42 47

29/06/2018 14:00 275 249 23 3 0 0 11 95 159 9 0 1 0 0 0 0 36 42 47

29/06/2018 15:00 385 361 22 2 0 5 4 82 266 27 1 0 0 0 0 0 37 42 49

29/06/2018 16:00 403 384 19 0 0 0 24 113 245 15 6 0 0 0 0 0 37 42 47

29/06/2018 17:00 367 357 8 2 0 0 2 112 231 19 3 0 0 0 0 0 37 42 47

29/06/2018 18:00 268 258 9 1 0 0 0 83 156 27 2 0 0 0 0 0 37 42 49

29/06/2018 19:00 186 181 3 2 0 0 3 29 123 25 6 0 0 0 0 0 39 44 52

29/06/2018 20:00 95 91 3 1 0 0 0 13 63 16 3 0 0 0 0 0 41 44 52

29/06/2018 21:00 89 86 2 1 0 0 0 20 46 17 3 2 1 0 0 0 37 44 54

29/06/2018 22:00 96 92 3 1 0 0 2 39 42 9 4 0 0 0 0 0 34 42 49

29/06/2018 23:00 57 56 1 0 0 0 1 17 30 8 0 1 0 0 0 0 37 42 50

TOTAL 0.5 - 7.0 7.1 - 13.00 13.1 - 25.5 10 20 30 40 50 60 70 80 90 100 110 >110 V15 V50 V85

AM PEAK 08:00-09:00 290 269 18 3 0 5 3 118 148 15 1 0 0 0 0 0 34 42 47

SCH PEAK 15:00-16:00 385 361 22 2 0 5 4 82 266 27 1 0 0 0 0 0 37 42 49

PM PEAK 16:30-17:30 385 373 11 1 0 0 6 109 249 17 4 0 0 0 0 0 37 42 47

12 hr 07:00-19:00 3467 3254 187 26 0 10 88 1069 2058 218 22 2 0 0 0 0 37 42 47

24 hr 00:00-24:00 4145 3905 205 35 0 10 96 1211 2444 332 44 6 2 0 0 0 37 42 49



30/06/2018 00:00 53 51 1 1 0 0 0 16 28 7 2 0 0 0 0 0 37 44 52

30/06/2018 01:00 25 23 0 2 0 0 0 8 14 3 0 0 0 0 0 0 39 42 49

30/06/2018 02:00 13 13 0 0 0 0 0 4 8 1 0 0 0 0 0 0 31 42 49

30/06/2018 03:00 11 11 0 0 0 0 0 2 4 4 1 0 0 0 0 0 39 44 60

30/06/2018 04:00 10 10 0 0 0 0 0 2 5 3 0 0 0 0 0 0 39 47 57

30/06/2018 05:00 12 12 0 0 0 0 0 0 8 3 0 1 0 0 0 0 44 49 57

30/06/2018 06:00 35 35 0 0 1 0 0 4 20 8 2 0 0 0 0 0 41 47 55

30/06/2018 07:00 80 75 3 2 1 1 1 14 45 15 3 0 0 0 0 0 39 44 52

30/06/2018 08:00 159 138 13 8 1 2 1 37 86 27 5 0 0 0 0 0 37 44 52

30/06/2018 09:00 206 187 18 1 1 1 3 70 113 17 1 0 0 0 0 0 37 42 47

30/06/2018 10:00 257 239 15 3 2 1 2 73 150 26 3 0 0 0 0 0 37 42 49

30/06/2018 11:00 272 250 16 6 0 0 2 87 163 16 3 0 1 0 0 0 37 42 47

30/06/2018 12:00 260 245 14 1 0 0 7 77 148 25 1 1 1 0 0 0 37 42 49

30/06/2018 13:00 274 264 10 0 0 0 4 81 165 24 0 0 0 0 0 0 37 42 49

30/06/2018 14:00 245 234 11 0 0 1 0 78 142 21 3 0 0 0 0 0 37 42 49

30/06/2018 15:00 186 179 4 3 0 0 1 46 115 20 1 3 0 0 0 0 37 42 49

30/06/2018 16:00 251 243 7 1 0 0 4 69 154 19 3 1 1 0 0 0 37 44 49

30/06/2018 17:00 231 221 9 1 0 0 5 72 133 17 4 0 0 0 0 0 36 42 49

30/06/2018 18:00 186 179 5 2 0 0 1 43 125 14 2 1 0 0 0 0 37 42 49

30/06/2018 19:00 136 132 3 1 0 0 2 19 84 30 1 0 0 0 0 0 39 47 52

30/06/2018 20:00 106 103 1 2 0 0 1 18 73 10 3 0 1 0 0 0 39 44 49

30/06/2018 21:00 70 68 0 2 0 0 0 22 40 8 0 0 0 0 0 0 37 44 49

30/06/2018 22:00 72 68 2 2 0 0 4 27 36 5 0 0 0 0 0 0 36 41 47

30/06/2018 23:00 69 67 1 1 0 0 3 20 41 5 0 0 0 0 0 0 36 42 49

TOTAL 0.5 - 7.0 7.1 - 13.00 13.1 - 25.5 10 20 30 40 50 60 70 80 90 100 110 >110 V15 V50 V85

AM PEAK 08:00-09:00 159 138 13 8 1 2 1 37 86 27 5 0 0 0 0 0 37 44 52

SCH PEAK 15:00-16:00 186 179 4 3 0 0 1 46 115 20 1 3 0 0 0 0 37 42 49

PM PEAK 16:30-17:30 240 231 9 0 0 0 2 60 150 20 7 1 0 0 0 0 37 44 49

12 hr 07:00-19:00 2607 2454 125 28 5 6 31 747 1539 241 29 6 3 0 0 0 37 42 49

24 hr 00:00-24:00 3219 3047 133 39 6 6 41 889 1900 328 38 7 4 0 0 0 37 42 49

DIRECTION


01/07/2018 00:00 54 53 0 1 0 0 0 15 31 8 0 0 0 0 0 0 37 42 49

01/07/2018 01:00 28 26 0 2 0 0 0 7 16 3 1 1 0 0 0 0 39 44 54

01/07/2018 02:00 19 18 1 0 0 0 0 2 13 2 2 0 0 0 0 0 41 44 55

01/07/2018 03:00 8 8 0 0 0 0 0 1 4 3 0 0 0 0 0 0 44 49 55

01/07/2018 04:00 10 10 0 0 0 0 0 1 3 4 1 1 0 0 0 0 44 55 67

01/07/2018 05:00 11 10 1 0 0 0 0 1 4 3 1 1 1 0 0 0 44 52 72

01/07/2018 06:00 25 24 1 0 0 0 0 3 12 9 1 0 0 0 0 0 41 49 54

01/07/2018 07:00 45 43 2 0 0 1 1 4 28 11 0 0 0 0 0 0 41 44 54

01/07/2018 08:00 92 85 5 2 0 1 5 20 49 13 3 1 0 0 0 0 37 44 55

01/07/2018 09:00 137 130 7 0 3 0 1 38 79 14 2 0 0 0 0 0 36 42 49

01/07/2018 10:00 170 166 3 1 0 4 1 34 115 14 0 2 0 0 0 0 37 42 49

01/07/2018 11:00 234 226 8 0 1 1 2 76 140 13 1 0 0 0 0 0 37 42 47

01/07/2018 12:00 237 232 4 1 0 0 6 64 152 13 1 0 1 0 0 0 37 42 47

01/07/2018 13:00 219 204 8 7 21 0 0 73 113 10 2 0 0 0 0 0 34 41 47

01/07/2018 14:00 223 220 2 1 0 0 4 81 122 16 0 0 0 0 0 0 37 42 47

01/07/2018 15:00 230 229 1 0 0 2 2 71 138 14 3 0 0 0 0 0 36 42 49

01/07/2018 16:00 236 234 1 1 0 6 1 63 151 13 2 0 0 0 0 0 37 42 49

01/07/2018 17:00 186 185 1 0 0 0 1 39 126 19 0 0 1 0 0 0 39 42 49

01/07/2018 18:00 164 162 1 1 0 0 1 36 114 12 1 0 0 0 0 0 39 42 49

01/07/2018 19:00 115 111 4 0 0 0 2 31 76 6 0 0 0 0 0 0 37 42 49

01/07/2018 20:00 82 80 0 2 0 0 0 16 48 16 2 0 0 0 0 0 39 44 52

01/07/2018 21:00 80 79 1 0 0 0 1 24 43 9 3 0 0 0 0 0 37 44 50

01/07/2018 22:00 44 43 1 0 0 0 0 11 21 9 2 1 0 0 0 0 37 44 55

01/07/2018 23:00 28 26 0 2 0 0 0 3 20 4 1 0 0 0 0 0 41 44 52

TOTAL 0.5 - 7.0 7.1 - 13.00 13.1 - 25.5 10 20 30 40 50 60 70 80 90 100 110 >110 V15 V50 V85

AM PEAK 08:00-09:00 92 85 5 2 0 1 5 20 49 13 3 1 0 0 0 0 37 44 55

SCH PEAK 15:00-16:00 230 229 1 0 0 2 2 71 138 14 3 0 0 0 0 0 36 42 49

PM PEAK 16:30-17:30 217 216 1 0 0 0 1 61 135 18 1 0 1 0 0 0 39 42 49

12 hr 07:00-19:00 2173 2116 43 14 25 15 25 599 1327 162 15 3 2 0 0 0 37 42 49

24 hr 00:00-24:00 2677 2604 52 21 25 15 28 714 1618 238 29 7 3 0 0 0 37 42 49



02/07/2018 00:00 10 9 0 1 0 0 0 1 7 1 1 0 0 0 0 0 41 47 54

02/07/2018 01:00 6 5 0 1 0 0 0 2 2 2 0 0 0 0 0 0 34 49 60

02/07/2018 02:00 2 2 0 0 0 0 0 0 0 2 0 0 0 0 0 0 55 57 57

02/07/2018 03:00 3 2 0 1 0 0 0 0 2 1 0 0 0 0 0 0 44 44 52

02/07/2018 04:00 9 8 1 0 0 0 1 1 5 2 0 0 0 0 0 0 34 44 52

02/07/2018 05:00 32 31 1 0 0 0 1 5 13 12 1 0 0 0 0 0 39 49 55

02/07/2018 06:00 73 71 1 1 0 0 1 13 41 14 3 1 0 0 0 0 39 44 55

02/07/2018 07:00 250 237 10 3 1 0 2 93 133 20 0 1 0 0 0 0 37 42 49

02/07/2018 08:00 326 311 13 2 0 0 2 102 199 23 0 0 0 0 0 0 37 42 49

02/07/2018 09:00 235 212 23 0 0 0 8 70 139 17 1 0 0 0 0 0 37 42 47

02/07/2018 10:00 189 169 19 1 0 0 1 69 102 14 3 0 0 0 0 0 37 42 47

02/07/2018 11:00 217 198 18 1 0 0 1 73 126 16 1 0 0 0 0 0 37 42 49

02/07/2018 12:00 213 192 18 3 0 0 6 66 129 11 1 0 0 0 0 0 36 42 47

02/07/2018 13:00 200 183 16 1 0 0 4 83 98 12 3 0 0 0 0 0 36 41 47

02/07/2018 14:00 256 225 27 4 0 0 10 93 139 14 0 0 0 0 0 0 36 41 47

02/07/2018 15:00 301 274 26 1 0 0 7 100 175 16 3 0 0 0 0 0 37 42 47

02/07/2018 16:00 460 448 10 2 0 0 5 150 281 20 4 0 0 0 0 0 37 42 47

02/07/2018 17:00 380 368 12 0 0 0 3 128 234 14 1 0 0 0 0 0 37 42 47

02/07/2018 18:00 286 278 5 3 0 2 12 69 169 29 5 0 0 0 0 0 37 42 49

02/07/2018 19:00 188 184 1 3 0 0 0 36 121 25 4 2 0 0 0 0 39 44 52

02/07/2018 20:00 121 117 3 1 0 0 0 34 67 17 3 0 0 0 0 0 39 44 52

02/07/2018 21:00 82 80 1 1 0 0 0 22 48 10 1 1 0 0 0 0 37 42 49

02/07/2018 22:00 57 52 3 2 0 0 2 22 29 3 1 0 0 0 0 0 34 42 47

02/07/2018 23:00 20 19 0 1 0 0 0 6 13 1 0 0 0 0 0 0 37 42 49

TOTAL 0.5 - 7.0 7.1 - 13.00 13.1 - 25.5 10 20 30 40 50 60 70 80 90 100 110 >110 V15 V50 V85

AM PEAK 08:00-09:00 326 311 13 2 0 0 2 102 199 23 0 0 0 0 0 0 37 42 49

SCH PEAK 15:00-16:00 301 274 26 1 0 0 7 100 175 16 3 0 0 0 0 0 37 42 47

PM PEAK 16:30-17:30 434 424 9 1 0 0 2 134 276 19 3 0 0 0 0 0 37 42 47

12 hr 07:00-19:00 3313 3095 197 21 1 2 61 1096 1924 206 22 1 0 0 0 0 37 42 47

24 hr 00:00-24:00 3916 3675 208 33 1 2 66 1238 2272 296 36 5 0 0 0 0 37 42 49

DIRECTION

LOCATION LLANTRISANT ROAD, near Cardiff RdN.B. Vehicles are catagorised by length ( Metres ) 0.5 - 7.0 mtrs

7.1 - 13.0 mtrs

13.1 - 25.5 mtrs

DATE

DAY

DIRECTION OF FLOW

EAST

BOUND

WEST

BOUND

EAST

BOUND

WEST

BOUND

EAST

BOUND

WEST

BOUND

EAST

BOUND

WEST

BOUND

EAST

BOUND

WEST

BOUND

EAST

BOUND

WEST

BOUND

EAST

BOUND

WEST

BOUND

AM Peak FLOWS

0.5 - 7.0 mtrs 430 324 458 336 456 338 355 269 136 138 75 85 370 311

7.1 - 13.0 mtrs 22 19 24 16 21 16 16 18 17 13 1 5 20 13

13.1 - 25.5 mtrs 2 2 4 4 3 3 4 3 0 8 1 2 5 2

Total 08:00-09:00 454 345 486 356 480 357 375 290 153 159 77 92 395 326

2 Way

SPEED %ile

AM Peak 50%ile 42 41 41 42 42 42 44 42 42 44 44 44 42 42

AM Peak 85%ile 47 47 47 49 49 47 50 47 49 52 52 55 49 49

08:00-09:00

School Peak FLOWS

0.5 - 7.0 mtrs 233 296 276 308 267 316 288 361 169 179 200 229 230 274

7.1 - 13.0 mtrs 14 22 7 23 9 10 5 22 3 4 2 1 13 26

13.1 - 25.5 mtrs 1 1 3 4 1 3 4 2 1 3 1 0 3 1

Total 14:30-15:30 248 319 286 335 277 329 297 385 173 186 203 230 246 301

2 Way

SPEED %ile

SCHOOL Peak 50%ile 42 42 41 41 42 42 42 42 44 42 42 42 42 42

SCHOOL Peak 85%ile 49 47 47 45 47 47 49 49 49 49 49 49 49 47

14:30-15:30

PM Peak FLOWS

0.5 - 7.0 mtrs 392 448 421 410 413 437 350 373 188 231 203 216 382 424

7.1 - 13.0 mtrs 9 9 10 6 8 22 6 11 8 9 3 1 10 9

13.1 - 25.5 mtrs 2 2 4 0 2 2 4 1 1 0 1 0 0 1

Total 16:30-17:30 403 459 435 416 423 461 360 385 197 240 207 217 392 434

2 Way

SPEED %ile

PM Peak 50%ile 42 42 42 42 41 42 42 42 42 44 44 42 42 42

PM Peak 85%ile 47 47 47 47 47 47 49 47 49 49 49 49 47 47

16:30-17:30

12 Hr FLOWS

0.5 - 7.0 mtrs 3481 3137 3664 3294 3886 3502 3329 3254 2449 2454 2202 2116 3384 3095

7.1 - 13.0 mtrs 203 196 181 201 173 186 146 187 138 125 32 43 190 197

13.1 - 25.5 mtrs 27 28 36 26 33 34 33 26 15 28 10 14 22 21

07:00-19:00 3711 3361 3881 3521 4092 3722 3508 3467 2602 2607 2244 2173 3596 3313

2 Way

SPEED

50%ile 42 42 42 42 42 42 42 42 42 42 44 42 42 42

85%ile 47 47 47 47 47 47 49 47 49 49 49 49 47 47

07:00-19:00

24 Hr FLOWS

0.5 - 7.0 mtrs 4104 3788 4392 4008 4585 4239 4054 3905 3040 3047 2698 2604 3987 3675

7.1 - 13.0 mtrs 219 216 193 220 182 201 161 205 149 133 39 52 201 208

13.1 - 25.5 mtrs 34 40 42 35 39 42 38 35 21 39 12 21 28 33

24 HOURS 4357 4044 4627 4263 4806 4482 4253 4145 3210 3219 2749 2677 4216 3916

2 Way

SPEED

50%ile 42 42 42 42 42 42 42 42 42 42 44 42 42 42

85%ile 49 49 49 49 47 47 49 49 49 49 49 49 49 49

02/07/2018

Tuesday Wednesday Thursday Friday Saturday Sunday Monday

26/06/2018 27/06/2018 28/06/2018 29/06/2018 30/06/2018 01/07/2018

169 721

567 621 606 682 359 433 547

799 842 837 665 312

424 826

7072 7402 7814 6975 5209 4417 6909

862 851 884 745 437

5426 81328401 8890 9288 8398 6429

LOCATION LLANTRISANT ROAD, near Cardiff Rd

DATE

DAY

DIRECTION OF FLOW

EAST

BOUND

WEST

BOUND

EAST

BOUND

WEST

BOUND

EAST

BOUND

WEST

BOUND

EAST

BOUND

WEST

BOUND

EAST

BOUND

WEST

BOUND

EAST

BOUND

WEST

BOUND

EAST

BOUND

WEST

BOUND

AM Peak FLOWS

08:00-09:00 454 345 486 356 480 357 375 290 153 159 77 92 395 326

2 Way

SPEED %ile

AM Peak 50%ile 42 41 41 42 42 42 44 42 42 44 44 44 42 42

AM Peak 85%ile 47 47 47 49 49 47 50 47 49 52 52 55 49 49

08:00-09:00

School Peak FLOWS

14:30-15:30 248 319 286 335 277 329 297 385 173 186 203 230 246 301

2 Way

SPEED %ile

SCHOOL Peak 50%ile 42 42 41 41 42 42 42 42 44 42 42 42 42 42

SCHOOL Peak 85%ile 49 47 47 45 47 47 49 49 49 49 49 49 49 47

14:30-15:30

PM Peak FLOWS

16:30-17:30 403 459 435 416 423 461 360 385 197 240 207 217 392 434

2 Way

SPEED %ile

PM Peak 50%ile 42 42 42 42 41 42 42 42 42 44 44 42 42 42

PM Peak 85%ile 47 47 47 47 47 47 49 47 49 49 49 49 47 47

16:30-17:30

12 Hr FLOWS

07:00-19:00 3711 3361 3881 3521 4092 3722 3508 3467 2602 2607 2244 2173 3596 3313

2 Way

SPEED

50%ile 42 42 42 42 42 42 42 42 42 42 44 42 42 42

85%ile 47 47 47 47 47 47 49 47 49 49 49 49 47 47

07:00-19:00

24 Hr FLOWS

24 HOURS 4357 4044 4627 4263 4806 4482 4253 4145 3210 3219 2749 2677 4216 3916

2 Way

SPEED

50%ile 42 42 42 42 42 42 42 42 42 42 44 42 42 42

85%ile 49 49 49 49 47 47 49 49 49 49 49 49 49 49

5426 81328401 8890 9288 8398 6429

424 826

7072 7402 7814 6975 5209 4417 6909

862 851 884 745 437

169 721

567 621 606 682 359 433 547

799 842 837 665 312

02/07/2018

Tuesday Wednesday Thursday Friday Saturday Sunday Monday

26/06/2018 27/06/2018 28/06/2018 29/06/2018 30/06/2018 01/07/2018

APPENDIX C

2018 Base Flow Diagram

Arr Dep

0 0

0 425

0

0

0 120

1532 330 0 0 0 0 83 342

0 0 59

516 516 457

259 0 0 61

1207 152 310 346 346 263

154 A B C

A 330 1532

B 259 310

C 1207 152

2018 AM - Total Vehicles

Sitee

Cardiff Road

Llantrisant Road

A4119

Arr Dep

0 0

0 173

0

0

0 497

1325 361 0 0 0 0 73 100

0 0 178

513 513 335

339 0 0 319

1806 299 180 422 422 349

154 A B C

A 361 1325

B 339 180

C 1806 299

2018 PM - Total Vehicles

Sitee

Cardiff Road

Llantrisant Road

A4119

APPENDIX D

PIC Data

Easting Northing Year AccidentReference NumberOfVehicles NumberOfCasualties DateOfAccident TimeOfAccident AccidentDescription AccidentLocation SpeedLimit JunctionDetail LightConditions Weather RoadSurfaceCondition SpecialConditionsAtSite CarriagewayHazards Severity ContributoryFactor1 CF1ParticipantType CF1Confidence ContributoryFactor2 CF2ParticipantType CF2Confidence ContributoryFactor3 CF3ParticipantType CF3Confidence ContributoryFactor4 CF4ParticipantType CF4Confidence ContributoryFactor5 CF5ParticipantType CF5Confidence ContributoryFactor6 CF6ParticipantType CF6Confidence RoadNumber1 RoadNumber2

309040 180990 2012 1200482 002 001 01-Jul-12 1903 VEH WAS FOLLOWING TO REAR OF CYCLIST CYCLIST HAS GONE TO TURN RIGHT AND VEH HAS ATTEMPTED TO OVER TAKE AND STRUCK CYCLIST. Junction of Heol Pant y Gored, Creigau, Cardiff 060 03 2 1 1 0 0 3 405 V A 406 V A 407 V A 404 V A 0000

305850 179940 2012 1200569 001 001 12-Jul-12 2007 V1 HAS LOST CONTROL AFTER AQUA PLANING JUNC 34 TO 35 WESTBOUND APPROX TWO MILES WEST OF JUNC 34 070 00 2 2 2 0 0 3 103 V A 0004

305710 180030 2012 1200601 002 002 18-Jul-12 0822 V1 STARTED TO PULL OFF NOT REALISING V2 HAD NOT PULLED OFF AND WAS STATIONARY INFRONT SLIP ROAD EAST BOUND ON M4 AT JUNCTION 34 070 05 1 2 2 0 0 3 405 V A 0000 0004

309080 181050 2012 1200886 002 002 24-Aug-12 2140

VEH 1 WAS TRAVELLING UP THE GRADIENT AND APPEARS TO HAVE AQUA PLANED ON FLOOD WATER, MOVING INTO THE PATH OF AND COLLIDING

WITH VEH 2 WHO WAS TRAVELLING DOWN THE ROAD. HEOL PANT Y GORED, CARDIFF 030 03 4 5 5 0 0 3 707 V A 0000

307690 180790 2012 1200994 001 001 20-Sep-12 0056 DRIVER OF V1 LOST CONTROL ON RIGHT HAND BEND, LEFT CARRIAGEWAY TO OFFSIDE, HIT HEDGEROW & OVERTURNED. A4119 - 350 MTRS EAST JUNCTION WITH TYNANT ROAD, GROESFAEN 060 00 4 1 1 0 0 3 602 V B 307 V B 4119

309850 179970 2012 1201044 001 001 24-Sep-12 1958 VEHICLE TRAVELLING AT EXCESSIVE SPEED, LEFT CARRIAGEWAY & COLLIDED WITH A TREE A4119 - LLANTRISANT ROAD, CAPEL LLANILTERN 040 00 2 1 1 0 0 3 410 V A 409 V A 408 V A 605 V A 601 V B 602 V B 4119

305770 179970 2012 1201120 001 001 06-Oct-12 0924 V1 LOST CONTROL AND STRUCK OFFSIDE METAL BARRIER A4119 , JUNCTION 34 OVERHEAD BRIDGE 050 01 1 1 1 0 0 3 410 V A 4119 0004

305660 181090 2012 1201231 002 001 29-Oct-12 1825 V2 WAS STATIONARY AT RED LIGHT & V1 FAILED TO NOTICE RED LIGHT & COLLIDED WITH REAR OF V2. A4119 - LLANTRISANT ROAD 050 03 4 1 2 0 0 3 501 V A 4119

305880 180400 2012 1201355 003 003 12-Nov-12 1747 TRAFFIC WAS MOVING ALONG THE A4119, TRAFFIC SLOWED, V1 FAILED TO SLOW AND COLLIDED WITH THE REAR OF V2 PUSHING IT FORWARD INTO A4119, 400M NORTH OF JUNCTION 34, M4 050 00 4 1 2 0 0 3 406 V A 405 V B 4119

307720 180780 2012 1201396 002 004 15-Nov-12 1159 V1 HAS NEGOTIATED LEFT HAND BEND AND D1 HAS CROSSED CARRIAGEWAY INTO PATH OF V2. A4119 LLANTRISANT ROAD, CAPEL LLANILLTERN 030 00 3 1 1 0 0 3 602 V A 4119

305850 179910 2012 1201552 001 001 28-Nov-12 0718 V1 TRAV WEST ALONG M4 WHEN WHEELS LOCKED ON TRACTOR UNIT CAUSING IT TO JACK KNIFE. M4 WEST JNC. 34 (BETWEEN SLIP ROADS), NR. LLANTRISANT, SOUTH WALES. 070 00 2 1 1 0 0 3 203 V A 0004

308030 181020 2013 1300375 001 001 10-Feb-13 1243 DRIVER OF V1 HAS FALLEN OUT OF VAN DOOR WHILST TURNING LEFT. LLYS DEWI, CARDIFF 030 01 1 1 1 0 0 3 999 V A

305680 181100 2013 1300666 002 001 19-Apr-13 1505 V2 STOPPED AT TRAFFIC LIGHTS, V1 FAILED TO STOP ON TIME & COLLIDED WITH REAR OF V2. A4119 - TRAFFIC LIGHTS OUTSIDE CASTE4LL MYNACH PUBLIC HOUSE, LLANTRISANT 030 03 1 1 1 0 0 3 406 V A 408 V B 4119

305850 179940 2013 1300691 004 003 18-Apr-13 0832

V4 HAS BRAKED HEAVILY TO AVOID VEHICLE THAT HAS BRAKED IN FRONT OF HER ON MOTORWAY. V1 HAS BRAKED AND COLLIDED WITH V2 WHICH

IN TURN HAS COLLIDED WITH V3. M4 J34 LLANTRISANT 070 00 1 1 1 0 0 3 308 V A 308 V A 308 V A 308 V A 0004

308960 180350 2013 1301144 002 002 02-Jul-13 0828

V1 ROUNDED THE BEND AND TO AVOID QUEUEING TRAFFIC BRAKED AND SKIDDED CAUSING THE VEHICLE TO CROSS THE CARRIAGEWAY INTO THE

PATH OF V2 A4119, LLANTRISANT ROAD, CREIGIAU, CARDIFF 060 03 1 1 1 0 0 3 108 V B 307 V B 4119

310550 180250 2013 1301422 001 001 08-Aug-13 1434 V1 HAS MADE CONTACT WITH BARRIER ON CENTRAL RESERVATION AND CAUSED DAMAGE TO FRONT AXLE RENDERING VEHICLE UNDRIVEABLE. M4 WESTBOUND JUNCTION 33 070 00 1 1 1 0 0 3 410 V B 602 V B 0004

305900 180030 2013 1301516 002 001 04-Sep-13 0901 V2 STATIONARY AT APPROACH TO ROUNDABOUT WAITING TO ENTER, V1 HAS BELEIVED V2 MOVING OFF AND HAS COLLIDED WITH ITS REAR. A4119, ROUNDABOUT, PONTYLCLUN 070 01 1 1 1 0 0 3 405 V A 406 V A 4119 0004

305620 181190 2013 1301544 002 001 05-Sep-13 1523

V2 HAS BROKEN DOWN IN CARRIAGEWAY WITH HAZZARD LIGHTS ILLUMINATED WHEN V1 HAS FAILED SEE V2 AND HAS COLLIDED WITH REAR OF V2

CAUSING DAMAGE. A4119, LLANTRISANT 030 00 1 1 1 0 0 3 405 V A 999 V A 4119

310110 179970 2013 1301607 002 002 17-Sep-13 0740 V2 HAS SLOWED FOR UNKNOWN REASON AND V1 HAS FAILED TO STOP/REACT IN TIME AND HAS COLLIDED WITH REAR OF V2. A4119 LLANTRISANT ROAD, CARDIFF. 060 00 1 1 1 0 0 3 405 V A 406 V A 4119

305820 179950 2013 1301728 002 003 26-Sep-13 0820 V2 WAS COMING TO A STOP IN STATIONARY TRAFFIC, V1 FAILED TO NOTICE AND COLLIDED WITH REAR OF V2 SENDING IT ACROSS THE M4 EASTBOUND JUNCTION 34 070 00 2 2 2 0 0 3 406 V A 0004

305610 181220 2013 1302181 002 001 28-Nov-13 0916 V1 HAS BRAKED DUE TO HEAVY TRAFFIC, V2 HAS FAILED TO NOTICE AND COLLIDED WITH REAR OF V1. A4119 LLANTRISANT 050 00 1 1 2 0 0 3 406 V A 408 V B 405 V B 4119

309610 179970 2013 1302310 003 002 23-Dec-13 1723

V1 IN LINE OF TRAFFIC MOVED OVER TO HAVE VIEW OF ROAD AND HAS MOVED ONTO HATCHED MARKINGS AND HAS COLLIDED WITH V2 CAUSING

V2TO SPIN AND COLLIDE WITH V3 WHICH WAS BEHIND V1. LLANTRISANT ROAD, CARDIFF. 060 00 4 2 2 0 0 3 303 V A 403 V A 4119

309800 179968 2014 1400219 002 001 10-Feb-14 1814 999-OVERTAKING ON APPROACH TO JUNCTION AND COLLIDED WITH VEHICLE EXITING JUNCTION. LLANTRISANT ROAD CAPEL LLANILLTERN CARDIFF 040 08 4 1 1 0 0 3 403 V A 999 V A 4119

310420 180170 2014 1400256 003 004 07-Feb-14 0540 V1 COLLIDED WITH V2 PUSHING V2 INTO V3 M4 - BETWEEN JUNCTIONS 32 & 33 WESTBOUND 070 00 6 2 2 0 0 3 405 V B 410 V B 509 V B 602 V B 0004

305913 180026 2014 1400551 002 001 24-Mar-14 0800 V2 STOPPED AT JUNCTION TO ROUNDABOUT & V1 FOLLOWING BEHIND FAILED TO STOP ON TIME & COLLIDED WITH REAR OF V2. A4119 - ROUNDABOUT ADJOINING SLIP ROAD FROM M4 - JUNCTION 34 PONTYCLUN 050 01 1 1 1 0 0 3 308 V A 405 V A 408 V B 4119 0004

305803 180015 2014 1400680 002 002 08-Apr-14 0815

V2 HAS BEEN WAITING TO MOVE ONTO ROUNDABOUT AND SUBSQUENTLY V1 HAS COLLIDED WITH REAR OF V2 AT SLOW SPEED - INJURY SUSTAINED

TO BOTH DRIVERS M4 OFFSLIP AT JUNCTION 34 EASTBOUND PONTYCLUN RHONDDA CYNON TAFF 070 05 1 1 1 0 0 3 405 V A 4119 0004

305913 180021 2014 1400846 002 002 03-May-14 1528 V1 COLLIDED WITH REAR OF V2 AT ROUNDABOUT. A4119 JUNCTION WITH M4 PONTYCLUN 070 01 1 1 1 0 0 3 4119 0004

305673 181103 2014 1401032 002 001 07-Jun-14 1421

V1 CONTRAVENED THE RED TRAFFIC SIGNAL WHILST GOING STRAIGHT AHEAD AT THE JUNCTION AND COLLIDED WITH V2 WHICH WAS TURNING

RIGHT AT THE JUNCTION. OUTSIDE THE CASTELL MYNACH A4119 J/W A4119 MISKIN MID GLAMORGAN 050 06 1 1 1 0 0 3 301 V A 405 V A 4119

310026 180864 2014 1401104 001 002 16-Jun-14 2350 D1 INEXPERIENCED ANDHAS COLLIDED WITH WALL AT JUNCTION. STAR LANE J/W HEOL Y PARC CARDIFF 060 03 6 1 1 0 0 3 405 V A 605 V B

308870 180365 2014 1401284 003 001 11-Jul-14 1534 "V1 TURNED ACROSS THE PATH OF V2 CAUSING V2 TO SWERVE INTO V3, V1 HAS THEN COLLIDED WITH V2." "LLANTRISANT ROAD JUNCTION WITH CARDIFF ROAD, CARDIFF" 040 03 1 1 1 0 0 3 405 V A 403 V A 409 V A 307 V B 4119

305912 180021 2014 1401664 002 002 09-Sep-14 1226

"V1 & V2 BOTH BEHIND EACH OTHER AT THE JUNCTION TO THE ROUNDABOUT WHEN ON ENTERING THE ROUNDABOUT V1 COLLIDED WITH THE REAR

OF V2." "ROUNDABOUT A4119/M4, PONTYCLUN, MID GLAMORGAN" 070 01 1 1 1 0 0 3 308 V B 406 V A 408 V B 4119 0004

305909 180035 2014 1401775 001 001 28-Sep-14 1811

"V1 APPROACHED ROUNDABOUT FROM A4119. THE BRAKES FAILED TO WORK AND THE VEHICLE ENTERED THE ROUNDABOUT AT EXCESSIVE SPEED.

THE HANDBRAKE WAS APPLIED TO ATTEMPT TO SLOW THE VEHICLE HOWEVER THIS RESULTED IN THE DRIVER LOSING CONTROL AND COLLIDING

WITH A NEA "A4119, LLANTRISANT ROAD, SOUTHBOUND CARRIAGEWAY, ROUNDABOUT WITH JUNCTION 34, RHONDDA CYNON TAFF" 050 01 1 1 1 0 0 3 203 V A 4119 0004

305567 181313 2015 1500044 002 002 08-Jan-15 1723

"V2 HAS COME TO STOP IN THE LINE OF TRAFFIC, V1 HAS FAILED TO STOP IN TIME AND COLLIDED INTO THE REAR OF V2. MINOR INJURIES TO DRIVERS

OF V1 AND V2" "A4119, SOUTHBOUND PRIOR TO CASTLE MYNYDD PUB, LLANTRISANT, RHONDDA CYNON TAFF" 050 00 4 1 2 0 0 3 405 V A 4119

310187 179995 2015 1500149 002 004 24-Jan-15 1445

"V2 TRAVELLING WEST ON M4 APPROACHING JUNCTION 33, V1 DIRECTLY BEHIND. V1 BEGAN BRAKING AND SLOWING DUE TO BACKLOG OF TRAFFIC

AHEAD. APPEARS V1 TRAVELLING TOO CLOSE AND DRIVER UNABLE TO STOP IN TIME. FRONT OF V1 INTO REAR OF V2. SUBSTANTIAL DAMAGE TO V1, "M4, CAPEL LLANILTERN, CARDIFF, WESTBOUND CARRIAGEWAY APPROX 500 METRES PRIOR TO JUNCTION 33" 070 00 1 1 1 0 0 3 406 V A 308 V A 0004

310432 180187 2015 1500224 002 001 05-Feb-15 1557

"V1 BRAKED HEAVILY DUE TO TRAFFIC AHEAD SLOWING DOWN RESULTING IN V1 LOSING CONTROL & COLLIDING WITH CENTRAL BARRIER. V2 THEN

COLLIDED WITH V1." "M4 WESTBOUND - 700 YARDS PRIOR TO JUNCTION 33" 070 00 1 1 1 0 0 3 408 V A 409 V A 410 V A 0004

305720 181122 2015 1500570 002 001 31-Mar-15 1021

"V1 WAS TURNING RIGHT OUT OF CAR PARK TO CASTELL MYNACH, IN DOING SO IT HAS PULLED OUT IN FRONT OF V2 WHICH HAD TURNED AND

CONTINUED A4119 FROM A4119. INJURY TO DRIVER OF V2" "A4119, JUNCTION WITH CASTELL MYNACH PUBLIC HOUSE, MISKIN, RHONDDA CYNON TAFF" 050 03 1 1 1 0 0 3 405 V B 602 V A 4116

308689 180665 2015 1500804 002 001 01-May-15 1529

"V1 AND V2 TRAVELLING IN THE SAME DIRECTION ALONG CARDIFF ROAD, V2 HAS SLOWED TO ALLOW AN ONCOMING VEHICLE THROUGH A

NARROWING GAP, V1 HAS COLLIDED WITH V2 TO THE REAR. INJURY TO DRIVER OF V1" "CARDIFF ROAD BY JUNCTION WITH BRUMMELL DRIVE, CREIGIAU, CARDIFF" 030 03 1 1 1 0 0 3 405 V A 308 V A 509 V B

308842 180485 2015 1500894 001 001 25-May-15 1636 "VEHILCE HAS FOR UNKNOWN REASON LEFT THE CARRIAGEWAY AND COLLIDED WITH A LARGE BOULDER AND OVERTURNED." "CARDIFF ROAD, CREIGIAU, CARDIFF" 030 00 1 1 1 0 0 3 501 V A 410 V A

305802 180015 2015 1501240 002 003 25-Jul-15 1055

"V2 WAS STATIONARY AT THE TOP OF THE SLIP ROAD, WAITING TO ENTER THE ROUNDABOUT AT THE INTERCHANGE, WHEN V1 STRUCK THE REAR OF

THE VEHICLE (V2). POLICE WERE NOT CALLED TO THE INCIDENT, AND SEC 170 WAS COMPLIED WITH. INJURY TO DRIVER AND TWO PASSENGERS IN "M4 JUNCTION 34 EASTBOUND OFF-SLIP 070 05 1 1 1 0 0 3 4119 0004

309092 180253 2015 1501293 003 001 02-Aug-15 1950

"AFTER HAVING OVERTAKEN A STATIONARY VEHICLE, V1 MOTORCYCLE COLLIDED WITH THE REAR OFFSIDE OF V2 WHICH WAS WAITING TO TURN

RIGHT. THE RIDER OF V1 WAS THROWN FROM THE MOTORCYCLE INTO THE C/WAY. V3 TRAVELLING IN THE OPPOSITE C/WAY COLLIDED WITH V1." "A4119 LLANTRISANT ROAD, CAPEL LLANILLTERN, CA 040 00 1 1 1 0 0 2 602 V A 4119

307630 180783 2015 1501343 001 001 11-Aug-15 0158 "D1 STATES AN ANIMAL HAS RUN INTO ROAD CAUSING D1 TO SWERVE. V1 HAS GONE THROUGH HEDGE FLIPPING OVER AND COLLIDING WITH TREE." "A4119 GROESFAEN" 060 00 6 1 1 0 7 3 109 V B 409 V B 4119

306208 180800 2015 1501374 002 001 17-Aug-15 0759 "DRIVER V1 HAS BLACKED OUT AND VEHICLE HAS VEERED ACROSS ROAD INTO PATH OF V2 AND COLLIDED." "UNNAMED ROAD, PONTYCLUN" 060 00 1 1 1 0 0 3 503 V B 505 V B

305913 180195 2015 1501472 002 001 27-Aug-15 0744 V1 IN COLLISION WITH REAR OF V2. A4119 MISKIN 070 00 1 2 2 0 0 3 406 V A 4119

305742 179974 2015 1502172 001 003 17-Dec-15 1831 TOW BALL ON V1 HAS SNAPPED CAUSING VEHICLE TO LOSE CONTROL AND COLLIDE WITH CENTRAL RESERVATION. M4 JUNCTION 34 WESTBOUND 070 00 6 1 2 0 0 3 206 V B 0004

310031 179977 2016 1600247 001 001 28-Jan-16 0616 DRIVER OF VEHICLE HAS LOST CONTROL ON ICE ON ROAD AND HAS LEFT CARRIAGEWAY AND ROLLED. LLANTRISANT ROAD, CARDIFF" 050 00 1 1 4 0 0 3 103 V A 4119

310427 179920 2016 1600359 003 003 16-Feb-16 1745 V1 HAS VEERED ACROSS CARRIAGEWAY AND STRUCK V2 BEFORE COLLIDING HEAD ON WITH V3. A4119 LLANTRISANT ROAD, CARDIFF" 060 00 1 1 2 0 0 2 403 V B 406 V B 4119

305598 181261 2016 1600463 003 001 07-Mar-16 1714

V1 WAS STATIONARY IN QUEUING TRAFFIC. A PASSENGER IN V1 OPENED A DOOR AND V2 WHICH WAS FILTERING THROUGH TRAFFIC COLLIDED WITH

THE DOOR AND THEN COLLIDED WITH THE REAR OF V3. A4119 LLANTRISANT 050 00 1 1 1 0 0 3 904 V A 4119

305595 181264 2016 1600824 002 001 06-May-16 1722 V2 STOPPED IN SLOW MOVING TRAFFIC. V1 FAILED TO STOP ON TIME & COLLIDED WITH REAR OF V2 CAUSING RIDER TO COME OFF THE BIKE. A4119 - MISKIN, PONTYCLUN" 050 00 1 1 1 0 0 2 602 V B 406 V A 4119

306148 181041 2016 1601025 001 001 12-Jun-16 1020 V1 MOTORCYCLE BRAKED SHARPLY AND SKIDDED BEHIND A VEHICLE HELD CAUSING VEHICLE TO FALL TO THE GROUND A4119 nr junction with unnamed lane, Groesfaen, Llantrisant" 060 00 1 2 2 0 0 2 103 V A 408 V A 410 V A 602 V B 4119

305706 180009 2016 1601066 005 003 16-Jun-16 1255

ALL VEHICLES TRAVELLING TOO FAST FOR CONDITIONS. V1 HAS COLLIDED WITH CENTRAL BARRIER AND HAS THEN BEEN HIT BY V2. V3, V4 AND V5

HAVE THEN COLLIDED WITH EACH OTHER WHEN TAKING AVOIDING ACTION. M4 JUNCTION 34 EASTBOUND, PONTYCLUN" 070 00 1 2 2 0 0 3 307 V A 103 V B 0004

305891 180365 2016 1601119 001 001 26-Jun-16 1254

V1 A MOTORCYCLE NEGOTIATING LEFY HAND BEND WHEN RIDER HAS LOST CONTROL AND ENTERED VERGE RIDER HAS BECOME SEPARATED FROM

MACHINE. A4119 TOWARDS LLANTRISANT 050 00 1 1 1 0 0 2 605 V A 603 V A 410 V A 4119

305908 180035 2016 1601868 002 002 08-Nov-16 1545 V1 HAS COLLIDED WITH REAR OF V2 WHILST WAITING AT ROUNDABOUT A4119 ROUNDABOUT JUNCTION WITH M4, LLANTRISANT" 070 01 1 1 2 0 0 3 405 V A 4119 0004

305896 180114 2016 1700002 001 001 25-Dec-16 1036 DRIVER OF V1 LOST CONTROL, LEFT CARRIAGEWAY & COLLIDED WITH A TREE. A4119 - MISKIN (200 YARDS NORTHBOUND AFTER J34 INTERCHANGE)" 070 00 1 1 2 0 0 3 102 V B 101 V B 201 V B 4119

307577 180791 2017 1700320 001 003 21-Feb-17 1940

"V1 TRAVELLING WESTBOUND FOR UNKNOWN REASON HAS LOST CONTROL AND LEFT CARRIAGEWAY TO THE OFFISDE AND STRUCK TREE - V1 THEN

TRAVELLED DOWN VERGE LANDING IN WOODED AREA" "A4119, NR GROESFAEN" 060 00 5 2 2 0 0 1 502 V B 410 V A 4119

309535 179983 2017 1700748 002 001 09-May-17 1307

"V2 WAS WAITING TO TURN RIGHT AT THE CROSSROADS. V1 APPROACHED FROM BEHIND, THE DRIVER BELIEVED V2 WAS TURNING LEFT AND PASSED

V2 AS IT WAS TURNING RIGHT CAUSING A COLLISION BETWEEN THE TWO VEHICLES." "A4119 LLANTRISANT ROAD J/W HEOL ST Y NYLL, CAPEL LLANILTERN, CARDIFF" 040 06 1 1 1 0 0 3 605 V A 4119

305915 180231 2017 1700914 002 001 13-Jun-17 0727 "V1 TRAVELLING IN LANE 2 HAS PROCEEDED TO CHANGE TO CHANGE LANE INTO LANE 1 AND COLLIDED WITH V2" "A4119, MISKIN" 070 00 1 1 1 0 0 3 405 V A 4119

308865 180366 2017 1700916 002 001 13-Jun-17 1933 "V1 TURNED RIGHT AT THE JUNCTION ACROSS THE PATH OF ONCOMING PEDAL CYCLE V2 CAUSING A COLLISION." "A4119 junction with Cardiff Road, Creigau" 060 03 1 1 1 0 0 3 706 V A 405 V A 4119

310697 180352 2017 1701042 001 001 02-Jul-17 1230

"THE DRIVER OF V1 LOST CONTROL, SPUN ACROSS THREE LANES OF THE MOTORWAY, COLLIDING WITH THE NEARSIDE CRASH BARRIER AND

OVERTURNED COMING TO REST IN A DITCH." "M4 between J33 and J32 Eastbound, Cardiff" 070 00 1 1 1 0 0 3 306 V A 410 V A 602 V A 0004

305673 181077 2017 1701062 002 001 07-Jul-17 1403

"V1 FAILED TO STOP IN TIME BEHIND V2 WHICH WAS SLOWING TO A STOP AT THE TRAFFIC SIGNAL JUNCTION AND COLLIDED WITH THE REAR

OFFSIDE OF V2. THE IMPACT CAUSED V2 TO BE PUSHED FORWARD OVER THE STOP LINE OF THE JUNCTION." "A4119 J/W A4119 NEAR CASTELL MYNACH PUBLIC HOUSE, LLANTRISANT" 040 03 1 1 1 0 0 3 307 V A 308 V A 406 V A 4119

310662 180331 2017 1800761 001 002 22-Aug-17 1616

"DRIVER FOR UNKNOWN REASON HAS LOST CONTROL OF VEHICLE WHILST TRAVELLING E/B ON M4 MOTORWAY AND HAS LEFT CARRIAGEWAY

BEFORE COLLIDING WITH TREES AND CRASH BARRIER BEFORE REBOUNDING." "M4 MOTORWAY 1 1/2 MILES EAST JUNC 33. CARDFF" 070 00 1 1 1 0 0 3 502 V A 410 V A 0004

Easting Northing Year AccidentReference VehicleReference CasualtyReference CasualtyClass AgeOfCasualty SeverityOfCasualty PedestrianLocation PedestrianMovement PedestrianDirection SeatBeltInUse CarPassenger BusOrCoachPassenger PedestrianRoadMaintenanceWorker CycleHelmetWorn

309040 180990 2012 1200482 2 2 1 055 3 0 0 0 0

305850 179940 2012 1200569 1 1 1 031 3 0 0 0 0

305710 180030 2012 1200601 2 2 1 051 3 0 0 0 0

309080 181050 2012 1200886 1 1 1 046 3 0 0 0 0

309080 181050 2012 1200886 2 2 1 044 3 0 0 0 0

307690 180790 2012 1200994 1 1 1 024 3 0 0 0 0

309850 179970 2012 1201044 1 1 1 017 3 0 0 0 0

305770 179970 2012 1201120 1 1 1 018 3 0 0 0 0

305660 181090 2012 1201231 2 2 1 059 3 0 0 0 0

305880 180400 2012 1201355 3 3 1 027 3 0 0 0 0

305880 180400 2012 1201355 1 1 1 038 3 0 0 0 0

305880 180400 2012 1201355 2 2 1 049 3 0 0 0 0

307720 180780 2012 1201396 2 2 1 047 3 0 0 0 0

305710 180030 2012 1200601 2 3 2 008 3 0 2 0 0

307720 180780 2012 1201396 2 4 2 068 3 0 0 4 0

307720 180780 2012 1201396 2 5 2 053 3 0 0 4 0

307720 180780 2012 1201396 2 3 2 048 3 0 0 4 0

305850 179910 2012 1201552 1 2 2 053 3 0 0 0 0

308030 181020 2013 1300375 1 1 1 042 3 0 0 0 0

305680 181100 2013 1300666 2 2 1 034 3 0 0 0 0

305850 179940 2013 1300691 1 1 1 039 3 0 0 0 0

305850 179940 2013 1300691 2 2 1 037 3 0 0 0 0

305850 179940 2013 1300691 3 3 1 038 3 0 0 0 0

308960 180350 2013 1301144 2 2 1 064 3 0 0 0 0

305900 180030 2013 1301516 2 2 1 050 3 0 0 0 0

305620 181190 2013 1301544 1 1 1 020 3 0 0 0 0

310110 179970 2013 1301607 1 1 1 036 3 0 0 0 0

310110 179970 2013 1301607 2 2 1 031 3 0 0 0 0

305820 179950 2013 1301728 2 2 1 036 3 0 0 0 0

305820 179950 2013 1301728 1 1 1 031 3 0 0 0 0

305610 181220 2013 1302181 2 2 1 025 3 0 0 0 0

309610 179970 2013 1302310 2 2 1 042 3 0 0 0 0

309610 179970 2013 1302310 3 3 1 049 3 0 0 0 0

308960 180350 2013 1301144 2 3 2 031 3 0 0 0 0

310550 180250 2013 1301422 1 2 2 061 3 0 1 0 0

305820 179950 2013 1301728 2 3 2 037 3 0 1 0 0

309800 179968 2014 1400219 002 002 1 022 3 2 0 0 0

310420 180170 2014 1400256 002 002 1 045 3 2 0 0 0

310420 180170 2014 1400256 003 003 1 025 3 2 0 0 0

305913 180026 2014 1400551 002 002 1 022 3 2 0 0 0

305803 180015 2014 1400680 001 001 1 049 3 2 0 0 0

305803 180015 2014 1400680 002 002 1 043 3 2 0 0 0

305913 180021 2014 1400846 002 002 1 037 3 2 0 0 0

305673 181103 2014 1401032 002 002 1 062 3 1 0 0 0

310026 180864 2014 1401104 001 001 1 019 3 1 0 0 0

305912 180021 2014 1401664 002 002 1 057 3 4 0 0 0

310420 180170 2014 1400256 002 004 2 022 3 2 1 0 0

310420 180170 2014 1400256 003 005 2 043 3 2 0 0 0

305913 180021 2014 1400846 001 003 2 017 3 2 1 0 0

310026 180864 2014 1401104 001 002 2 018 3 1 1 0 0

308870 180365 2014 1401284 002 004 2 054 3 2 1 0 0

305912 180021 2014 1401664 002 003 2 022 3 4 1 0 0

305909 180035 2014 1401775 001 002 2 039 3 2 1 0 0

309092 180253 2015 1501293 001 001 1 023 2 0 0 0 0

305567 181313 2015 1500044 001 001 1 032 3 2 0 0 0

305567 181313 2015 1500044 002 002 1 030 3 2 0 0 0

310187 179995 2015 1500149 002 005 1 075 3 2 0 0 0

310432 180187 2015 1500224 001 001 1 044 3 1 0 0 0

305720 181122 2015 1500570 002 002 1 022 3 2 0 0 0

308689 180665 2015 1500804 001 001 1 021 3 2 0 0 0

308842 180485 2015 1500894 001 001 1 064 3 2 0 0 0

305802 180015 2015 1501240 002 002 1 035 3 2 0 0 0

307630 180783 2015 1501343 001 001 1 019 3 2 0 0 0

306208 180800 2015 1501374 001 001 1 046 3 2 0 0 0

305913 180195 2015 1501472 001 001 1 055 3 1 0 0 0

305742 179974 2015 1502172 001 001 1 046 3 4 0 0 0

310187 179995 2015 1500149 001 003 2 050 3 2 1 0 0

310187 179995 2015 1500149 001 004 2 042 3 2 2 0 0

310187 179995 2015 1500149 001 002 2 035 3 2 2 0 0

305802 180015 2015 1501240 002 003 2 039 3 2 1 0 0

305802 180015 2015 1501240 002 004 2 011 3 2 2 0 0

305742 179974 2015 1502172 001 003 2 040 3 2 0 0 0

305742 179974 2015 1502172 001 002 2 037 3 2 0 0 0

310427 179920 2016 1600359 001 001 1 079 2 1 0 0 0

305595 181264 2016 1600824 001 001 1 054 2 0 0 0 0

306148 181041 2016 1601025 001 001 1 037 2 0 0 0 0

305891 180365 2016 1601119 001 001 1 050 2 0 0 0 0

310031 179977 2016 1600247 001 001 1 043 3 4 0 0 0

310427 179920 2016 1600359 003 003 1 051 3 2 0 0 0

305598 181261 2016 1600463 002 002 1 030 3 0 0 0 0

305706 180009 2016 1601066 003 003 1 022 3 2 0 0 0

305706 180009 2016 1601066 004 004 1 025 3 2 0 0 0

305908 180035 2016 1601868 002 002 1 071 3 2 0 0 0

305896 180114 2016 1700002 001 001 1 026 3 2 0 0 0

310427 179920 2016 1600359 001 004 2 076 2 1 1 0 0

305706 180009 2016 1601066 004 006 2 029 3 2 1 0 0

305908 180035 2016 1601868 002 003 2 061 3 2 1 0 0

307577 180791 2017 1700320 001 001 1 025 2 4 0 0 0

309535 179983 2017 1700748 002 002 1 065 3 2 0 0 0

305915 180231 2017 1700914 002 002 1 052 3 0 0 0 0

308865 180366 2017 1700916 002 002 1 050 3 0 0 0 1

310697 180352 2017 1701042 001 001 1 027 3 2 0 0 0

310662 180331 2017 1800761 001 001 1 051 3 1 0 0 0

307577 180791 2017 1700320 001 003 2 024 1 4 2 0 0

307577 180791 2017 1700320 001 002 2 021 2 4 1 0 0

305673 181077 2017 1701062 002 003 2 016 3 2 1 0 0

310662 180331 2017 1800761 001 002 2 030 3 1 1 0 0

Easting Northing Year AccidentReference PoliceForce VehicleReference TypeofVehicle TowingAndArticulation Manoeuvres DirectionOfTravelFrom DirectionOfTravelTo VehicleLocation JunctionLocation SkiddingAndOverturning HitObjectInCarriageway VehicleLeavingCarriageway FirstObjectHitOffCarriageway AgeOfDriver BreathTest HitAndRun OtherVehicle VehicleLocationRoad VehicleLocationNonRoad

309040 180990 2012 1200482 62 2 01 0 14 1 5 1 0 00 0 00 55 0 0 1 0 0308865 180366 2017 1700916 62 002 01 0 18 7 3 00 8 0 00 0 00 050 0 0

306148 181041 2016 1601025 62 001 03 0 18 7 3 00 0 1 00 0 00 037 2 0 305891 180365 2016 1601119 62 001 03 0 16 4 8 00 0 0 00 1 09 050 6 0

309092 180253 2015 1501293 62 001 04 0 14 4 8 00 0 0 00 0 00 023 2 0

305595 181264 2016 1600824 62 001 04 0 18 8 4 00 0 0 00 0 00 054 2 0 305598 181261 2016 1600463 62 002 05 0 18 8 4 00 0 0 08 0 00 030 6 0

305915 180231 2017 1700914 62 002 05 0 18 1 5 00 0 0 00 0 00 052 2 0

309040 180990 2012 1200482 62 1 09 0 15 1 5 1 1 00 0 00 21 2 0 2 0 0305850 179940 2012 1200569 62 1 09 0 18 3 7 0 0 00 2 10 31 2 0 0 0 0

305710 180030 2012 1200601 62 2 09 0 18 7 3 1 0 00 0 00 51 2 0 1 0 0

309080 181050 2012 1200886 62 1 09 0 17 5 1 8 0 00 0 00 46 2 0 2 0 0309080 181050 2012 1200886 62 2 09 0 16 1 5 8 0 00 0 00 44 2 0 1 0 0

307690 180790 2012 1200994 62 1 09 0 17 7 3 0 5 00 8 10 24 2 0 0 0 0

309850 179970 2012 1201044 62 1 09 0 18 3 7 0 1 00 7 04 17 2 0 0 0 0

305770 179970 2012 1201120 62 1 09 0 18 5 1 8 0 00 0 07 18 2 0 0 0 0305660 181090 2012 1201231 62 2 09 0 03 4 8 1 0 00 0 00 59 2 0 1 0 0

305880 180400 2012 1201355 62 1 09 0 18 5 1 0 0 00 0 00 38 2 0 2 0 0305880 180400 2012 1201355 62 2 09 0 18 5 1 0 0 00 0 00 49 6 0 1 0 0

305880 180400 2012 1201355 62 3 09 0 18 5 1 0 0 00 0 00 27 6 0 2 0 0

305680 181100 2013 1300666 62 1 09 0 04 3 8 1 0 00 0 00 67 3 0 2 0 0305680 181100 2013 1300666 62 2 09 0 03 3 8 1 0 00 0 00 34 3 0 1 0 0

305850 179940 2013 1300691 62 1 09 0 18 7 3 0 1 00 0 00 39 2 0 2 0 0

305850 179940 2013 1300691 62 2 09 0 18 7 3 0 0 00 0 00 37 2 0 1 0 0305850 179940 2013 1300691 62 3 09 0 18 7 3 0 0 00 0 00 38 2 0 1 0 0

305850 179940 2013 1300691 62 4 09 0 18 7 3 0 0 00 0 00 55 2 0 3 0 0

310550 180250 2013 1301422 62 1 09 0 18 3 7 0 0 00 0 00 66 2 0 0 0 0

305900 180030 2013 1301516 62 1 09 0 18 1 5 1 0 00 0 00 44 3 0 2 0 0305900 180030 2013 1301516 62 2 09 0 03 1 5 1 0 00 0 00 50 3 0 1 0 0

305620 181190 2013 1301544 62 1 09 0 18 1 5 0 0 04 0 00 20 3 0 2 0 0

305620 181190 2013 1301544 62 2 09 0 02 0 0 0 0 00 0 00 32 3 0 1 0 0310110 179970 2013 1301607 62 1 09 0 18 3 7 0 0 00 0 00 36 2 0 2 0 0

310110 179970 2013 1301607 62 2 09 0 04 3 7 0 0 00 0 00 31 2 0 1 0 0305820 179950 2013 1301728 62 1 09 0 18 8 4 0 0 00 4 06 31 2 0 2 0 0

305820 179950 2013 1301728 62 2 09 0 04 8 4 0 0 00 1 07 36 2 0 1 0 0

305610 181220 2013 1302181 62 1 09 0 18 8 4 0 0 00 0 00 52 2 0 2 0 0305610 181220 2013 1302181 62 2 09 0 18 8 4 0 0 00 0 00 25 2 0 1 0 0

309610 179970 2013 1302310 62 1 09 0 17 7 3 0 0 00 0 00 20 2 0 2 0 0

309610 179970 2013 1302310 62 2 09 0 16 3 7 0 0 00 0 00 42 2 0 3 0 0

309610 179970 2013 1302310 62 3 09 0 17 7 3 0 0 00 0 00 49 2 0 2 0 0309800 179968 2014 1400219 62 001 09 0 13 7 3 00 1 0 00 0 00 021 2 0

309800 179968 2014 1400219 62 002 09 0 07 5 7 00 2 0 00 0 00 022 2 0

310420 180170 2014 1400256 62 002 09 0 18 2 6 00 0 1 00 1 00 045 3 0 305913 180026 2014 1400551 62 002 09 0 04 1 5 00 1 0 00 0 00 022 3 0

305803 180015 2014 1400680 62 001 09 0 05 8 4 00 4 0 00 0 00 049 2 0

305803 180015 2014 1400680 62 002 09 0 03 8 4 00 4 0 00 0 00 043 2 0 305913 180021 2014 1400846 62 001 09 0 05 1 5 00 4 0 00 0 00 037 5 0

305913 180021 2014 1400846 62 002 09 0 05 1 5 00 4 0 00 0 00 037 5 0 305673 181103 2014 1401032 62 001 09 0 18 8 4 00 8 0 00 0 01 033 2 0

305673 181103 2014 1401032 62 002 09 0 09 2 8 00 8 0 00 0 00 062 6 0

310026 180864 2014 1401104 62 001 09 0 09 6 3 00 1 1 00 0 00 019 2 0

308870 180365 2014 1401284 62 001 09 0 09 3 8 00 5 0 00 0 00 068 2 0

308870 180365 2014 1401284 62 002 09 0 18 7 3 00 1 0 00 0 00 058 2 0 308870 180365 2014 1401284 62 003 09 0 10 8 7 00 1 0 00 0 00 054 2 0

305912 180021 2014 1401664 62 001 09 0 05 1 3 00 4 0 00 0 00 043 3 0 305912 180021 2014 1401664 62 002 09 0 04 1 3 00 4 0 00 0 00 057 3 0

305909 180035 2014 1401775 62 001 09 0 16 1 4 00 4 1 10 0 00 026 2 0

305567 181313 2015 1500044 62 001 09 0 04 8 4 00 0 0 00 0 00 032 2 0 305567 181313 2015 1500044 62 002 09 0 04 8 4 00 0 0 00 0 00 030 2 0

310187 179995 2015 1500149 62 001 09 0 04 2 6 00 0 0 00 0 00 048 2 0

310187 179995 2015 1500149 62 002 09 0 04 2 6 00 0 0 00 0 00 075 2 0 310432 180187 2015 1500224 62 001 09 0 18 2 6 00 0 1 00 5 06 044 2 0

310432 180187 2015 1500224 62 002 09 0 18 2 6 00 0 1 00 0 00 043 2 0

305720 181122 2015 1500570 62 002 09 0 18 6 2 00 8 0 00 0 00 022 2 0

308689 180665 2015 1500804 62 001 09 0 18 8 4 00 1 0 00 0 00 021 2 0 308842 180485 2015 1500894 62 001 09 0 18 8 4 00 0 5 00 2 10 064 4 0

305802 180015 2015 1501240 62 001 09 0 18 8 2 00 1 0 00 0 00 066 5 0

305802 180015 2015 1501240 62 002 09 0 03 8 2 00 1 0 00 0 00 035 5 0 309092 180253 2015 1501293 62 002 09 0 10 4 3 00 0 0 00 0 00 026 2 0

309092 180253 2015 1501293 62 003 09 0 18 8 4 00 0 0 00 0 00 053 2 0 307630 180783 2015 1501343 62 001 09 0 16 4 7 00 0 5 00 1 04 019 2 0

306208 180800 2015 1501374 62 002 09 0 18 2 6 00 0 0 00 0 00 021 2 0

305913 180195 2015 1501472 62 001 09 0 18 1 5 00 0 0 00 0 00 055 2 0 310031 179977 2016 1600247 62 001 09 0 18 7 3 00 0 2 00 1 04 043 3 0

310427 179920 2016 1600359 62 001 09 0 18 8 4 00 0 0 00 0 00 079 2 0

310427 179920 2016 1600359 62 002 09 0 18 4 8 00 0 0 00 0 00 064 2 0

310427 179920 2016 1600359 62 003 09 0 18 4 8 00 0 0 00 0 00 051 2 0 305598 181261 2016 1600463 62 003 09 0 18 8 4 00 0 0 00 0 00 042 2 0

305595 181264 2016 1600824 62 002 09 0 04 8 4 00 0 0 00 0 00 043 2 0

305706 180009 2016 1601066 62 001 09 0 18 8 4 00 0 0 00 4 06 034 3 0 305706 180009 2016 1601066 62 002 09 0 18 8 4 00 0 0 00 0 00 021 3 0

305706 180009 2016 1601066 62 003 09 0 18 8 4 00 0 0 00 0 00 022 3 0

305706 180009 2016 1601066 62 004 09 0 18 8 4 00 0 0 00 0 00 025 3 0 305706 180009 2016 1601066 62 005 09 0 18 8 4 00 0 0 00 0 00 069 3 0

305908 180035 2016 1601868 62 001 09 0 05 1 4 00 4 0 00 0 00 075 2 0 305908 180035 2016 1601868 62 002 09 0 03 1 4 00 4 0 00 0 00 071 2 0

305896 180114 2016 1700002 62 001 09 0 16 6 1 00 0 2 00 2 04 026 2 0

307577 180791 2017 1700320 62 001 09 0 16 4 8 00 0 1 00 7 04 025 2 0 309535 179983 2017 1700748 62 001 09 0 13 7 3 00 8 0 00 0 00 020 2 0

309535 179983 2017 1700748 62 002 09 0 09 7 1 00 5 0 00 0 00 065 2 0

305915 180231 2017 1700914 62 001 09 0 11 1 5 00 0 0 00 0 00 024 2 0

308865 180366 2017 1700916 62 001 09 0 09 3 8 00 5 0 00 0 00 059 2 0 310697 180352 2017 1701042 62 001 09 0 18 6 2 00 0 2 00 1 07 027 2 0

305673 181077 2017 1701062 62 001 09 0 04 4 8 00 1 0 00 0 00 025 2 0

305673 181077 2017 1701062 62 002 09 0 04 4 8 00 1 0 00 0 00 047 2 0 310662 180331 2017 1800761 62 001 09 0 18 6 2 00 0 2 00 0 00 051 2 0

307720 180780 2012 1201396 62 1 11 0 16 3 8 0 0 00 0 00 54 2 0 0 0 0

307720 180780 2012 1201396 62 2 11 0 17 7 3 0 1 00 0 00 47 2 0 0 0 0308689 180665 2015 1500804 62 002 11 0 04 8 4 00 1 0 00 0 00 048 2 0

308030 181020 2013 1300375 62 1 14 0 07 7 1 3 0 00 1 02 42 2 0 0 0 0305710 180030 2012 1200601 62 1 19 0 18 7 3 1 0 00 0 00 24 2 0 2 0 0

305660 181090 2012 1201231 62 1 19 0 18 4 8 1 0 00 0 00 56 1 0 2 0 0

308960 180350 2013 1301144 62 2 19 0 18 7 3 2 0 00 1 00 64 2 0 1 0 0

310420 180170 2014 1400256 62 003 19 0 18 2 6 00 0 2 00 1 00 025 6 0

306208 180800 2015 1501374 62 001 19 0 18 6 2 00 0 0 00 0 00 046 2 0 305742 179974 2015 1502172 62 001 19 4 18 3 7 00 0 3 00 5 10 046 2 0

305598 181261 2016 1600463 62 001 19 0 03 8 4 00 0 0 00 0 00 039 6 0 305850 179910 2012 1201552 62 1 21 4 18 3 7 0 3 00 1 04 45 2 0 0 0 0

308960 180350 2013 1301144 62 1 21 0 16 3 7 1 1 00 0 00 41 2 0 2 0 0

310420 180170 2014 1400256 62 001 21 0 18 2 6 00 0 0 00 0 00 035 3 0 305913 180026 2014 1400551 62 001 21 0 05 1 5 00 1 0 00 0 00 040 3 0

305913 180195 2015 1501472 62 002 21 0 18 1 5 00 0 0 00 0 00 049 2 0

305720 181122 2015 1500570 62 001 98 0 09 8 6 00 8 0 00 0 00 049 2 0

1.754385965

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APPENDIX E

Indicative Masterplan

Site Boundary

Robin Hillkept free of development

Potential to open upboundary plantingto create views into the site

Key pedestrian/cycle link as newroute into Creigiaufrom Llantrisant Road

Pedestrian connectioninto Creigiau


Woodland classroomand NEAP

LEAP

LEAP

LEAP

NEAP


Strategic pedestrian/cycle link alongdisused rail corridor

Create village greenat site entrance that allowsfor views into the site

Bus stop

Bus stop

Woodland as publicly accessiblecommunity asset

Potential for retirement livingat site entrance

Development Area

KEY:

Flood storage area in non-ancient part ofthe woodland createspriority habitat

Pedestrian crossing to connect to PROW

Amenity Space

SuDS Features

Retained/diverted watercourse

Existing Vegetation

Ancient Woodland

Key pedestrian/cycle links

Drawing Title: Indicative Masterplan

Drawing Number: 1687 - URB-UD-GA-006=1

Project: Creigiau

Revision: B

Scale: 1:2500 @ A2

Date: 19.03.2019

APPENDIX F

Proposed Site Access Junction Drawings

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Stone Wall (51.42m)

Stone Wall

Stone Wall (55.90m)

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DRAWING NUMBER: REVISION:

REV. DETAILS DRAWN DATECHECKED Notes:

DRAWN: CHECKED: DATE: SCALES:

Ground Floor Helmont House, Churchill Way, Cardiff, CF10 2HE

t: 029 2072 0861 e: [email protected]

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LT CP

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This is not a construction drawing and is intended for illustrative purposes only.

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APPENDIX G

Interim Residential Travel Plan

Castell-Y-Mynach Estate

Land South of Creigiau, Cardiff

Interim Residential Travel Plan

June 2019

i

Contents

1 INTRODUCTION ........................................................................................................... 1

Background ................................................................................................................. 1

Introduction to the Interim Travel Plan ........................................................................ 1

Aim of the Travel Plan .................................................................................................. 2

This Document ............................................................................................................. 2

Structure of Report ...................................................................................................... 2

2 POLICY AND GUIDANCE ............................................................................................... 4

Local Policy .................................................................................................................. 6

Summary ..................................................................................................................... 8

3 PROPOSED DEVELOPMENT .......................................................................................... 9

Overview ..................................................................................................................... 9

Masterplan ................................................................................................................ 10

Pedestrian and Cycle Access ...................................................................................... 11

Public Transport Access ............................................................................................. 13

Vehicular Access ........................................................................................................ 14

Travel Plan ................................................................................................................. 16

Sustainable Travel to Local Schools ............................................................................ 18

Parking ...................................................................................................................... 19

Car Parking ....................................................................................................... 19

Cycle Parking .................................................................................................... 19

Electric Vehicles ............................................................................................... 20

Construction Impact .................................................................................................. 20

Summary ................................................................................................................... 21

4 EXISTING CONDITIONS ............................................................................................... 22

Site Location .............................................................................................................. 22

Existing Travel Behaviour ........................................................................................... 23

Accessibility by Non Car Modes ................................................................................. 23

Local Facilities .................................................................................................. 24

Walking ............................................................................................................ 25

Cycling ............................................................................................................... 5

Public Transport .......................................................................................................... 7

Bus Services ....................................................................................................... 7

Rail Services ....................................................................................................... 9

Summary ..................................................................................................................... 9

Local Highway Network ............................................................................................... 9

Llantrisant Road (A4119) .................................................................................. 10

Cardiff Road ..................................................................................................... 10

ii

Heol Creigiau .................................................................................................... 10

Heol Pant-Y-Gored ........................................................................................... 11

Tynant Road ..................................................................................................... 11

5 TRAVEL DEMANDS ..................................................................................................... 12

Baseline Modal Split .................................................................................................. 12

Target Mode Split ...................................................................................................... 12

6 OBJECTIVES, MEASURES AND TARGETS ...................................................................... 14

Benefits ..................................................................................................................... 15

Targets ...................................................................................................................... 15

Action Targets ............................................................................................................ 16

Aim Targets ............................................................................................................... 16

7 TRAVEL PLAN STRATEGY ............................................................................................ 17

Travel Plan Co-ordinator ............................................................................................ 17

Marketing and Consultation ...................................................................................... 17

8 SUSTAINABLE TRANSPORT MEASURES ....................................................................... 19

Travel Information Pack ................................................................................... 19

Personalised Travel Planning ............................................................................ 20

On site Walking and Cycling Facilities ............................................................... 20

Sustainable Travel to Schools ........................................................................... 21

Walking Buses .................................................................................................. 21

Home Deliveries ............................................................................................... 22

Car Sharing ....................................................................................................... 22

Cycle Train ....................................................................................................... 22

Cycle Training ................................................................................................... 23

Scoot to School ................................................................................................ 23

Sustainable Travel Vouchers ............................................................................ 23

9 MONITORING AND REVIEW ....................................................................................... 24

Monitoring ................................................................................................................ 24

Review ....................................................................................................................... 26

Reporting ................................................................................................................... 26

Mitigation .................................................................................................................. 26

10 SUMMARY ................................................................................................................. 28

11 ACTION PLAN ............................................................................................................. 29

Figures

Figure 2.1 - Travel Plan Pyramid

iii

Figure 3.1 - Indicative Masterplan

Figure 3.2 - Pedestrian and Cycle Infrastructure

Figure 3.3 - Future Metro Alignment

Figure 3.4 - Proposed Access Junctions on Llantrisant Road (West)

Figure 3.5 - Proposed Access Junction on Llantrisant Road (East)

Figure 3.6 - Proposed Access Junction on Cardiff Road

Figure 3.7 - Emergency Access Links

Figure 3.8 - Electric Charging Points in Cardiff

Figure 4.1 - Site Location

Figure 4.2 - Local Facilities

Figure 4.3 - PRoW in the Vicinity of the Site

Figure 4.4 - 15 & 30 Minute Walking Isochrones

Figure 4.5 - Integrated Network Map: Cycling


Figure 4.7 - Bus Stop Locations

Figure 4.8 - Local Highway Network

Appendices

Appendix A Residential Travel Questionnaire


H:\Projects\W170000\173477 - Land South of Creigiau\Word\R02-173477-Travel Plan-V1.docx

June 2019

1 INTRODUCTION

Background

Vectos has been commissioned by Castell-Y-Mynach Estate to provide transport advice in

relation to a proposed residential development on land South of Creigiau, Cardiff.

The development has the potential to provide up to 650 dwellings containing a mix of house

types and tenures which would form a natural extension of the residential area of Creigiau,

north of the site.

The intention is to create a sustainable, socially inclusive community with these overriding

principles embodied within the indicative masterplan for the site.

Introduction to the Interim Travel Plan

Travel Plans produced at the planning application stage can play a key role in shaping the

need or desire for travel, and travel choice where travel occurs. They manage future travel

demand and reduce reliance on single occupancy use of the private car.

One of the UK’s top transport priorities is to reduce transport’s emissions of carbon dioxide

and other greenhouse gases with the desired outcome of tackling climate change. To do this

our society must improve, and encourage the use of, sustainable (low carbon) transport,

ensure that new development takes place in accessible locations which minimise the need

for travel, and adapt ways of living to minimise energy use.

This ethos is embodied in local, regional and national transport policy.

Travel plans encourage more sustainable journeys, promote inclusive societies, and mitigate

the effects of activity arising from new development and existing communities.

Planning Policy Wales and TAN18 advises that Plans should protect and exploit opportunities

for the use of sustainable transport modes for the movement of people, and that a key tool

to facilitate this will be a Travel Plan.

This Interim Travel Plan sets out specific aims and measures for the proposed residential

development on an area of land south of Creigiau.



June 2019

This Interim Travel Plan has been prepared in accordance with the National Planning Practice

Guidance (NPPG), ‘Travel Plans, Transport Assessments and Statements’.

Aim of the Travel Plan

The main aim of this TP is to put in place management tools to enable future residents to

make more informed decisions about their travel, which at the same time minimises the

adverse impacts of their travel on the environment. This is achieved by setting out a strategy

for reducing or eliminating the barriers which prevent or dissuade people from adopting a

sustainable lifestyle.

The consequence of this is the management and minimised use of single-occupancy vehicle

use.

The strategy needs to be long term as changing travel habits takes time and will only occur

through a combination of incentives, improved facilities, government and local authority

initiatives, and changes in individual attitudes.

This is an evolving TP and will change with input from Cardiff Council (CC), the applicant, and

other key stakeholders as necessary.

This Document

This document takes the form of an overarching Interim Travel Plan for the development

site.

The measures identified within this Interim Travel Plan will assist in promoting healthy and

sustainable travel to and from the proposed development, and elsewhere within the

community, in line with local and national policies.

Whilst this Interim Travel Plan is specific to the proposed development, the benefits for

sustainable travel and social inclusion will also apply to areas surrounding Creigiau as well as

Cardiff.

Structure of Report

The remainder of this document is structured as follows:



June 2019

• Section 2 – reviews relevant policy and guidance

• Section 3 – describes the site and the development proposal;

• Section 4 –details the accessibility of the site;

• Section 5 – outlines the existing travel demand;

• Section 6 – details the plan objectives and targets;

• Section 7 – details the Travel Plan Strategy

• Section 8 – outlines the sustainable travel measures proposed by the developers;

• Section 9 – outlines the monitoring and review programme; and

• Section 10 – contains a summary.



June 2019

2 POLICY AND GUIDANCE

Introduction

This section considers the proposed development and the Travel Plan against the backdrop

of current national and local policy, specifically in relation to sustainable travel and the aim

of reducing single occupancy vehicular trips and reliance on the private car. It also considers

current guidance relating to the production of Travel Plans.

National Policy

Planning Policy Wales (Edition 10, December 2018)

Planning Policy Wales sets out the land use planning policies of the Welsh Government. This

is supplemented by a series of Technical Advice Notes. The transportation and land use

policies of the Welsh Government include:

• enabling sustainable access to housing, employment, shopping, education, health,

community, leisure and sports facilities and green infrastructure;

• requiring developments to encourage modal shift and be easily accessible by walking,

cycling and public transport;

• locating development so that it can be well serviced by existing infrastructure;

• making it possible for all short journeys within and beyond the development to be easily

made by walking and cycling

PPW states that guidance on Transport Assessments and Travel Plans is contained in TAN 18.

Technical Advice Note 18 (Transport)

The Planning Policy Wales Technical Advice Note for Transport (TAN 18), states that

sustainable development should be achieved by:

• integration of transport and land use planning;

• integration between different types of transport; and

• integration of transport policy with policies for the environment, education, social

justice, health, economic development and wealth creation.



June 2019

Department for Transport Guidance

Department for Transport (DfT) guidance in relation to residential travel plans is set out in

‘Making Residential Travel Plans Work: Guidelines for New Development’. This document

sets out proposals for the design and content of travel plans, and the management,

monitoring and review procedures required to ensure that a travel plan is effective.

National Guidance

National Planning Practice Guidance (NPPG) provides the relevant national guidance on

Travel Plans.

A Travel Plan pyramid illustrates the key principles of the Travel Planning guidance, which

sets out five key tiers to a successful residential Travel Plan. This Pyramid is shown in Figure

2.1.

Figure 2.1 – Travel Plan Pyramid

Considering the tiers within the Travel Plan Pyramid, the first tier considers site location. This

is seen as a key element by the guidance and one that underpins ‘all the other aspects of

accessibility of the site’.



June 2019

The second tier ‘comprises the fundamental characteristics that need to be incorporated into

the design of the site from an early stage in order to reduce the need to travel and

support walking, cycling and bus use’. This effectively relates to the physical measures that

can be delivered as part of the development to ensure it ties into the sustainable transport

network as effectively as possible.

The third tier puts in place ‘the resource to facilitate and develop the measures in the plan’.

This effectively means the identification of a suitable person to lead the Travel Plan process

and ensure the effective management and development of the Travel Plan.

The fourth tier then goes on to consider ‘the services that will need to be obtained

for the site’ and primarily relates to the ‘soft’ travel planning measures, whilst the fifth and

final tier looks at ‘promotion, marketing and awareness raising to ensure adequate

take-up of these services and to communicate the travel plan to residents’.

Local Policy

The thrust of local policy is set out in the Cardiff Local Development Plan.

Cardiff Local Development 2006 - 2026

On the 28th January 2016, the Council adopted a Local Development Plan (LDP) for

Cardiff. The LDP became operative on its adoption and forms the development plan and is

the basis for decisions on land use planning in Cardiff.

The LDP sets out the need to deliver 41,415 new dwellings and 40,000 new jobs over the

Plan period. Land south of Creigiau has been recognised as a key strategic (E) site to deliver

the needs for new homes and jobs (page 5). Strategic sites are defined as being sites of 500

homes or more and/or with significant employment/mixed uses and which have the

potential to deliver significant benefits to the city.

The Plan highlights the need to deliver sustainable transport solutions:

“The overall approach seeks to minimise travel demand and provide a range of measures and

opportunities which reduce reliance on the car.



June 2019

New development in Cardiff must be integrated with the provision of new transport

infrastructure which can help contribute to this objective by putting in place sustainable

transport solutions which also provide improved travel choices for the wider community.

This approach is fully consistent with on-going work at a city-region scale which seeks to

develop a more effective public transport network across the region as a whole, helping

people travel from where they live to work and thereby helping to spread prosperity around

the entire city-region.” (page 6)

Policy KP8 deals with Sustainable Transportation and outlines the desire for developments to

be integrated with transport infrastructure and services in order to:

• “Achieve the target of 50:50 modal split between journeys by car and journeys by

walking, cycling and public transport;

• Reduce travel demand and dependence on the car;

• Enable and maximise use of sustainable and active modes of transport;

• Integrate travel modes;

• Provide for people with particular access and mobility requirements;

• Improve safety for all travellers;

• Maintain and improve the efficiency and reliability of the transport network.” (page 70).

Policy KP6 sets out that new development will make appropriate provision for, or contribute

towards, the necessary infrastructure required as a consequence of the proposed

development. This includes: “Transportation and highways including access, circulation,

parking, public transport provision, walking and cycling” (page 87). The site will be designed

to prioritise pedestrians and cyclists.

Developments will need to be supported by actions designed to manage travel demand,

minimise private car use and increase the proportion of journeys made by walking, cycling

and public transport. Such measures will include although not be restricted to:

• “Area based personalised travel planning projects and programmes;

• Travel Plans including measures to support sustainable travel to/from residential areas,

workplaces, schools and other significant trip generators;

• Car Clubs and Car Share Schemes;

• Cycle Training; and



June 2019

• Promotional/marketing initiatives and campaigns to encourage sustainable travel.”

(page 172).

The development is supported by a Travel Plan.

Results of modelling and assessment work undertaken in preparation for the LDP document

show that in order to achieve a 50/50 split between car-based and non-car-based travel,

development proposed in the LDP will need to be supported by significant new transport

infrastructure, improvements to existing transport facilities, and measures to manage travel

demand and encourage use of sustainable transport both within existing and new

communities in Cardiff (page 93).

It is stated within the LDP Plan that ‘achieving the 50:50 modal split target will not be a

matter of requiring all new developments within the plan period to achieve a 50:50 modal

split. Rather, the target will be achieved by the Council seeking to secure through the

development process measures which maximise the possible share of trips made by

sustainable modes for all sites’ (Page 93).

Summary

Policy adopts a hierarchical approach to travel. At the top of that hierarchy is creating

community and enabling sustainability. It is not the purpose of policy to protect the

convenience of car commuters.



June 2019

3 PROPOSED DEVELOPMENT

Overview

The proposals for the sustainable residential development at Land south of Creigiau includes

the provision of up to 650 dwellings.

The site offers direct connections to the existing residential areas and local facilities located

in Creigiau and offers real travel choice from the existing local public transport facilities (bus

and rail).

There are four key stages to creating a socially inclusive community, thereby encouraging

community interaction (within and neighbouring the scheme), in such a way to encourage

non-motorised travel modes, prioritising walking and cycling, followed by use of the bus.

Design is in terms of creating communities, where public interaction, outdoor and indoor, is

the norm. Where friends and day to day activities are nearby and easy to get to, and where

it is not an automatic reaction when leaving home to get into a car. The site is well placed to

take advantage of the proximity of a range of day to day facilities.

The site design is of a pedestrian scale. Walking, cycling, and using a bus, will be easy, and

vehicle intimidation will be at a minimum. There will be good quality pedestrian and cycle

links between the residential parcels and into the existing settlement of Creigiau.

Choice is in terms of providing the infrastructure and facilities to minimise reliance on any

single option. This widens social inclusion, and for instance, on average, makes contributing

to commuter car congestion more of a choice and less of a necessity.

Through increased choices a change in behaviour can be affected. The proposals will

introduce and maintain sustainable transport options through the measures detailed in

Section 5, and seek to encourage a net travel behavioural change.

Behaviour is in terms of educating people in the options and consequences. It brings

together awareness, health, environment and personal convenience. This will form part of

the Travel Plan and will be reflective of the transport options provided by the development.



June 2019

One of the ‘by design’ aims is to create an environment where fewer people automatically

choose to use their cars when leaving their homes, therefore decreasing the impact on the

road network. These proposals strive to not only influence the traffic impact of the proposed

development, but also the surrounding communities.

Network Management is in terms of managing the road network in accord with the user

hierarchy preferred by the Council. Car travel is the lowest capacity network in terms of

space occupied per person. It also occupies the lowest priority in the user hierarchy. This

means, for instance, prioritising the reliability and speed of bus and cycle movement over

that of cars in the commuter peaks. As such, the objective of the transport strategy for the

site is not to follow a predict and provide approach to more road capacity to the detriment

of investment for other modes of travel choice.

Masterplan

Manual for Streets (MfS) and Manual for Streets 2 (MfS2) is used as a framework for the

design philosophy, encompassing a comprehensive movement strategy which will inform

and shape the layout of the streets serving the development. In particular, the movement

strategy will focus on the movement hierarchy within MfS2 with priority given to

pedestrians, cyclists and other vulnerable road users.

The indicative masterplan for the site is shown in Figure 3.1.



June 2019

Figure 3.1 – Indicative Masterplan

Pedestrian and Cycle Access

The aim is to provide an environment in which pedestrians and cyclists will feel as though

they are afforded highest priority. Pedestrian routes will be direct, convenient and attractive,

and contribute to the sense of place created by the design and layout of the site. The

development will seek to maximise and enhance the permeability of the site to cyclists and

aim to encourage cycling as a mode of transport for short trips.

The site will provide the necessary pedestrian and cycle infrastructure to encourage walking

and cycling and the appropriate road widths, cross sections and speed limits to support this.

Active Travel Corridors will be provided within the site which will provide links to local

amenities and public transport facilities. A strategic pedestrian/cycle route will be provided

along the disused railway to provide a high quality active route between Creigiau, the

proposed development and also the consented development at Site D.



June 2019

The proposed development will be designed to be conducive to active travel, with

development at a pedestrian scale, with the aim to limit the volume and speed of traffic, and

reduce any severance or barrier to active travel through and beyond the site.

The pedestrian and cycle facilities within the site and the linkages to the surrounding area

are shown in Figure 3.2.

Figure 3.2 – Pedestrian and Cycle Infrastructure

As shown in Figure 3.2, there will be pedestrian crossings provided at the signalised site

access junctions on Llantrisant Road. There will also be an informal pedestrian crossing on

Llantrisant Road to provide a connection to the PRoW.

Due to the likely journey origins and destinations, the character, environment and the

constraints on Llantrisant Road and within the site, the most appropriate pedestrian / cycle

route is considered to be adjacent to Llantrisant Road within the Site, and then north / south

via the disused railway line, before continuing close to the northern boundary of the Site and

in to Creigiau. Figure 3.2 demonstrates the pedestrian and cycle links will be provided

through the development which will be through active and attractive environments.



June 2019

Whilst there will be no vehicular link between the three development parcels, there will be

pedestrian and cycle linkages throughout the development. Pedestrian connections will also

be provided into the existing residential areas in Creigiau, as shown in Figure 3.2.

Public Transport Access

Pedestrian linkages will be provided from the site to access the existing public transport

facilities on Llantrisant Road.

A new bus stop will be provided on Llantrisant Road, just to the west of the western site

access junction. A continuous pedestrian route will be provided between the site and the bus

stop and a signal controlled pedestrian crossing will be provided at the site access junction to

provide a connection between the bus stop and the pedestrian footway on the southern side

of Llantrisant Road.

Whilst detailed information relating to the South Wales Metro is not available, two routes

have been safeguarded within the site. One route is via Cardiff Road and the second route is

via the disused railway line. Both options are shown in Figure 3.3.

Figure 3.3 – Future Metro Alignment



June 2019

Vehicular Access

Two signalised junctions are proposed on Llantrisant Road to provide access to two

development parcels. The proposed junctions from Llantrisant Road are shown in Figure 3.4

and Figure 3.5.

Figure 3.4 – Proposed Access Junction on Llantrisant Road (East)

Figure 3.5 – Proposed Access Junction Llantrisant Road (West)



June 2019

The proposed site access junctions on Llantrisant Road provide pedestrian facilities which tie

into the existing provision along Llantrisant Road. Signal controlled pedestrian crossing

facilities are provided at the site access arms of the junctions and also on Llantrisant Road to

provide pedestrian connections to the existing footpaths.

There are also advance cycle stop lines provided at each arm of the junctions.

A priority junction is proposed on Cardiff Road to provide access to a separate development

parcel. This is shown in Figure 3.5.

Figure 3.6 – Proposed Access Junction on Cardiff Road

Pedestrian provision is provided at the junction which connects to the existing pedestrian

facilities on Cardiff Road.

There will be no vehicular links between the development parcels or from the development

into the residential area in Creigiau. However, two emergency links are proposed into the

site from Maes-yr-Onnen and Dol-y-Felin and there is also an emergency link proposed

between across the disused railway line as shown in Figure 3.6.



June 2019

Figure 3.7 – Emergency Access Links

Travel Plan

The developer is committed to providing a comprehensive Travel Plan, which will include the

measures and improvements set out in this section, as well as investment in personalised

travel planning (PTP).

Travel patterns in the area will change as a result of new developments, however there is no


congestion. For this to occur would be to buck the observed trend.

The proposed development can deliver significant physical infrastructure that can influence

travel choice. It can also deliver behavioural change measures such as travel planning,

which, combined with the physical measures, seek to make a difference to travel patterns for

the proposed new development and the existing community.

Whilst there is limited specific information available on modal shift relevant to sustainable






June 2019

Travel Planning, including personalised travel planning, together with a range of sustainable

improvements to the bus, pedestrian and cycle network is exactly what can be proposed for

the development of up to 650 dwellings at Land south of Creigiau.

A summary of some of the results from the Sustrans PTP schemes across the UK is shown in

Table 3.1.

Table 3.1 – SUSTRANS PTP Results

Location (date) Households Car-Driver Mode Shift

Gloucester (2005) 4,000 -13%

Worcester (2005 – 07) 23,500 -10%

Peterborough (2005 – 07) 30,000 -11%

Preston & South Ribble (2007) 25,000 -10%

Lancaster & Morecambe (2007) 25,000 -14%

Watford (2009) 25,000 -13%

Exeter (2009) 25,000 -12%

Lowestoft (2009) 25,000 -13%

Broxbourne (2010) 8,000 -10%

Ipswich (2010) 17,000 -11%

Cardiff (2011 – 12) 63,000 -12%

St Albans (2013) 12,000 -12%

Peterborough (2013) 4,759 -34%

Stockton (2014) 8,000 -35%

These figures and evidence are not insignificant and are real examples, where the mind-set

of people with respect to travel has been and can continue to be influenced to impact travel

choices. The measures that can be secured as part of this development could make a big

difference to the way in which people in this location travel to and from work and school.

There is no reason to suppose, given the measures proposed as part of this development,

that results and behavioural change similar to the above could not be achieved and continue

a recognised change of how people are changing their travel habits within this area.

There is compelling evidence across the UK, including SUSTRANS research relating to real



mobility. There is no reason to suppose that this will not happen at the proposed

development, and it would be fully supported by the requirements of the Council’s transport

strategy.



June 2019

This development will fund personalised travel planning for new and existing residents of

Creigiau. This will be of significant benefit to influence new residents’ travel behaviours prior

to them establishing routine, and also to educate existing residents about the benefits of

alternative modes of transport for journey purpose.

As part of the Travel Plan, a Residents’ Welcome Pack will be provided to new residents

which include details such as walking and cycling routes and public transport services in the

vicinity of the site.

As part of the Welcome Pack, a voucher for £100 for The Bike Shed will be provided to each

new dwelling to be used towards the purchase of a new bike or cycling accessories. It is also

proposed to provide a Stagecoach bus pass for each household.

Sustainable Travel to Local Schools

As part of the overall sustainable strategy of the site, it is important to consider journeys

made for education purposes. National Statistics1 suggest that some 50% of all journeys

during the morning peak hour are related to education. Of these education trips, travel by

car accounts for 46% and 23% of journeys to primary and secondary schools respectively.

Hence it is important to consider this when designing and developing a new residential site

in Creigiau.

Whilst there is no primary school proposed on site, it is proposed to design school specific

travel planning which will encourage sustainable trips to schools in Creigiau to be

undertaken by sustainable modes. Creigiau Primary School do not currently have a Travel

Plan. Initial contact has been made with Creigiau Primary School who have confirmed that

they would be interested in a potential opportunity to liaise with the developer in

implementing a travel plan for the primary school.

Travel Planning measures relating to school travel could include the following:

• Setting up a walking bus scheme;

• Organise bike/scoot to school days;

• Providing secure/sheltered scooter and cycle parking; and

1 National Travel Survey 2010/14



June 2019


Parking

Car Parking

Parking provision for the proposed development will be determined at detailed design stage,

however the scheme will be designed in accordance with parking standards contained in the

Managing Transportation Impacts (Incorporating Parking Standards) Supplementary Planning

Guidance (July 2018). The maximum car parking standards are shown in Table 3.2.

Table 3.2 – Maximum Car Parking Standards (non-central area)


parking

spaces per

unit

Disabled parking

provision

Non-

Central

1 bedroom dwellings 1 per unit Provided in car

parking allocation 2+ bedroom dwellings 2 per unit



1 per unit

Elderly person dwellings 1 per unit

Cycle Parking

Minimum cycle parking standards are also set out in the SPG and are shown in Table 3.3.

Table 3.3 – Minimum Cycle Parking Standards (non-central area)

Area Development Type Minimum cycle

parking

Non-

Central

1 bedroom dwellings 1 per bedroom

2+ bedroom dwellings 1 per bedroom



1 per bedroom

Elderly person dwellings 1 per 10 units

The SPG states that residential cycle parking should be secure and sheltered and may be in

the form of accommodation within buildings or cycle sheds. For the proposed residential

development, it is considered that cycle parking will be accommodated in garages/sheds.



June 2019

Electric Vehicles

The network of electric vehicle charging points on the outskirts of Cardiff is relatively

undeveloped, however there are charging points available in Cardiff city centre and there is

also a charging point at the M4 Junction 33 services, as shown in Figure 3.8.

Figure 3.8 – Electric Charging Points in Cardiff

The parking standards recognise the need to make provision for electric vehicle charging

infrastructure in new developments. The guidance requires that all developments consider

the needs and opportunities for incorporating vehicle charging points that will support the

Government’s commitment to drive the development of the infrastructure for this more

sustainable transport solution.

The provision of electric vehicle charging for residents at the proposed development will be

investigated as part of the detailed design.

Construction Impact

The impact of construction vehicles will be controlled via an agreed Construction

Environmental Management Plan (CEMP).

The CEMP will set out how construction traffic will be managed on the local highway

network during the anticipated construction period. The purpose of a CEMP is to ensure that

the effect of construction traffic is mitigated against, particularly in relation to local residents



June 2019

and any air quality issues. The CEMP will control the timings, routing and volume of traffic

entering/leaving the site during this period.

Summary

The proposed development will be designed to promote choice and to encourage and

accommodate a positive change in the propensity for more socially inclusive and sustainable

living and travel.

The location and accessibility of the site are already good as the site is in close proximity to

local facilities in Creigiau and future local facilities within Site D (Land to the North of

Junction 33).

The proposed development will provide a number of pedestrian links from the site via Maes-

yr-Onnen, Llys Dyfodwg and Llys Gwynno to enable residents to access the local facilities

within Creigiau. A new pedestrian/cycle connection will also be provided from the site to

Creigiau Primary School via Dol-y-Felin.

The development will also provide a new informal pedestrian crossing on Llantrisant Road to

provide a connection between the site and PRoW Peterstone Super Ely No 10. Crossing

points will also be provided at the proposed signalised site access junctions on Llantrisant

Road.

New signalised junctions are proposed from Llantrisant Road, in line with the network

management strategy for north west Cardiff and will assist in managing the flow of traffic on

Llantrisant Road and through the AQMA in Llandaff.

The disused railway line runs through the site and will be used as an active travel route for

both existing and proposed residents in Creigiau. The active travel route will connect with

the proposed active travel route along the disused railway line proposed as part of the

Junction 33 development.

Two route options have been safeguarded within the site to accommodate the Metro. One

route option is via Cardiff Road and the second option is via the disused railway line.

A new bus stop will be provided on Llantrisant Road just to the west of the western site

access junction and a pedestrian route will be provided from the site to access this bus stop.



June 2019

4 EXISTING CONDITIONS

This section of the report includes a detailed description of the site, the surrounding highway

network and the general traffic and transportation characteristics of the site’s surrounding

area.

Site Location

The development site is located south of Creigiau, approximately 1km from the centre of

Creigiau and approximately 11.5km from Cardiff city centre. The site is bound to the north by

Creigiau, to the east by Cardiff Road, to the south by the A4119 Llantrisant Road and to the

west by woodland and Tynant Road. The site location is shown in Figure 4.1.

Figure 4.1 – Site Location

There are currently no points of formal vehicular access serving the site. There are however

several farm access points into the site from Cardiff Road and from Dol-Y-Felin, a residential

road in Creigiau.



June 2019

Existing Travel Behaviour

To understand existing travel behaviour in the local area, the existing travel patterns for

journeys to work have been investigated for the ward of Creigiau/St. Fagans. Table 4.1

shows the mode splits for the journey to work from this ward which has been sourced from

the 2011 Census data.





Train 3%


Taxi 0%




Bicycle 1%

On foot 3%


The data summarised in Table 4.1 shows that a high proportion of existing residents in the

Creigiau/St. Fagans ward travel to work by single occupancy private car (79%). A small

proportion (6%) travel to work by public transport and 5% of existing residents travel to work

on foot or by bicycle.

It should be noted that the data in Table 4.1 relates only to journeys to work and doesn’t

include journeys for the purpose of education, shopping or leisure.

Furthermore, the data does not take into account multi-modal trips to work (the census asks

for method of travel to work for the longest part of the journey) i.e. park and ride or cycle

and ride. However, it does provide an indication of existing travel patterns in the area.

Accessibility by Non Car Modes

Contemporary local and national transport policy states that new developments should be

designed to encourage more trips to be made by more sustainable modes including walking,

cycling or on public transport in an effort to maximise social inclusion and to minimise the



June 2019

number of single occupancy private car trips. Providing travel choice is policy compliant and

essential in terms of today’s modern and dynamic society.

Local Facilities

One of the primary factors to be considered when considering the suitability of a new

development is its proximity, accessibility and connectivity in relation to key local facilities by

non-car modes.

There are a number of facilities located within a 15 or 30 minute walk of the site which are

shown in Figure 4.4.

The walking and cycling distances from the centre of the site are shown in Table 4.4.

Figure 4.2 – Local Facilities



June 2019

Table 4.2 – Local Facilities

Table 4.2 demonstrates that the site is well connected and accessible by foot or by bicycle

(15-30 minutes) to a wide range of local amenities in Creigiau, including bus stops, primary

school and local shop.

Walking

The pedestrian facilities in the vicinity of the site include formal footways on Llantrisant Road

and in Creigiau and Public Rights of Way (PRoW).

Cardiff Road runs along the north-eastern boundary of the site and has footways on at least

one side of the carriageway. Cardiff Road links the A4119 Llantrisant Road with Creigiau and

is a convenient walking route for pedestrians into Creigiau. The footways vary in width and

benefit from street lighting.

Local Facility Distance from centre of

the site (metres)

Cycling Time

(mins)

Walking Time

(mins)

Public Transport

Henstaff Court Bus Stop 450 1 5

Robin Hill Bus Stop 500 2 6

Queen Charlotte Drive Bus Stop 250 1 3

Maes-yr-Onnen Bus Stop 500 2 6

Llys Gwynno Bus Stop 600 3 7

Dol-y-Felin Bus Stop 800 4 10

Schools / Education

Creigiau Primary School 1200 5 15

Leisure / Sports Facilities

Creigiau Recreation Ground 1200 5 15

Creigiau Allotments 1100 5 14

Creigiau Golf Club 1300 5 16

Local Shops

Tesco Express 900 3 11

Food and Drink

Creigiau Inn 800 3 10

Dynevor Arms 1800 6 22

Medical Centres

Creigiau Pharmacy 1400 5 17

Local Areas

Pentyrch 2700 15+ 35+

Groes-faen 2400 9 30



June 2019

A4119 Llantrisant Road runs along the southern boundary of the site and has footways on at

least one side of the carriageway. These lit footways vary in width and are predominantly in

a good state of repair, with footway widths ranging from 1.2 to 4.8m in the vicinity of the

site. In part a number of the footways also include a grassed area segregating it from the

carriageway.

There are a number of PRoWs in the vicinity of the site, including:

• PRoW 1 Llanillterne;

• PRoW 10 Peterstone Super Ely;


• PRoW 80 Pentrych;



• PRoW 86 Pentyrch; and

Creigiau – Travel Plan 1


June 2019

The footpaths and bridleways shown in Figure 4.3 are of varying states of repair, with some

being used more frequently than others.

Figure 4.3 – Footways and Public Right of Ways in the Vicinity of the Site

There are also footpaths within Creigiau which are not classified as PRoWs but can form part

of a convenient link to shorten journey times. An example of this is the footpath which

connects Parc-Y-Coed with Cardiff Road, shown below in Photograph 4.1 and Photograph

4.4.



June 2019

Photograph 4.1 – Footpath between Photograph 4.2 – Footpath between

Parc-Y-Coed and Cardiff Road Parc-Y-Coed and Cardiff Road

As shown in in the photographs, the footpath is paved and lit. This route is used by residents

of Parc-Y-Coed who are travelling by foot or by bicycle to the north east of Creigiau where

there is a pub, shop, bus stop and the recreation ground.

There is another footpath opposite the Creigiau Inn which is recorded as a PRoW. This runs

east-west and connects Cardiff Road to Parc Castell-Y-Mynach.

Within Creigiau, all residential roads benefit from footways and street lighting. Ffordd

Dinefwr and Parc-Y-Coed will link the central and eastern parcels of land to the local shop

and pub via the footpath shown in Photographs 4.1 and 4.2, and benefit from footways of a

good condition. These roads and footways are shown below in Photograph 4.3 and

Photograph 4.4.



June 2019

Photograph 4.3 – Ffordd Dinefwr Photograph 4.4 – Parc-Y-Coed

Ffordd Dinefwr and Tynant Road connect to Creigiau Primary School and the northwest of

Creigiau. The condition of these roads and footways are shown in Photograph 4.5 and

Photograph 4.6. Again, these roads benefit from footways and street lighting.

Photograph 4.5 – Ffordd Dinefwr Photograph 4.6 – Tynant Road

Llantrisant Road (A4119) abuts the site to the south. It has a footpath on at least one side of

the carriageway although the footway varies in width.



June 2019

The site is relatively well located in terms of proximity and easy access by foot to a number

of local facilities, using both pavements and PRoWs.

The propensity for people to walk or cycle depends on individual preferences and



The thrust of local and national land use and transport policy is to promote and encourage

the choice of walking and cycling above all else where travel needs to occur. Therefore, it is

reasonable to assume that walking is a viable and growing means of travel, and that new

developments, such as this one, should be designed to promote and encourage walking.

In practice, the distance that any individual is likely to choose to walk depends on that

individual and the circumstances, but it is fair to assume that over time, given current

policies to encourage community, health and wellbeing, the propensity for individuals to

walk, and to walk further, will increase.

Figure 4.4 indicates the walking isochrones of 15 and 30 minutes walking time from the

centre of the site assuming a comfortable average walking speed of 5km/ hr (3 mph).

Figure 4.4 – 15 and 30 Minute Walking Isochrones

As demonstrated above, most of Creigiau is within a comfortable 15 minute walk from the

proposed development using the existing pedestrian facilities.



June 2019

Through careful design, the scheme has the potential to improve accessibility between the

site and the village of Creigiau.

Cycling

Cycling infrastructure in the vicinity of the site is in its infancy. In its current form, Llantrisant

Road is not considered to be an attractive cycle route for less confident cyclists.

The residential roads within Creigiau are considered to be lightly trafficked and conducive to

cycling. These roads can provide cycle links to the local facilities within Creigiau.

The Cardiff Cycling Strategy 2016-2026 sets out CC’s vision for cycling and makes reference

to the Integrated Cycle Network. Of these, routes EW50 to EW55 lead through the Plasdwr

development and to Creigiau. Routes 53, 54 and 55 are north of M4 Junction 33 and are

described by the definitive map as follows:

• EW53: North of Junction 33 - Segregated cycle route through development with spur

routes to local centres, and priority at junctions over other transport modes;

• EW54: South of Creigiau - Segregated cycle route through development with spur routes

to local centres, and priority at junctions over other transport modes;

• EW55: Section to Creigiau centre - Segregated cycle route.

Figure 4.5 – Integrated Cycle Network



June 2019

In practice, the distance that any individual is likely to choose to cycle, depends on that

individual and their circumstances, but it is fair to assume that over time, given current

policies to encourage community, wellbeing, health and active travel, the propensity for

individuals to cycle, and to cycle further will increase. This is also in line with Cardiff’s Cycling

Strategy which seeks to encourage journeys by cycling and all sustainable modes of

transport.

Electric Bikes

Electric bikes are becoming more mainstream as identified by Sustrans, with the law in

England, Scotland and Wales meaning that a license is not needed to ride an ‘electrically

assisted pedal cycle’. There is also no need to register, tax or insure the electric bike. This

encourages the use of electric bikes as a real choice when discussing active modes of travel.

Sustrans also highlights one of the benefits of electric bicycles as being able to cycle longer

distances. This increases the area able to be accessed by bicycle and further ameliorates the

accessibility of the site.



June 2019

Accessible Locations

Figure 4.6 demonstrates the 15 and 30 minute cycling isochrones from the centre of the site.,

assuming a comfortable average cycle speed of 15km/hr (9mph). Sustrans has suggested that

up to 5 miles is an appropriate distance for cycle commuting. This equates to 33 minutes at

this speed.

Figure 4.6 – 15 and 30 Minute Cycling Isochrones

Figure 4.6 demonstrates that local towns such as Miskin and Pentyrch are within a 15 minute

cycle of the site, with areas such as Radyr, St Fagans, Llantrisant and Pontyclun being reachable

within a 30 minute cycle from the site. Cardiff city centre is also reachable within a 45 minute

cycle from the site.

Public Transport

Bus Services

There are 6 bus stops within close proximity to the site. These are: Henstaff Court, Robin Hill,

Queen Charlotte Drive, Maes-yr-Onnen, Llys Gwynno, Dol-y-Felin. The locations of the bus

stops are shown below in Figure 4.7.



June 2019

Figure 4.7 – Bus Stop Locations and Bus Routes

Stagecoach operates several bus services in the vicinity of the site. A summary of these

services is sown in Table 4.3.

Table 4.3 – Bus Routes serving Creigiau

Frequency (mins)

Provider No. Route First Last Weekday Sat Sun

Stagecoach 122

Tonypandy – Cardiff 05:49 21:53 15 20 60

Cardiff – Tonypandy 07:10 23:15 15 20 60

Stagecoach 124

Maerdy – Cardiff 06:40 16:05 60 60 2

daily

Cardiff – Maerdy 07:26 18:29 60 60 1

daily

Stagecoach 136

Creigiau – Cardiff 06:39 21:08 60 60 N/A

Cardiff – Creigiau 08:25 21:50 60 60 N/A



June 2019

As shown in Table 4.3, there are approximately 12 two way buses an hour serving the area

local to the site, with services provided to Cardiff, Maerdy and Tonypandy. There are also 10

two way buses an hour on a Saturday and 2 two way buses an hour on a Sunday.

Rail Services

The nearest rail station to the site is Pontyclun rail station which is located approximately

6km from the site. It serves a significant number of stations between Maesteg, Cardiff

Central and Cheltenham, at an hourly frequency. A small number of car parking spaces are

provided at Pontyclun rail station and there are no cycle parking facilities present.

Radyr rail station is located approximately 7km from the site and provides services between

Aberdare/Merthyr Tydfil and Cardiff Central at a 20 minute frequency. There are cycle

parking facilities at Radyr rail station for 16 bicycles. The cycle parking is sheltered and

equipped with CCTV. There are 114 car parking spaces with 15 accessible spaces available at

the station car park. A further 177 car parking spaces are provided in the nearby park and

ride car park.

These stations offer a reasonable multi-modal travel choice to/from the site.

Summary

The site is located in a reasonably sustainable location, within reasonable walking and cycling

distance of local facilities and public transport services in Creigiau and on Llantrisant Road.

Local Highway Network

The location of the site in relation to the local highway network is shown in Figure 4.8.

Figure 4.8 – Local Highway Network



June 2019

Llantrisant Road (A4119)

Llantrisant Road forms an east-west link between Groes-Faen and Danescourt, Cardiff. The

full A4119 links Cardiff with Tonypandy. Within the proximity of the site, Llantrisant Road is

well lit with a footway on one side of the carriageway at all times. It is subject to the national

speed limit in the vicinity of the site.

Cardiff Road

Cardiff Road provides a north-south link from the centre of Creigiau to Llantrisant Road. The

junction where these highways meet is to the south-east corner of the site. Cardiff Road is lit

with footways on a at least one side of the highway at all times. There have been recent

developments along Cardiff Road which have resulted in improved pedestrian facilities on

this road.

Heol Creigiau

Cardiff Road becomes Heol Creigiau to the north, once it passes the junction with Station

Road adjacent to the Creigiau Inn. It benefits from footways, street lighting as well as



June 2019

occasional dropped kerbs and tactile paving at crossing points. It provides access to Tesco

Express, Creigiau Golf Club and Creigiau Pharmacy.

Heol Pant-Y-Gored

Heal Pant-Y-Gored provides a link from Cardiff Road into Pentyrch. It is a two way single lane

carriageway however there are no pedestrian facilities along the route.

Tynant Road

Tynant Road runs north-south along the western edge of Creigiau. It connects the residential

area to the southwest of Creigiau with Creigiau Primary School to the north as well as the

rest of north Creigiau. It has a footway along its eastern edge for the most part and within

the vicinity of the school has dropped kerbs, tactile paving and street lighting. It joins Heol

Creigiau to the north.



June 2019

5 TRAVEL DEMANDS

The average observed mode split for existing residents, taken from 2011 ‘travel to work’

Census data for 2011 for the Mid Layer Super Output Area (MSOA) Cardiff 014 is summarised

in Table 5.1.

In the absence of specific data, which will only be available once the development is

operational, this census data has been used to inform the setting of targets.

The achievability of meeting these targets, or doing better, will be reviewed once site-

specific data has been gathered. The monitoring process will provide actual figures.

Baseline Modal Split

The average journey to work modal split for ward of Creigiau/St. Fagans is summarised in

Table 5.1.





Train 3%


Taxi 0%




Bicycle 1%

On foot 3%


Target Mode Split

To determine the target mode split for trips associated with the development, the existing

journey to work mode split has been used as a guide to understand what is a reasonable

target for the development. The key target is the car driver mode split, and the targets for

Year 1 – Year 5 are set out in Table 5.2. A target for Year 10 has also been included, setting

out the anticipated continued improvement in sustainable travel in this area of Cardiff as

more of the site south of Creigiau site comes forward.



June 2019

Table 5.2 –Target Mode Split

Mode Target Mode Split

Year 1 Year 2 Year 3 Year 4 Year 5 Year 10

Driving a Car or Van 79% 77% 75% 73% 70% 60%

Sustainable Modes 21% 23% 25% 27% 30% 40%

Due to the limited number of dwellings expected to be occupied in Year 1 and Year 2 the

results of the survey may be subject to some variance, but the number of responses will

hopefully provide an indication of travel patterns at the site.

An initial development travel survey will be undertaken within 3 months of first meaningful

occupation. Households and residents will be requested to complete a questionnaire in

order to provide baseline travel data. The TPC will administer and collect the questionnaire,

which will monitor the mode splits being achieved for single occupancy car trips, and those

made by sustainable (other) modes, for journeys to work, journeys to school and other

significant number journeys.

The initial development survey represents Year 0 in terms of the monitoring programme.

A subsequent travel survey of the development will be undertaken 12 months after the

initial survey. This subsequent travel survey represents the 1st Monitoring Survey. It is

proposed that the first Monitoring Survey will take place in Year 1 and then annually

throughout the duration of travel plan monitoring.



June 2019

6 OBJECTIVES, MEASURES AND TARGETS

The primary aim of this Travel Plan is that where travel occurs relative to the development or

surrounding community, to facilitate and encourage modes of travel other than single

occupancy car.

The objectives of this Travel Plan include:

• Encouraging less travel;

• Encouraging use of sustainable travel modes (which includes all non-single car

occupancy modes);

• Promoting healthy lifestyles;

• Encouraging social inclusion by identifying travel choice;

• Minimising the impact of vehicles on the environment; and

• Promoting sustainability by raising the awareness of environmental damage.

These objectives are consistent with the objectives set out within policy guidance which aims

to achieve a 50/50 sustainable mode split among existing and future residents in Cardiff as

set out in CC’s LDP2. The more detailed objectives of the ITP are to:

• Increase resident awareness of the advantages and availability of sustainable modes,

but particularly active modes;

• Actively promote sustainable transport options for travel to and from the proposed

residential development, to enable informed decisions about how to travel to be made

by residents;

• Increase the use of active and sustainable travel modes (particularly for shorter trips),

and to encourage residents to build active travel into their everyday routines to support

and contribute to wider health benefits;

• Enhance as far as is practical the accessibility of the proposed residential development

by active modes at all times; and

• Raise awareness of the impacts of travel choices on health, the local environment etc.

The success of the Travel Plan will depend on the provision of a Travel Plan Coordinator

(TPC). The TPC will manage and control the travel plan initiatives, ensure that the Travel Plan

2 Cardiff Council, ‘Cardiff Local Development Plan 2006-2026 Adopted Plan’, (January 2016) p.91



June 2019

evolves, predicts and reacts to change, and uses funds and resources wisely, and in

consultation with the community and the Council, to achieve the aim and objectives.

This Plan expects that CC will be supportive of the aim and objectives, and will work with the

TPC to achieve them.

Benefits

The achievement of the objectives will bring about a wide range of benefits for residents and

the wider community.

The resident benefits will be:

• Health benefits associated with walking and cycling, including reduced levels of stress;

• The opportunity to save money by using alternative modes of travel to the car; and,

• Improved quality and reliability of journeys.

The benefits to the wider community will be:

• A step-change in travel attitudes which should lead to reductions in vehicular generated

traffic on the local highway network and a contribution towards overall reduction in

travel emissions.

Targets

Targets will be set now, and may be modified once travel surveys have been carried out, and

after each new set of travel surveys following discussion with, and approval from, CC. The

targets will be ‘SMART’. This means:

Site specific

Measurable

Achievable

Realistic and

Time related

There are two types of targets, namely: ‘Action’ and ‘Aim’ targets. Action targets set out

specific commitments to implement measures to ensure delivery. Aim targets provide

numerical goals for mode shift.



June 2019

Targets, or outcomes can be reviewed and once achieved will be maintained at not less than

that level, subject to review as part of the annual monitoring programme.

Action Targets

The key action targets are set out below. These will be included within an Action Plan to

form part of the full Travel Plan:

• A Travel Plan Co-ordinator (TPC) will be appointed prior to first occupation of the

proposed residential development; and

• The first travel plan survey will be undertaken within 3 months of meaningful

occupation of the proposed residential development.

Aim Targets

Table 6.1 outlines the proposed Aim Targets. The baseline mode split figures should be

taken from the results of the baseline survey, which will be undertaken within 3 months of

meaningful occupation. At this stage the observed mode split recorded in the Census has

been used as a guide as to what the baseline mode split may be.

The targets have been set based on CC’s objective of achieving a 50/50 sustainable mode

split across the city, albeit with acknowledgement that it is not a requirement for all sites to

achieve the 50/50 split to meet the Council’s objectives.

Table 6.1: Travel Plan AIM Targets

Mode Target Mode Split

Year 1 Year 2 Year 3 Year 4 Year 5 Year 10

Car Driver 79% 77% 75% 73% 70% 60%

Sustainable Modes 21% 23% 25% 27% 30% 40%

Within 3 months of meaningful occupation of the proposed residential development the

baseline survey will be undertaken to establish baseline travel patterns. Following this

survey, and reflective of the fact that the Travel Plan is a live document, the Travel Plan

targets will be reviewed with Cardiff Council.



June 2019

7 TRAVEL PLAN STRATEGY

Travel Plan Co-ordinator

The Travel Plan Coordinator (TPC) will be in post and take responsibility of the Travel Plan

when the development is first marketed. The TPC post will remain for ten years from first

occupation in line with the condition. The initial TPC will train members of the local

community to continue with the Travel Plan management and initiatives, with the aim of a

local resident or resident’s group taking on the role of TPC.

A dedicated TPC, with intricate knowledge of the site and the development, will be

appointed from the start.

The interim TPC before the introduction of a dedicated TPC will be James Hiscocks, Vectos.

James’ contact details are:

Vectos

Ground Floor, Helmont House

Churchill Way, Cardiff

CF10 2HE

02920 720860

Marketing and Consultation

Prospective residents will, where possible, be encouraged to access the site via sustainable

transport modes when attending viewings. Information will be provided to those enquiring

about properties as to how to get to the site.

All residents will be made aware of the Travel Plan on the commencement of their residence

on the site. The details of the Travel Plan, its objectives in enhancing the environment, and

the role of individuals in achieving these objectives will be explained.

A ‘Travel Information Pack’ will be provided. This will contain the key element of the Travel

Plan and sustainable transport information and other relevant travel information. Details of

the contents of the ‘Travel Information Pack’ are described in Section 8.



June 2019

The TPC will utilise the information which CC Officers are able to provide in terms of posters,

leaflets and timetables for display on notice boards or display units in communal areas.

Contact details of the TPC or the appointed Management Company will be advertised for

residents who wish to discuss specific measures directly.



June 2019

8 SUSTAINABLE TRANSPORT MEASURES

This section details the measures which the Interim Travel Plan considers could be most

applicable to the proposed development.

These measures are not exhaustive, and the exact nature of the measures is dependent on

the needs of the Travel Plan, and the results of Travel Surveys.

All of these measures are considered achievable because of proximity to relevant facilities

and availability of suitable routes.

Importantly, a Travel Plan should be a ‘living document’ which is continually updated and

reviewed.

Travel Information Pack

A Travel Information Pack will be distributed to each household upon occupation, and will

include:

• The name and contact details of the TPC;

• An explanation of the purpose and benefits of the Travel Plan;

• Maps of walking and cycling routes to key destinations;

• Timetables, route maps and ticketing information for public transport;

• Contact numbers and website details;

• Car Share Scheme information;

• Contact details for local taxi companies, and details of any special arrangements brokered

by the TPC;

• Bike Buddy information;

• Information about working from home;

• Promotion of the benefits of home delivery; and

• Location and contact details of nearby services.

This list is not exhaustive and, within reason, any additional information which the

community and CC would like included could be accommodated.

Travel Plan notice boards will be located at suitable locations within the development. These

will be updated on a regular basis by the TPC.



June 2019

Personalised Travel Planning

The TPC will offer a Travel Planning service for all residents. It is expected that this will be

offered during induction sessions run for residents.

The TPC will be able to draw on advice from journey planning websites such as Travel Line

(https://www.traveline.info/).

Travel patterns in the area will change as a result of new developments, however there is no


congestion, certainly where the highway network is already somewhat constrained.

The proposed development can deliver significant physical infrastructure that can influence

travel choice (such as walking and cycling routes). It can also deliver behavioural change

measures such as travel planning which, combined with the physical measures, seek to make

a difference to travel patterns for the proposed new development and the existing

community.

Whilst there is limited specific information available on modal shift relevant to sustainable




There is compelling evidence across the UK, including SUSTRANS research relating to real



mobility. There is no reason to suppose that this will not happen at the Lower Road

development, and it would be fully supported by the requirements of the Council’s

development policy.

On site Walking and Cycling Facilities

The following measures could promote walking and cycling to and from the proposed

residential development:

• The TPC will raise awareness of the health benefits of walking and cycling.

• If there is sufficient demand a Bicycle User Group (BUG) will be set up by the TPC to

provide suggestions for further improvements to encourage cycle use.



June 2019

Sustainable Travel to Schools

As part of the development’s Travel Plan, it is proposed, with the assistance, support or lead

of the Council, to encourage sustainable travel to local schools, which will benefit the wider

community as well as the proposed development.

For local schools currently without a Travel Plan, measures could include:

• Walking buses;

• Cycling trains;

• Parents’ shelters;

• Secure/sheltered scooter parking;

• Secure/sheltered cycle parking;

• Bike to school days;

• Bikeability days/cycle/scooter proficiency days/cycle festivals;

• Sustainable travel meal days; and


Walking Buses

A walking bus is a group of children, walking to or from school with at least two parent

volunteers. Parents take it in turns, on a rota basis, to walk with the children. There is always

a 'driver' who leads the bus, and a 'conductor' who walks at the back. The more children

there are on the bus, the more adults walk with them.

A Walking Bus provides a way of making walkers (or their parents) feel more comfortable,

whilst providing perceived safety in numbers, as well as making walking fun. It allows groups

to organise and walk together, increasing visibility and reducing the feeling of vulnerability

which some may otherwise feel.

Its greatest potential is for schoolchildren. It allows the supervision of children by a

minimum number of adults, whilst providing a fun and perceptibly safer means of getting to

and from school by the most sustainable means.

It will be made available for members of the existing community as well as residents of the

new development.



June 2019

This has the potential to materially change travel habits within the neighbouring

communities.

The TPC will set up, and organise, walking buses. This will include setting out routes, times,

stops and training adults to supervise the ‘buses’.

Home Deliveries

The TPC will promote and raise awareness of the potential time, cost and environmental

savings of home deliveries, including supermarket deliveries. Three of the big four

supermarkets, Sainsbury’s, Asda and Tesco, all offer home delivery services, as does

Waitrose via Ocado. The majority of online retailers also now offer home delivery services.

Car Sharing

Car sharing aims to match commuting journeys allowing the individuals to benefit from the

convenience of a car journey whilst reducing the cost of the journey and the number of

vehicles on the network.

The TPC will promote and encourage car sharing where appropriate. The TPC will investigate

the benefits of public and private car sharing schemes, liaise with CC on the best way to

promote the Council’s car share scheme, www.carshare2cardiff.com .

Cycle Train

A cycle train provides a way of making cyclists (or their parents) feel more comfortable when

cycling on the road. It allows people to form a train of cyclists, increasing visibility and

reducing the feeling of vulnerability which inexperienced cyclists may feel.

This has the potential to materially change travel habits within this community, both for

schoolchildren and commuters.

The TPC will set up and encourage the use of cycle trains. This will include setting out routes,

stops and training ‘train drivers’ and ‘guards’.

Cycle trains are becoming more popular, with trains currently operated in Brighton and

Hertfordshire.

http://www.carshare2cardiff.com/



June 2019

Cycle Training

Cycle Training Wales (www.cycletrainingwales.org.uk ) provide cycle training for adults and

children in Cardiff. They provide training for beginners up to experienced cyclists and cover a

range of bike related skills including cycle maintenance. The aim is to make cyclists more

confident and comfortable cycling on the road.

The TPC will organise either individual or group training sessions as appropriate for residents,

and other members of the local community, expressing an interest in improving their cycling

confidence.

Scoot to School

Scoot to School is a SUSTRANS initiative aimed at encouraging children to use a scooter to

get to school. The programme involves scooter training for children, as well as the provision

of scooter parking at school.

The TPC will work with SUSTRANS to see how this Travel Plan can support the Scoot to

School initiative. The TPC will provide routes, training and encouragement for this, as well as

liaising with schools to promote this type of travel.

The TPC will undertake this for the existing local community as well as the development.

Sustainable Travel Vouchers

As part of the Travel Plan, a £100 voucher for The Bike Shed will be provided to each

dwelling to be used towards the purchase of a new bike or cycling accessories. A bus season

ticket will also be provided to each household for use on Stagecoach bus services.

http://www.cycletrainingwales.org.uk/



June 2019

9 MONITORING AND REVIEW

It is important a thorough Travel Plan monitoring system is put in place. The two main

reasons for monitoring of the Travel Plan are:

• To provide feedback so the Travel Plan can be refined; and,

• To measure the level of success in meeting identified targets using key performance

indicators.

A framework for the monitoring and review strategy is outlined in this section.

Monitoring

In general accord with the Department for Transport (DfT) Good Practice Guide ‘Delivering

Travel Plans through the Planning Process’ an effective monitoring and review programme

has been set out.

An initial development travel survey will be undertaken within 3 months of meaningful

occupation. Households and residents will be requested to complete a questionnaire in

order to provide baseline travel data. The TPC will administer and collect the questionnaire,

which will monitor the mode splits being achieved for single occupancy car trips, and those

made by sustainable (other) modes, for journeys to work, journeys to school and other

significant number journeys.

The initial development survey represents Year 0 in terms of the monitoring programme.

A subsequent travel survey of the development and local community will be undertaken 12

months after the initial survey. This subsequent travel survey represents the 1st Monitoring

Survey. It is proposed that the first Monitoring Survey will take place in Year 1 and then

annually throughout the duration of travel plan monitoring.

The initial survey and annual Monitoring Surveys will be undertaken using CC’s standard

survey template or similar questionnaire. Any modifications to the questionnaire or

questions will be discussed and agreed between the TPC and CC Officers. A prize draw may

be offered as an incentive to residents for completing the surveys.

Additionally, the snapshot survey questionnaire will also be included in the annual surveys.

An example snapshot survey questionnaire is included in Appendix A. The snapshot survey



June 2019

will also include questions on travel to work and travel to school trips in order that modal

split can be reviewed.

This Plan will use reasonable endeavours to achieve a 70% response rate for all of the travel

surveys.

The survey timetable is as proposed in Table 9.1.

Table 9.1 – Survey Timetable

Description Timeframe

Travel Survey Initial Survey for Baseline Year 0

1st Monitoring Survey Year 1

Travel Survey Monitoring + Snap Shot Year 2




Up to 10 years

Monitoring of the following is also useful to judge whether the implementation or

proportion of certain measures needs to be modified. These factors should be monitored on

a constant basis:

• Monitor the level and uptake of walking bus, cycle train initiatives

• Monitor usage of footways, footpaths and cycle facilities

• Monitor parking spaces and the level of on-street parking within the development area;

• Monitor the take up of bus passes and cycle vouchers

• Monitor take up of car sharing amongst the community;

• Monitor the quality of routes;

• Record comments received from residents relating to the operation and implications of

the Travel Plan.

A formalised programme of monitoring, which sets dates of surveys, will be established by

the TPC in consultation with CC once occupation occurs and will continue until the

development has been built out, or ten years, whichever is longer.



June 2019

Review

The Travel Plan will be reviewed annually for as long as a TPC is appointed as part of the

monitoring process, which for clarity is ten years from first occupation. The review will be

undertaken by the TPC and representatives of CC, and the appropriateness and success of

travel targets will be reviewed as necessary, with any additional measures identified if the

Travel Plan is failing to meet its targets.

Reporting

The TPC will report the results of monitoring in writing to CC within three months of the

completion of the monitoring surveys. The TPC will compile an annual Monitoring Report

outlining the results of the monitoring survey and review. The report will also incorporate

the results of on-going monitoring throughout the preceding period. The report will be

issued to CC and retained for records. A revised Action Plan will be submitted on an annual

basis as part of the annual monitoring program and reporting.

The monitoring report will include the following aspects:

• Site name and address;

• A summary of the Travel Plan;

• How and when monitoring information was gathered;

• Details of the travel surveys;

• Whether travel patterns are meeting objectives and targets; and

• Proposals to further develop the Travel Plan and an update to the Action Plan.

A full comprehensive report will be issued at the last year of the Travel Plan.

Mitigation

The aim of the Travel Plan is to achieve the appropriate modal shift targets within the dates

defined.

In the event that the monitoring and review process find any aspect of the Travel Plan is

underperforming and targets are not being achieved, the TPC will instigate a meeting with

CC officers. The possible reasons for the failure will be discussed along with what further



June 2019

improvements that could be implemented at the site in order to meet the targets. An action

plan will be drawn up in order to get the Travel Plan back on track.



June 2019

10 SUMMARY

This Interim Travel Plan forms the framework within which management of travel will occur

for the proposed development. The purpose of the travel management is to maximise an

energy efficient and socially inclusive environment in the context of the development of the

site, and enhance and promote connectivity, amenity, and sustainable travel.

The development proposals will provide pedestrian and cycling links to the existing

pedestrian and cycle networks in the area, providing safe and convenient routes.

Each household will be provided with a £100 voucher for The Bike Shed to be used towards

the purchase of a new bike or cycling accessories and a bus season ticket will also be

provided to each household to be used on Stagecoach bus services.

The development will also provide an investment to working with the local schools to

introduce a package of sustainable travel measures.

Further initiatives that will be provided as part of the Travel Plan include the following:

• Provision of a TPC, with funding for day to day management of the Travel Plan;

• A Welcome Pack with information on sustainable travel from the development; and

• A suitable design of the site, in accordance with Manual for Streets, which places walking

and cycling at the top of the transport hierarchy.



June 2019

11 ACTION PLAN

The Action Plan outlined below in Table 11.1 sets out the measures included within the

Travel Plan that are directed at influencing residents’ travel.

The action plan will be revised every year following each Annual Travel Plan Review.

Table 11.1 – Action Plan for Travel Plan Measures

Measures Notes Target Date Method of Monitoring Responsibility

General

Appointment of

Travel Plan

Coordinator (TPC)

Part-time role

Prior to occupation of

residential

development

N/A Developer

Information Provision

Travel Noticeboard

Public transport

timetables and

walking/cycle

routes.

Prior to occupation of

residential

development

N/A TPC

Welcome pack

Welcome pack for

residents with

public transport

details, walking and

cycling routes and

details of the car

share scheme

Upon occupation of

dwellings TPC TPC

Cycling

Provision of cycle

parking for residents

Cycle parking to be

provided for

residents

Provided as part of

development process

Spot checks as part of

maintenance rounds TPC

Monitor condition of

cycle routes in the

vicinity of the site

Report results to CC On going Report back to CC TPC

Provide cycle route

maps When necessary TPC to monitor uptake TPC

Provide £100 cycle

voucher for The Bike

Shed

One per dwelling

(first occupation

only)

Upon occupation of

dwellings TPC Developer

Walking

Provide information

on safe walking

routes

On going TPC TPC

Public Transport



June 2019

Provide up to date

information on bus

and rail services

On going TPC TPC

Provide bus season

ticket for Stagecoach

services

One per dwelling

(first occupation

only)

Upon occupation of

dwellings TPC Developer

Vehicles

Provide details of car

sharing scheme

On-going, as site is

developed and

occupied

TPC responsible for

database TPC

APPENDIX A

Residential Travel Survey

All information provided is anonymous. Thank you for your cooperation.

Q1 Full home postcode: …………………………

Q2 Gender:

Male

Female

Q3 Are you:

Full Time

Part Time

Q4 Age:

Under 25

25 -34

35 – 44

45 – 54

55 or over

Q5 Do you have any disability which affects your travel arrangements?

Yes

No

Q6 How do you usually travel to work?

Bus

Bicycle

Car driver (on your own)

Car driver (with a passenger)

Car passenger

Walk

Motorcycle / Moped / Scooter

Train

Other ………………………………………….

Q7 If you drive to work where do you normally park?

On Site

Street

Other Car Park

Q8 Which of the following do you occasionally use instead of your usual form of transport?

Bus

Bicycle

Car driver (on your own)

Car driver (with a passenger)

Car passenger

Walk


Train

Other ………………………………….

No alternative used

Q9 How long does it usually take for you to travel to and from work?

To work From work

0 – 15 min

16 – 30 min

31 – 60 min

61 – 90 min

Over 90 min

Q10 If you regularly travel to work by car what is you main reason?

Get a lift

Health reasons

Lack of an alternative

Convenience

Car essential to perform job

Dropping off / collecting children

Q11 Are you prepared to car share?

Yes, independently (or already do)

Yes, should an in-house scheme be available

No

Q12 Which of the following changes would encourage you to cycle to work? (If you already do

cycle which would you most like to see?)

Safer, better lit cycle routes

Improved cycle parking on site

Showers on site

Discount or loan to buy a bike

Cycle training to improve skills

Other …………………………………………………

Nothing

Q14 Which of the following would encourage you to use the bus to travel to work? (If you

already use the bus which would you most like to see?)

More frequent services

More reliable services

Improved public transport information

Improved pedestrian conditions around bus station

Bus stops within closer proximity of home / work

Cleaner and more comfortable buses

Improved facilities at bus stops

Cheaper / subsidised fares

Other …………………………………………………………………

None

Q15 Which of the following would encourage you to use the train to travel to work? (If you

already use the train which would you most like to see?)

More frequent services

More reliable services

Improved public transport information

Improved pedestrian conditions around train station

Train stations within closer proximity of home

Cleaner and more comfortable trains

Improved facilities at train stations

Cheaper / subsidised fares

Other …………………………………………………………………

None

Q16 How many school aged children live in your house (including 6th form)?

…………………………………………………………………

Q17 What mode of transport do the children normally use for their journey to school?

Bus

Bicycle

Car Driver (drive themselves)

Car (own children)

Car sharing (giving lifts)

Walk


Train

Other ………………………………….

No alternative used

Q18 Do you have any comments about your travel patterns?

……………………………………………………………………………………

……………………………………………………………………………………

……………………………………………………………………………………

……………………………………………………………………………………

……………………………………………………………………………………

APPENDIX H

TRICS Outputs

TRICS 7.5.3

Trip Rate Parameter:Number of dwellings

TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use 03 - RESIDENTIAL

Category A - HOUSES PRIVATELY OWNED

MULTI-MODAL TOTAL PEOPLE

Selected regions and areas:

2 SOUTH EAST

ES EAST SUSSEX2 days

KC KENT 3 days

WS WEST SUSSEX3 days

3 SOUTH WEST

DV DEVON 1 days

6 WEST MIDLANDS

ST STAFFORDSHIRE1 days

7 YORKSHIRE & NORTH LINCOLNSHIRE

NE NORTH EAST LINCOLNSHIRE1 days

11 SCOTLAND

FA FALKIRK 1 days

This section displays the number of survey days per TRICS® sub-region in the selected set

Secondary Filtering selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range are included in the trip rate calculation.

Parameter: Number of dwellings

Actual Range: 110 to 805 (units: )

Range Selected by User:100 to 805 (units: )

Public Transport Provision:

Selection by: Include all surveys

Date Range: 01/01/13 to 19/04/18

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are included in the trip rate calculation.

Selected survey days:

Monday 2 days

Wednesday 4 days

Thursday 3 days

Friday 3 days

This data displays the number of selected surveys by day of the week.

Selected survey types:

Manual count 12 days

Directional ATC Count0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys the total adding up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff whilst ATC surveys are undertaking using machines.

Selected Locations:

Town Centre 0

Edge of Town Centre 0

Suburban Area (PPS6 Out of Centre)3

Edge of Town 9

Neighbourhood Centre (PPS6 Local Centre)0

Free Standing (PPS6 Out of Town)0

Not Known 0

This data displays the number of surveys per main location category within the selected set. The main location categories consist of Free Standing Edge of Town Suburban Area Neighbourhood Centre Edge of Town Centre Town Centre and Not Known.

Selected Location Sub Categories:

Industrial Zone 0

Commercial Zone 0

Development Zone 0

Residential Zone 11

Retail Zone 0

Built-Up Zone 0

Village 0

Out of Town 0

High Street 0

No Sub Category 1

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories consist of Commercial Zone Industrial Zone Development Zone Residential Zone Retail Zone Built-Up Zone Village Out of Town High Street and No Sub Category.

Secondary Filtering selection:

Use Class:

C3 12 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005 has been used for this purpose which can be found within the Library module of TRICS®.

Population within 1 mile:

1,000 or Less 1 days

5,001 to 10,000 2 days

10,001 to 15,000 6 days

15,001 to 20,000 1 days

20,001 to 25,000 2 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles:

5,001 to 25,000 2 days

50,001 to 75,000 3 days

75,001 to 100,0003 days

100,001 to 125,0001 days

125,001 to 250,0003 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles:

0.6 to 1.0 3 days

1.1 to 1.5 9 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling within a radius of 5-miles of selected survey sites.

Travel Plan:

Yes 3 days

No 9 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place and the number of surveys that were undertaken at sites without Travel Plans.

PTAL Rating:

No PTAL Present 12 days

This data displays the number of selected surveys with PTAL Ratings.

LIST OF SITES relevant to selection parameters

1 DV-03-A-02HOUSES & BUNGALOWSDEVON

MILLHEAD ROAD

HONITON

Suburban Area (PPS6 Out of Centre)

Residential Zone

Total Number of dwellings: 116

Survey date:FRIDAY 25/09/2015 Survey Type:MANUAL

2 ES-03-A-03MIXED HOUSES & FLATSEAST SUSSEX

SHEPHAM LANE

POLEGATE

Edge of Town

Residential Zone


Survey date:MONDAY 11/07/2016 Survey Type:MANUAL

3 ES-03-A-04MIXED HOUSES & FLATSEAST SUSSEX

NEW LYDD ROAD

CAMBER

Edge of Town

Residential Zone



4 FA-03-A-02MIXED HOUSESFALKIRK

ROSEBANK AVENUE & SPRINGFIELD DRIVE

FALKIRK


Residential Zone


Survey date:WEDNESDAY29/05/2013 Survey Type:MANUAL

5 KC-03-A-04SEMI-DETACHED & TERRACEDKENT

KILN BARN ROAD

DITTON

AYLESFORD

Edge of Town

Residential Zone



6 KC-03-A-06MIXED HOUSES & FLATSKENT

MARGATE ROAD

HERNE BAY


Residential Zone



7 KC-03-A-07MIXED HOUSESKENT

RECULVER ROAD

HERNE BAY

Edge of Town

Residential Zone



8 NE-03-A-02SEMI DETACHED & DETACHEDNORTH EAST LINCOLNSHIRE

HANOVER WALK

SCUNTHORPE

Edge of Town

No Sub Category


Survey date:MONDAY 12/05/2014 Survey Type:MANUAL

9 ST-03-A-07DETACHED & SEMI-DETACHEDSTAFFORDSHIRE

BEACONSIDE

MARSTON GATE

STAFFORD

Edge of Town

Residential Zone



10 WS-03-A-04MIXED HOUSESWEST SUSSEX

HILLS FARM LANE

BROADBRIDGE HEATH

HORSHAM

Edge of Town

Residential Zone


Survey date:THURSDAY 11/12/2014 Survey Type:MANUAL


ELLIS ROAD

S BROADBRIDGE HEATH

WEST HORSHAM

Edge of Town

Residential Zone




ROUNDSTONE LANE

ANGMERING

Edge of Town

Residential Zone



This section provides a list of all survey sites and days in the selected set. For each individual survey site it displays a unique site reference code and site address the selected trip rate calculation parameter and its value the day of the week and date of each survey and whether the survey was a manual classified count or an ATC count.

TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED

Calculation Factor: 1 DWELLS

Count Type: TOTAL PEOPLE

ARRIVALS DEPARTURES TOTALS

No. Ave. Trip No. Ave. Trip No. Ave. Trip

Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate

00:00-01:00

01:00-02:00

02:00-03:00

03:00-04:00

04:00-05:00

05:00-06:00

06:00-07:00

07:00-08:00 12 267 0.126 12 267 0.471 12 267 0.597

08:00-09:00 12 267 0.187 12 267 0.785 12 267 0.972

09:00-10:00 12 267 0.227 12 267 0.284 12 267 0.511

10:00-11:00 12 267 0.203 12 267 0.261 12 267 0.464

11:00-12:00 12 267 0.203 12 267 0.261 12 267 0.464

12:00-13:00 12 267 0.252 12 267 0.245 12 267 0.497

13:00-14:00 12 267 0.272 12 267 0.258 12 267 0.53

14:00-15:00 12 267 0.272 12 267 0.308 12 267 0.58

15:00-16:00 12 267 0.572 12 267 0.304 12 267 0.876

16:00-17:00 12 267 0.545 12 267 0.311 12 267 0.856

17:00-18:00 12 267 0.602 12 267 0.293 12 267 0.895

18:00-19:00 12 267 0.517 12 267 0.345 12 267 0.862

19:00-20:00

20:00-21:00

21:00-22:00

22:00-23:00

23:00-24:00

Daily Trip Rates: 3.978 4.126 8.104

APPENDIX I

Development Trip Distribution

Arr Dep100% 0%

2% 3%0%0%

22% 0%

0% 7% 0% 0% 0% 0% 12% 0%

14% 12% 8%20% 8% 0%

0% 22% 27% 12%0% 25% 0% 0% 22% 37%

Commutting Distribution Arrivals

Sitee

Cardiff Road

Llantrisant Road

A4119

Arr Dep0% 100%

0% 0%2%22%

0% 3%

0% 0% 14% 22% 12% 27% 8% 12%

0% 0% 12%0% 22% 37%

7% 0% 0% 0%0% 0% 25% 20% 8% 0%

Commutting Distribution Departures

Sitee

Cardiff Road

Llantrisant Road

A4119

Arr Dep100% 0%

24% 0%0%0%

0% 0%

0% 0% 0% 0% 0% 0% 0% 0%

36% 40% 0%40% 0% 0%

0% 0% 0% 0%0% 0% 0% 0% 0% 0%

Primary Education Distribution Arrivals

Sitee

Cardiff Road

Llantrisant Road

A4119

Arr Dep0% 100%

0% 0%24%0%

0% 0%

0% 0% 36% 0% 40% 0% 0% 0%

0% 0% 0%0% 0% 0%

0% 0% 0% 0%0% 0% 0% 40% 0% 0%

Primary Education Distribution Departures

Sitee

Cardiff Road

Llantrisant Road

A4119

Arr Dep100% 0%

0% 0%0%0%

24% 0%

0% 0% 0% 0% 0% 0% 0% 0%

0% 0% 0%0% 0% 0%

0% 36% 40% 24%0% 0% 0% 0% 36% 76%

Secondary Education Distribution Arrivals

Sitee

Cardiff Road

Llantrisant Road

A4119

Arr Dep0% 100%

0% 0%0%24%

0% 0%

0% 0% 0% 36% 0% 40% 0% 24%

0% 0% 0%0% 36% 76%

0% 0% 0% 0%0% 0% 0% 0% 0% 0%

Secondary Education Distribution Departures

Sitee

Cardiff Road

Llantrisant Road

A4119

APPENDIX J

Modelling Outputs

Full Input Data And Results

Full Input Data And Results User and Project Details

Project:

Title:

Location:

Additional detail:

File name: Western Access v1.lsg3x

Author: Ben Stone

Company: Vectos

Address: Ground Floor, Helmont House, Churchill Way, Cardiff, CF10 2DX

Network Layout Diagram


Phase Diagram

A

B

C

D

E

Phase Input Data

Phase Name Phase Type Assoc. Phase Street Min Cont Min

A Traffic 7 7

B Traffic 7 7

C Traffic 7 7

D Pedestrian 9 9

E Pedestrian 9 9


Phase Intergreens Matrix

Starting Phase

Terminating Phase

A B C D E

A - 5 5 5 10

B 5 - - 9 10

C 7 - - 8 5

D 17 17 17 - -

E 12 12 12 - -

Phases in Stage

Stage No. Phases in Stage

1 B C

2 A

3 D E

Stage Diagram

A

B

C

D

E

1 Min >= 7

A

B

C

D

E

2 Min >= 7

A

B

C

D

E

3 Min >= 9

Phase Delays

Term. Stage Start Stage Phase Type Value Cont value

There are no Phase Delays defined

Prohibited Stage Change

To Stage

From Stage

1 2 3

1 7 10

2 5 10

3 17 17


Give-Way Lane Input Data

Junction: Western Site Access

Lane Movement

Max Flow when

Giving Way (PCU/Hr)

Min Flow when

Giving Way (PCU/Hr)

Opposing Lane

Opp. Lane Coeff.

Opp. Mvmnts.

Right Turn Storage (PCU)

Non-Blocking Storage (PCU)

RTF Right Turn Move up (s)

Max Turns in Intergreen

(PCU)

2/2 (Llantrisant Road (E))

4/1 (Right) 1439 0 3/1 1.09 All 2.00 - 0.50 2 2.00


Lane Input Data


Lane Lane Type

Phases Start Disp.

End Disp.

Physical Length (PCU)

Sat Flow Type

Def User Saturation

Flow (PCU/Hr)

Lane Width

(m) Gradient

Nearside Lane

Turns Turning Radius

(m)

1/1 (Site Access)

U A 2 3 60.0 Geom - 3.25 0.00 Y Arm 5 Left

16.63

1/2 (Site Access)

U A 2 3 6.1 Geom - 3.25 0.00 N Arm 6 Right

19.20


U B 2 3 60.0 Geom - 3.50 0.00 Y Arm 6 Ahead

Inf


O B 2 3 6.4 Geom - 3.50 0.00 N Arm 4 Right

12.60

3/1 (Llantrisant Road (W))

U C 2 3 60.0 Geom - 3.50 0.00 Y

Arm 4 Left

13.75

Arm 5 Ahead

Inf

4/1 U 2 3 60.0 Inf - - - - - -

5/1 U 2 3 60.0 Inf - - - - - -

6/1 U 2 3 60.0 Inf - - - - - -

Traffic Flow Groups

Flow Group Start Time End Time Duration Formula

1: '2026 + Comm (unfettered) + Dev AM' 08:00 09:00 01:00

2: '2026 + Comm (unfettered) + Dev PM' 17:00 18:00 01:00

3: '2026 + Comm (fettered) + Dev AM' 08:00 09:00 01:00

4: '2026 + Comm (fettered) + Dev PM' 17:00 18:00 01:00

Scenario 1: '2026 + Comm (unfettered) + Dev AM' (FG1: '2026 + Comm (unfettered) + Dev AM', Plan 1: 'Network Control Plan 1')

Traffic Flows, Desired Desired Flow :

Destination

Origin

A B C Tot.

A 0 57 48 105

B 14 0 613 627

C 12 723 0 735

Tot. 26 780 661 1467


Traffic Lane Flows

Lane

Scenario 1: 2026 + Comm (unfettered) +

Dev AM


1/1 (with short)

105(In) 57(Out)

1/2 (short)

48

2/1 (with short)

627(In) 613(Out)

2/2 (short)

14

3/1 735

4/1 26

5/1 780

6/1 661

Lane Saturation Flows


Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)

Flared Sat Flow (PCU/Hr)

1/1 (Site Access)

3.25 0.00 Y Arm 5 Left 16.63 100.0 % 1779 1779

1/2 (Site Access)

3.25 0.00 N Arm 6 Right 19.20 100.0 % 1929 1929


3.50 0.00 Y Arm 6 Ahead Inf 100.0 % 1965 1965


3.50 0.00 N Arm 4 Right 12.60 100.0 % 1881 1881


3.50 0.00 Y Arm 4 Left 13.75 1.6 %

1962 1962 Arm 5 Ahead Inf 98.4 %

4/1 Infinite Saturation Flow Inf Inf



Scenario 2: '2026 + Comm (unfettered) + Dev PM' (FG2: '2026 + Comm (unfettered) + Dev PM', Plan 1: 'Network Control Plan 1')


Destination

Origin

A B C Tot.

A 0 33 22 55

B 69 0 600 669

C 45 923 0 968

Tot. 114 956 622 1692


Traffic Lane Flows

Lane

Scenario 2: 2026 + Comm (unfettered) +

Dev PM


1/1 (with short)

55(In) 33(Out)

1/2 (short)

22

2/1 (with short)

669(In) 600(Out)

2/2 (short)

69

3/1 968

4/1 114

5/1 956

6/1 622



Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (Site Access)

3.25 0.00 Y Arm 5 Left 16.63 100.0 % 1779 1779

1/2 (Site Access)

3.25 0.00 N Arm 6 Right 19.20 100.0 % 1929 1929


3.50 0.00 Y Arm 6 Ahead Inf 100.0 % 1965 1965


3.50 0.00 N Arm 4 Right 12.60 100.0 % 1881 1881


3.50 0.00 Y Arm 4 Left 13.75 4.6 %

1955 1955 Arm 5 Ahead Inf 95.4 %




Scenario 3: '2026 + Comm (fettered) + Dev AM' (FG3: '2026 + Comm (fettered) + Dev AM', Plan 1: 'Network Control Plan 1')


Destination

Origin

A B C Tot.

A 0 57 48 105

B 14 0 583 597

C 12 715 0 727

Tot. 26 772 631 1429


Traffic Lane Flows

Lane

Scenario 3: 2026 + Comm

(fettered) + Dev AM


1/1 (with short)

105(In) 57(Out)

1/2 (short)

48

2/1 (with short)

597(In) 583(Out)

2/2 (short)

14

3/1 727

4/1 26

5/1 772

6/1 631



Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (Site Access)

3.25 0.00 Y Arm 5 Left 16.63 100.0 % 1779 1779

1/2 (Site Access)

3.25 0.00 N Arm 6 Right 19.20 100.0 % 1929 1929


3.50 0.00 Y Arm 6 Ahead Inf 100.0 % 1965 1965


3.50 0.00 N Arm 4 Right 12.60 100.0 % 1881 1881


3.50 0.00 Y Arm 4 Left 13.75 1.7 %

1961 1961 Arm 5 Ahead Inf 98.3 %




Scenario 4: '2026 + Comm (fettered) + Dev PM' (FG4: '2026 + Comm (fettered) + Dev PM', Plan 1: 'Network Control Plan 1')


Destination

Origin

A B C Tot.

A 0 33 22 55

B 69 0 584 653

C 45 881 0 926

Tot. 114 914 606 1634


Traffic Lane Flows

Lane


(fettered) + Dev PM


1/1 (with short)

55(In) 33(Out)

1/2 (short)

22

2/1 (with short)

653(In) 584(Out)

2/2 (short)

69

3/1 926

4/1 114

5/1 914

6/1 606



Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (Site Access)

3.25 0.00 Y Arm 5 Left 16.63 100.0 % 1779 1779

1/2 (Site Access)

3.25 0.00 N Arm 6 Right 19.20 100.0 % 1929 1929


3.50 0.00 Y Arm 6 Ahead Inf 100.0 % 1965 1965


3.50 0.00 N Arm 4 Right 12.60 100.0 % 1881 1881


3.50 0.00 Y Arm 4 Left 13.75 4.9 %

1955 1955 Arm 5 Ahead Inf 95.1 %





Stage Sequence Diagram

B

C

1 Min: 7

17 70s

A

2 Min: 7

7 7s

D

E

3 Min: 9

10 9s


Stage Timings

Stage 1 2 3

Duration 70 7 9

Change Point 0 87 101

Signal Timings Diagram

0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

Time in cycle (sec)

Phases

1 17 : 70

0

2 7 : 7

87

3 10 : 9

101

E E

D D

C C

B B

A A


Network Results

Item Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network - - N/A - - - - - - - - 63.3%

Western Site Access

- - N/A - - - - - - - - 63.3%

1/1+1/2 Site Access Left

Right U N/A N/A A 1 7 - 105 1779:1929 119+100

48.1 : 48.1%

2/1+2/2 Llantrisant Road (E) Right Ahead

U+O N/A N/A B 1 70 - 627 1965:1881 1145+26 53.5 : 53.5%

3/1 Llantrisant Road (W) Left Ahead

U N/A N/A C 1 70 - 735 1962 1161 63.3%

4/1 U N/A N/A - - - - 26 Inf Inf 0.0%

5/1 U N/A N/A - - - - 780 Inf Inf 0.0%

6/1 U N/A N/A - - - - 661 Inf Inf 0.0%

Item Arriving (pcu) Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In Intergreen (pcu)

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

Network - - 14 0 0 7.4 1.9 0.1 9.3 - - - -

Western Site Access

- - 14 0 0 7.4 1.9 0.1 9.3 - - - -

1/1+1/2 105 105 - - - 1.6 0.5 - 2.0 69.6 1.8 0.5 2.3

2/1+2/2 627 627 14 0 0 2.5 0.6 0.1 3.2 18.1 12.2 0.6 12.8

3/1 735 735 - - - 3.3 0.9 - 4.1 20.2 15.9 0.9 16.8

4/1 26 26 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 780 780 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 661 661 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

C1 PRC for Signalled Lanes (%): 42.1 Total Delay for Signalled Lanes (pcuHr): 9.31 Cycle Time (s): 120 PRC Over All Lanes (%): 42.1 Total Delay Over All Lanes(pcuHr): 9.31

Full Input Data And Results Scenario 2: '2026 + Comm (unfettered) + Dev PM' (FG2: '2026 + Comm (unfettered) + Dev PM', Plan 1: 'Network Control Plan 1')


B

C

1 Min: 7

17 70s

A

2 Min: 7

7 7s

D

E

3 Min: 9

10 9s Stage Timings

Stage 1 2 3

Duration 70 7 9



0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

Time in cycle (sec)

Phases

1 17 : 70

0

2 7 : 7

87

3 10 : 9

101

E E

D D

C C

B B

A A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network - - N/A - - - - - - - - 83.7%

Western Site Access

- - N/A - - - - - - - - 83.7%


Right U N/A N/A A 1 7 - 55 1779:1929 119+79

27.8 : 27.8%


U+O N/A N/A B 1 70 - 669 1965:1881 1064+122 56.4 : 56.4%


U N/A N/A C 1 70 - 968 1955 1157 83.7%

4/1 U N/A N/A - - - - 114 Inf Inf 0.0%

5/1 U N/A N/A - - - - 956 Inf Inf 0.0%

6/1 U N/A N/A - - - - 622 Inf Inf 0.0%








Total Delay (pcuHr)





Network - - 69 0 0 8.8 3.3 0.7 12.8 - - - -

Western Site Access

- - 69 0 0 8.8 3.3 0.7 12.8 - - - -

1/1+1/2 55 55 - - - 0.8 0.2 - 1.0 65.7 1.0 0.2 1.2

2/1+2/2 669 669 69 0 0 2.7 0.6 0.7 4.0 21.4 12.5 0.6 13.1

3/1 968 968 - - - 5.3 2.5 - 7.8 29.1 26.1 2.5 28.6

4/1 114 114 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 956 956 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 622 622 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0


Full Input Data And Results Scenario 3: '2026 + Comm (fettered) + Dev AM' (FG3: '2026 + Comm (fettered) + Dev AM', Plan 1: 'Network Control Plan 1')


B

C

1 Min: 7

17 70s

A

2 Min: 7

7 7s

D

E

3 Min: 9

10 9s Stage Timings

Stage 1 2 3

Duration 70 7 9



0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

Time in cycle (sec)

Phases

1 17 : 70

0

2 7 : 7

87

3 10 : 9

101

E E

D D

C C

B B

A A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network - - N/A - - - - - - - - 62.7%

Western Site Access

- - N/A - - - - - - - - 62.7%


Right U N/A N/A A 1 7 - 105 1779:1929 119+100

48.1 : 48.1%


U+O N/A N/A B 1 70 - 597 1965:1881 1144+27 51.0 : 51.0%


U N/A N/A C 1 70 - 727 1961 1160 62.7%

4/1 U N/A N/A - - - - 26 Inf Inf 0.0%

5/1 U N/A N/A - - - - 772 Inf Inf 0.0%

6/1 U N/A N/A - - - - 631 Inf Inf 0.0%








Total Delay (pcuHr)





Network - - 14 0 0 7.1 1.8 0.1 9.0 - - - -

Western Site Access

- - 14 0 0 7.1 1.8 0.1 9.0 - - - -

1/1+1/2 105 105 - - - 1.6 0.5 - 2.0 69.6 1.8 0.5 2.3

2/1+2/2 597 597 14 0 0 2.4 0.5 0.1 2.9 17.6 11.3 0.5 11.8

3/1 727 727 - - - 3.2 0.8 - 4.0 20.0 15.5 0.8 16.4

4/1 26 26 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 772 772 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 631 631 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0


Full Input Data And Results Scenario 4: '2026 + Comm (fettered) + Dev PM' (FG4: '2026 + Comm (fettered) + Dev PM', Plan 1: 'Network Control Plan 1')


B

C

1 Min: 7

17 70s

A

2 Min: 7

7 7s

D

E

3 Min: 9

10 9s Stage Timings

Stage 1 2 3

Duration 70 7 9



0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

Time in cycle (sec)

Phases

1 17 : 70

0

2 7 : 7

87

3 10 : 9

101

E E

D D

C C

B B

A A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network - - N/A - - - - - - - - 80.1%

Western Site Access

- - N/A - - - - - - - - 80.1%


Right U N/A N/A A 1 7 - 55 1779:1929 119+79

27.8 : 27.8%


U+O N/A N/A B 1 70 - 653 1965:1881 1061+125 55.0 : 55.0%


U N/A N/A C 1 70 - 926 1955 1157 80.1%

4/1 U N/A N/A - - - - 114 Inf Inf 0.0%

5/1 U N/A N/A - - - - 914 Inf Inf 0.0%

6/1 U N/A N/A - - - - 606 Inf Inf 0.0%








Total Delay (pcuHr)





Network - - 69 0 0 8.3 2.8 0.6 11.6 - - - -

Western Site Access

- - 69 0 0 8.3 2.8 0.6 11.6 - - - -

1/1+1/2 55 55 - - - 0.8 0.2 - 1.0 65.7 1.0 0.2 1.2

2/1+2/2 653 653 69 0 0 2.6 0.6 0.6 3.8 20.7 11.9 0.6 12.6

3/1 926 926 - - - 4.9 2.0 - 6.9 26.7 23.9 2.0 25.9

4/1 114 114 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 914 914 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 606 606 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0




Project:

Title:

Location:

Additional detail:

File name: South Eastern Access v1.lsg3x

Author: Ben Stone

Company: Vectos

Address: Ground Floor, Helmont House, Churchill Way, Cardiff, CF10 2DX



Phase Diagram

A

B

C

D

E

Phase Input Data


A Traffic 7 7

B Traffic 7 7

C Traffic 7 7

D Pedestrian 9 9

E Pedestrian 9 9



Starting Phase

Terminating Phase

A B C D E

A - 5 5 5 10

B 5 - - 9 10

C 7 - - 8 5

D 17 17 17 - -

E 12 12 12 - -

Phases in Stage


1 B C

2 B

3 A

4 D E

Stage Diagram

A

B

C

D

E

1 Min >= 7

A

B

C

D

E

2 Min >= 0

A

B

C

D

E

3 Min >= 7

A

B

C

D

E

4 Min >= 9

Phase Delays




To Stage

From Stage

1 2 3 4

1 0 7 10

2 2 5 10

3 5 5 10

4 17 17 17



Junction: South Eastern Site Access

Lane Movement

Max Flow when

Giving Way (PCU/Hr)

Min Flow when

Giving Way (PCU/Hr)

Opposing Lane

Opp. Lane Coeff.

Opp. Mvmnts.





(PCU)


4/1 (Right) 1439 0 3/1 1.09 All 2.00 - 0.50 2 2.00


Lane Input Data


Lane Lane Type

Phases Start Disp.

End Disp.


Sat Flow Type

Def User Saturation

Flow (PCU/Hr)

Lane Width

(m) Gradient

Nearside Lane


(m)

1/1 (Site Access)

U A 2 3 60.0 Geom - 3.25 0.00 Y Arm 5 Left

16.63

1/2 (Site Access)

U A 2 3 6.1 Geom - 3.25 0.00 N Arm 6 Right

19.20


U B 2 3 60.0 Geom - 3.50 0.00 Y Arm 6 Ahead

Inf


O B 2 3 18.3 Geom - 3.50 0.00 N Arm 4 Right

12.60


U C 2 3 60.0 Geom - 3.50 0.00 Y

Arm 4 Left

13.75

Arm 5 Ahead

Inf

4/1 U 2 3 60.0 Inf - - - - - -

5/1 U 2 3 60.0 Inf - - - - - -

6/1 U 2 3 60.0 Inf - - - - - -

Traffic Flow Groups


1: '2026 + Comm (unfettered) + Dev AM' 08:00 09:00 01:00

2: '2026 + Comm (unfettered) + Dev PM' 17:00 18:00 01:00

3: '2026 + Comm (fettered) + Dev AM' 08:00 09:00 01:00

4: '2026 + Comm (fettered) + Dev PM' 17:00 18:00 01:00



Destination

Origin

A B C Tot.

A 0 70 47 117

B 17 0 579 596

C 11 769 0 780

Tot. 28 839 626 1493


Traffic Lane Flows

Lane


(unfettered) + Dev AM


1/1 (with short)

117(In) 70(Out)

1/2 (short)

47

2/1 (with short)

596(In) 579(Out)

2/2 (short)

17

3/1 780

4/1 28

5/1 839

6/1 626



Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (Site Access)

3.25 0.00 Y Arm 5 Left 16.63 100.0 % 1779 1779

1/2 (Site Access)

3.25 0.00 N Arm 6 Right 19.20 100.0 % 1929 1929


3.50 0.00 Y Arm 6 Ahead Inf 100.0 % 1965 1965


3.50 0.00 N Arm 4 Right 12.60 100.0 % 1881 1881


3.50 0.00 Y Arm 4 Left 13.75 1.4 %

1962 1962 Arm 5 Ahead Inf 98.6 %




Scenario 2: '2026 + Comm (unfettered) + Dev PM' (FG2: '2026 + Comm (unfettered) + Dev PM', Plan 1: 'Network Control Plan 1')


Destination

Origin

A B C Tot.

A 0 42 20 62

B 86 0 649 735

C 40 916 0 956

Tot. 126 958 669 1753


Traffic Lane Flows

Lane


(unfettered) + Dev PM


1/1 (with short)

62(In) 42(Out)

1/2 (short)

20

2/1 (with short)

735(In) 649(Out)

2/2 (short)

86

3/1 956

4/1 126

5/1 958

6/1 669



Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (Site Access)

3.25 0.00 Y Arm 5 Left 16.63 100.0 % 1779 1779

1/2 (Site Access)

3.25 0.00 N Arm 6 Right 19.20 100.0 % 1929 1929


3.50 0.00 Y Arm 6 Ahead Inf 100.0 % 1965 1965


3.50 0.00 N Arm 4 Right 12.60 100.0 % 1881 1881


3.50 0.00 Y Arm 4 Left 13.75 4.2 %

1956 1956 Arm 5 Ahead Inf 95.8 %




Scenario 3: '2026 + Comm (fettered) + Dev AM' (FG3: '2026 + Comm (fettered) + Dev AM', Plan 1: 'Network Control Plan 1')


Destination

Origin

A B C Tot.

A 0 70 47 117

B 17 0 549 566

C 11 761 0 772

Tot. 28 831 596 1455


Traffic Lane Flows

Lane Scenario 3:

2026 + Comm (fettered) + Dev AM


1/1 (with short)

117(In) 70(Out)

1/2 (short)

47

2/1 (with short)

566(In) 549(Out)

2/2 (short)

17

3/1 772

4/1 28

5/1 831

6/1 596



Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (Site Access)

3.25 0.00 Y Arm 5 Left 16.63 100.0 % 1779 1779

1/2 (Site Access)

3.25 0.00 N Arm 6 Right 19.20 100.0 % 1929 1929


3.50 0.00 Y Arm 6 Ahead Inf 100.0 % 1965 1965


3.50 0.00 N Arm 4 Right 12.60 100.0 % 1881 1881


3.50 0.00 Y Arm 4 Left 13.75 1.4 %

1962 1962 Arm 5 Ahead Inf 98.6 %




Scenario 4: '2026 + Comm (fettered) + Dev PM' (FG4: '2026 + Comm (fettered) + Dev PM', Plan 1: 'Network Control Plan 1')


Destination

Origin

A B C Tot.

A 0 42 20 62

B 86 0 633 719

C 40 875 0 915

Tot. 126 917 653 1696


Traffic Lane Flows

Lane Scenario 4:

2026 + Comm (fettered) + Dev PM


1/1 (with short)

62(In) 42(Out)

1/2 (short)

20

2/1 (with short)

719(In) 633(Out)

2/2 (short)

86

3/1 915

4/1 126

5/1 917

6/1 653



Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (Site Access)

3.25 0.00 Y Arm 5 Left 16.63 100.0 % 1779 1779

1/2 (Site Access)

3.25 0.00 N Arm 6 Right 19.20 100.0 % 1929 1929


3.50 0.00 Y Arm 6 Ahead Inf 100.0 % 1965 1965


3.50 0.00 N Arm 4 Right 12.60 100.0 % 1881 1881


3.50 0.00 Y Arm 4 Left 13.75 4.4 %

1956 1956 Arm 5 Ahead Inf 95.6 %






B

C

1 Min: 7

17 70s

A

3 Min: 7

7 7s

D

E

4 Min: 9

10 9s


Stage Timings

Stage 1 3 4

Duration 70 7 9



0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

Time in cycle (sec)

Phases

1 17 : 70

0

3 7 : 7

87

4 10 : 9

101

E E

D D

C C

B B

A A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network - - N/A - - - - - - - - 67.2%

South Eastern Site Access

- - N/A - - - - - - - - 67.2%


Right U N/A N/A A 1 7 - 117 1779:1929 119+80

59.0 : 59.0%


U+O N/A N/A B 1 70 - 596 1965:1881 1148+34 50.4 : 50.4%


U N/A N/A C 1 70 - 780 1962 1161 67.2%

4/1 U N/A N/A - - - - 28 Inf Inf 0.0%

5/1 U N/A N/A - - - - 839 Inf Inf 0.0%

6/1 U N/A N/A - - - - 626 Inf Inf 0.0%








Total Delay (pcuHr)





Network - - 17 0 0 7.7 2.2 0.1 10.0 - - - -


- - 17 0 0 7.7 2.2 0.1 10.0 - - - -

1/1+1/2 117 117 - - - 1.8 0.7 - 2.5 75.9 2.3 0.7 3.0

2/1+2/2 596 596 17 0 0 2.3 0.5 0.1 2.9 17.7 11.1 0.5 11.6

3/1 780 780 - - - 3.6 1.0 - 4.6 21.3 17.6 1.0 18.6

4/1 28 28 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 839 839 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 626 626 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0


Full Input Data And Results Scenario 2: '2026 + Comm (unfettered) + Dev PM' (FG2: '2026 + Comm (unfettered) + Dev PM', Plan 1: 'Network Control Plan 1')


B

C

1 Min: 7

17 70s

A

3 Min: 7

7 7s

D

E

4 Min: 9

10 9s Stage Timings

Stage 1 3 4

Duration 70 7 9



0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

Time in cycle (sec)

Phases

1 17 : 70

0

3 7 : 7

87

4 10 : 9

101

E E

D D

C C

B B

A A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network - - N/A - - - - - - - - 82.6%


- - N/A - - - - - - - - 82.6%


Right U N/A N/A A 1 7 - 62 1779:1929 119+56

35.4 : 35.4%


U+O N/A N/A B 1 70 - 735 1965:1881 1092+133 59.5 : 64.8%


U N/A N/A C 1 70 - 956 1956 1157 82.6%

4/1 U N/A N/A - - - - 126 Inf Inf 0.0%

5/1 U N/A N/A - - - - 958 Inf Inf 0.0%

6/1 U N/A N/A - - - - 669 Inf Inf 0.0%








Total Delay (pcuHr)





Network - - 79 0 7 9.1 3.3 0.9 13.3 - - - -


- - 79 0 7 9.1 3.3 0.9 13.3 - - - -

1/1+1/2 62 62 - - - 0.9 0.3 - 1.2 69.2 1.3 0.3 1.6

2/1+2/2 735 735 79 0 7 3.0 0.7 0.9 4.6 22.6 13.2 0.7 13.9

3/1 956 956 - - - 5.2 2.3 - 7.5 28.3 25.2 2.3 27.5

4/1 126 126 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 958 958 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 669 669 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0


Full Input Data And Results Scenario 3: '2026 + Comm (fettered) + Dev AM' (FG3: '2026 + Comm (fettered) + Dev AM', Plan 1: 'Network Control Plan 1')


B

C

1 Min: 7

17 70s

A

3 Min: 7

7 7s

D

E

4 Min: 9

10 9s Stage Timings

Stage 1 3 4

Duration 70 7 9



0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

Time in cycle (sec)

Phases

1 17 : 70

0

3 7 : 7

87

4 10 : 9

101

E E

D D

C C

B B

A A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network - - N/A - - - - - - - - 66.5%


- - N/A - - - - - - - - 66.5%


Right U N/A N/A A 1 7 - 117 1779:1929 119+80

59.0 : 59.0%


U+O N/A N/A B 1 70 - 566 1965:1881 1147+36 47.9 : 47.9%


U N/A N/A C 1 70 - 772 1962 1161 66.5%

4/1 U N/A N/A - - - - 28 Inf Inf 0.0%

5/1 U N/A N/A - - - - 831 Inf Inf 0.0%

6/1 U N/A N/A - - - - 596 Inf Inf 0.0%








Total Delay (pcuHr)





Network - - 17 0 0 7.5 2.2 0.1 9.7 - - - -


- - 17 0 0 7.5 2.2 0.1 9.7 - - - -

1/1+1/2 117 117 - - - 1.8 0.7 - 2.5 75.9 2.3 0.7 3.0

2/1+2/2 566 566 17 0 0 2.2 0.5 0.1 2.7 17.2 10.2 0.5 10.7

3/1 772 772 - - - 3.5 1.0 - 4.5 21.1 17.2 1.0 18.1

4/1 28 28 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 831 831 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 596 596 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0


Full Input Data And Results Scenario 4: '2026 + Comm (fettered) + Dev PM' (FG4: '2026 + Comm (fettered) + Dev PM', Plan 1: 'Network Control Plan 1')


B

C

1 Min: 7

17 70s

A

3 Min: 7

7 7s

D

E

4 Min: 9

10 9s Stage Timings

Stage 1 3 4

Duration 70 7 9



0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

Time in cycle (sec)

Phases

1 17 : 70

0

3 7 : 7

87

4 10 : 9

101

E E

D D

C C

B B

A A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network - - N/A - - - - - - - - 79.1%


- - N/A - - - - - - - - 79.1%


Right U N/A N/A A 1 7 - 62 1779:1929 119+56

35.4 : 35.4%


U+O N/A N/A B 1 70 - 719 1965:1881 1090+148 58.1 : 58.1%


U N/A N/A C 1 70 - 915 1956 1157 79.1%

4/1 U N/A N/A - - - - 126 Inf Inf 0.0%

5/1 U N/A N/A - - - - 917 Inf Inf 0.0%

6/1 U N/A N/A - - - - 653 Inf Inf 0.0%








Total Delay (pcuHr)





Network - - 86 0 0 8.6 2.8 0.8 12.2 - - - -


- - 86 0 0 8.6 2.8 0.8 12.2 - - - -

1/1+1/2 62 62 - - - 0.9 0.3 - 1.2 69.2 1.3 0.3 1.6

2/1+2/2 719 719 86 0 0 2.9 0.7 0.8 4.3 21.7 12.7 0.7 13.4

3/1 915 915 - - - 4.8 1.9 - 6.6 26.1 23.4 1.9 25.2

4/1 126 126 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 917 917 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 653 653 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0


Junctions 9

PICADY 9 - Priority Intersection Module

Version: 9.5.0.6896

© Copyright TRL Limited, 2018

For sales and distribution information, program advice and maintenance, contact TRL:

+44 (0)1344 379777 [email protected] www.trlsoftware.co.uk

The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the

correctness of the solution

Filename: North Eastern Access v1.j9 Path: H:\Projects\W170000\173477 - Land South of Creigiau\Junction Modelling\North Eastern Access Report generation date: 25/03/2019 15:44:39

»2026 + Comm (unfettered) + Dev, AM »2026 + Comm (unfettered) + Dev, PM »2026 + Comm (fettered) + Dev, AM »2026 + Comm (fettered) + Dev, PM

Summary of junction performance

AM PM

Q (PCU) Delay (s) RFC Q (PCU) Delay (s) RFC

2026 + Comm (unfettered) + Dev

Stream B-C 0.0 6.46 0.03 0.0 8.30 0.01

Stream B-A 0.2 10.07 0.14 0.1 12.38 0.11

Stream C-AB 0.0 4.16 0.01 0.0 5.59 0.02

2026 + Comm (fettered) + Dev

Stream B-C 0.0 6.44 0.03 0.0 8.22 0.01

Stream B-A 0.2 9.99 0.14 0.1 12.12 0.11

Stream C-AB 0.0 4.16 0.01 0.0 5.63 0.02

There are warnings associated with one or more model runs - see the 'Data Errors and Warnings' tables for each Analysis or Demand Set.

Values shown are the highest values encountered over all time segments. Delay is the maximum value of Av. delay per arriving vehicle.

File summary

File Description

Title

Location

Site number

Date 25/03/2019

Version

Status (new file)

Identifier

Client

mailto:[email protected]

https://www.trlsoftware.co.uk/

Jobnumber

Enumerator VECTOS\ellen.axon

Description

Units

Distance

units

Speed

units

Traffic units

input

Traffic units

results

Flow

units

Av. delay

units

Total delay

units

Rate of delay

units

m kph PCU PCU perHour s -Min perMin

Analysis Options

Vehicle

length (m)

Calculate Q

Percentiles

Calculate detailed

queueing delay

Calculate residual

capacity

RFC

Threshold

Av. Delay

threshold (s)

Q threshold

(PCU)

5.75 0.85 36.00 20.00

Demand Set Summary

ID Scenario name Time Period

name

Traffic

profile type

Start time

(HH:mm)

Finish time

(HH:mm)

Time segment

length (min)

Run

automatically

D1 2026 + Comm (unfettered) + Dev AM ONE HOUR 08:00 09:30 15

D2 2026 + Comm (unfettered) + Dev PM ONE HOUR 17:00 18:30 15

D3 2026 + Comm (fettered) + Dev AM ONE HOUR 08:00 09:30 15

D4 2026 + Comm (fettered) + Dev PM ONE HOUR 17:00 18:30 15

Analysis Set Details

ID Include in report Network flow scaling factor (%) Network capacity scaling factor (%)

A1 100.000 100.000

2026 + Comm (unfettered) + Dev, AM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions

Junction Name Junction type Major road direction Use circulating lanes Junction Delay (s) Junction LOS

1 North Eastern Access T-Junction Two-way 0.84 A

Junction Network Options Driving side Lighting

Left Normal/unknown

Arms

Arms

Arm Name Description Arm type

A Cardiff Road (S) Major

B Site Access Minor

C Cardiff Road (N) Major

Major Arm Geometry

Arm Width of carriageway

(m)

Has kerbed central

reserve

Has right turn

bay

Visibility for right

turn (m) Blocks?

Blocking queue

(PCU)

C - Cardiff Road (N) 6.66 80.0 0.00

Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry

Arm Minor

arm type

Width at

give-way

(m)

Width at

5m (m)

Width at

10m (m)

Width at

15m (m)

Width at

20m (m)

Estimate

flare length

Flare

length

(PCU)

Visibility to

left (m)

Visibility to

right (m)

B - Site Access One lane

plus flare 10.00 4.99 4.07 4.07 4.07 1.00 22 27

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts

Junction Stream Intercept

(PCU/hr)

Slope

for

A-B

Slope

for

A-C

Slope

for

C-A

Slope

for

C-B

1 B-A 568 0.100 0.254 0.160 0.363

1 B-C 647 0.096 0.244 - -

1 C-B 620 0.233 0.233 - -

The slopes and intercepts shown above do NOT include any corrections or adjustments.

Streams may be combined, in which case capacity will be adjusted.

Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Demand

Demand Set Details


name

Traffic

profile type

Start time

(HH:mm)

Finish time

(HH:mm)

Time segment

length (min)

Run

automatically

D1 2026 + Comm (unfettered) + Dev AM ONE HOUR 08:00 09:30 15

Vehicle mix varies over turn Vehicle mix varies over entry Vehicle mix source PCU Factor for a HV (PCU)

HV Percentages 2.00

Demand overview (Traffic)

Arm Linked arm Profile type Use O-D data Av. Demand (PCU/hr) Scaling Factor (%)

A - Cardiff Road (S) ONE HOUR 188 100.000

B - Site Access ONE HOUR 71 100.000

C - Cardiff Road (N) ONE HOUR 566 100.000

Origin-Destination Data Demand (PCU/hr)

To

From

A - Cardiff Road (S) B - Site Access C - Cardiff Road (N)

A - Cardiff Road (S) 0 13 175

B - Site Access 54 0 17

C - Cardiff Road (N) 562 4 0

Vehicle Mix

HV %s

To

From





Results

Results Summary for whole modelled period

Stream Max RFC Max Delay (s) Max Q (PCU) Max LOS Av. Demand

(PCU/hr)

Total Junction

Arrivals (PCU)

B-C 0.03 6.46 0.0 A 16 23

B-A 0.14 10.07 0.2 B 50 74

C-AB 0.01 4.16 0.0 A 9 13

C-A 511 766

A-B 12 18

A-C 161 241

Main Results for each time segment

08:00 - 08:15

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 13 3 600 0.021 13 0.0 0.0 6.126 A

B-A 41 10 465 0.088 40 0.0 0.1 8.476 A

C-AB 6 1 872 0.007 6 0.0 0.0 4.154 A

C-A 420 105 420

A-B 10 2 10

A-C 132 33 132

08:15 - 08:30

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 15 4 590 0.026 15 0.0 0.0 6.260 A

B-A 49 12 445 0.109 48 0.1 0.1 9.086 A

C-AB 8 2 923 0.009 8 0.0 0.0 3.933 A

C-A 501 125 501

A-B 12 3 12

A-C 157 39 157

08:30 - 08:45

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 19 5 576 0.033 19 0.0 0.0 6.461 A

B-A 59 15 417 0.143 59 0.1 0.2 10.061 B

C-AB 12 3 994 0.012 12 0.0 0.0 3.663 A

C-A 611 153 611

A-B 14 4 14

A-C 193 48 193

08:45 - 09:00

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 19 5 576 0.033 19 0.0 0.0 6.463 A

B-A 59 15 417 0.143 59 0.2 0.2 10.070 B

C-AB 12 3 994 0.012 12 0.0 0.0 3.663 A

C-A 611 153 611

A-B 14 4 14

A-C 193 48 193

09:00 - 09:15

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 15 4 590 0.026 15 0.0 0.0 6.265 A

B-A 49 12 445 0.109 49 0.2 0.1 9.096 A

C-AB 8 2 923 0.009 8 0.0 0.0 3.935 A

C-A 501 125 501

A-B 12 3 12

A-C 157 39 157

09:15 - 09:30

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 13 3 600 0.021 13 0.0 0.0 6.129 A

B-A 41 10 465 0.088 41 0.1 0.1 8.495 A

C-AB 6 1 872 0.007 6 0.0 0.0 4.156 A

C-A 420 105 420

A-B 10 2 10

A-C 132 33 132

2026 + Comm (unfettered) + Dev, PM

Data Errors and Warnings Severity Area Item Description

Warning Vehicle Mix

HV% is zero for all movements / time segments. Vehicle Mix matrix should be completed

whether working in PCUs or Vehs. If HV% at the junction is genuinely zero, please ignore

this warning.

Junction Network

Junctions



Junction Network Options

Driving side Lighting

Left Normal/unknown

Traffic Demand

Demand Set Details


name

Traffic

profile type

Start time

(HH:mm)

Finish time

(HH:mm)

Time segment

length (min)

Run

automatically

D2 2026 + Comm (unfettered) + Dev PM ONE HOUR 17:00 18:30 15


HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Profile type Use O-D data Av. Demand (PCU/hr) Scaling Factor (%)





To

From





Vehicle Mix HV %s

To

From





Results



(PCU/hr)

Total Junction

Arrivals (PCU)

B-C 0.01 8.30 0.0 A 3 4

B-A 0.11 12.38 0.1 B 31 47

C-AB 0.02 5.59 0.0 A 11 16

C-A 257 386

A-B 63 95

A-C 584 875


17:00 - 17:15

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 2 0.56 497 0.005 2 0.0 0.0 7.277 A

B-A 26 6 403 0.063 25 0.0 0.1 9.516 A

C-AB 8 2 652 0.012 8 0.0 0.0 5.590 A

C-A 212 53 212

A-B 52 13 52

A-C 479 120 479

17:15 - 17:30

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 3 0.67 472 0.006 3 0.0 0.0 7.669 A

B-A 31 8 372 0.082 30 0.1 0.1 10.544 B

C-AB 10 3 661 0.016 10 0.0 0.0 5.529 A

C-A 252 63 252

A-B 62 16 62

A-C 572 143 572

17:30 - 17:45

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 3 0.83 437 0.008 3 0.0 0.0 8.294 A

B-A 37 9 328 0.114 37 0.1 0.1 12.365 B

C-AB 14 4 676 0.021 14 0.0 0.0 5.437 A

C-A 307 77 307

A-B 76 19 76

A-C 700 175 700

17:45 - 18:00

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 3 0.83 437 0.008 3 0.0 0.0 8.296 A

B-A 37 9 328 0.114 37 0.1 0.1 12.378 B

C-AB 14 4 676 0.021 14 0.0 0.0 5.438 A

C-A 307 77 307

A-B 76 19 76

A-C 700 175 700

18:00 - 18:15

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 3 0.67 472 0.006 3 0.0 0.0 7.671 A

B-A 31 8 372 0.082 31 0.1 0.1 10.559 B

C-AB 10 3 661 0.016 10 0.0 0.0 5.529 A

C-A 252 63 252

A-B 62 16 62

A-C 572 143 572

18:15 - 18:30

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 2 0.56 497 0.005 2 0.0 0.0 7.280 A

B-A 26 6 403 0.063 26 0.1 0.1 9.533 A

C-AB 8 2 652 0.012 8 0.0 0.0 5.592 A

C-A 212 53 212

A-B 52 13 52

A-C 479 120 479

2026 + Comm (fettered) + Dev, AM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions




Left Normal/unknown

Traffic Demand

Demand Set Details


name

Traffic

profile type

Start time

(HH:mm)

Finish time

(HH:mm)

Time segment

length (min)

Run

automatically

D3 2026 + Comm (fettered) + Dev AM ONE HOUR 08:00 09:30 15


HV Percentages 2.00







To

From





Vehicle Mix HV %s

To

From





Results



(PCU/hr)

Total Junction

Arrivals (PCU)

B-C 0.03 6.44 0.0 A 16 23

B-A 0.14 9.99 0.2 A 50 74

C-AB 0.01 4.16 0.0 A 8 13

C-A 505 758

A-B 12 18

A-C 154 231


08:00 - 08:15

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 13 3 602 0.021 13 0.0 0.0 6.112 A

B-A 41 10 467 0.087 40 0.0 0.1 8.437 A

C-AB 6 1 870 0.007 6 0.0 0.0 4.164 A

C-A 416 104 416

A-B 10 2 10

A-C 126 32 126

08:15 - 08:30

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 15 4 592 0.026 15 0.0 0.0 6.242 A

B-A 49 12 447 0.109 48 0.1 0.1 9.030 A

C-AB 8 2 920 0.009 8 0.0 0.0 3.944 A

C-A 496 124 496

A-B 12 3 12

A-C 151 38 151

08:30 - 08:45

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 19 5 578 0.032 19 0.0 0.0 6.438 A

B-A 59 15 420 0.142 59 0.1 0.2 9.979 A

C-AB 12 3 991 0.012 12 0.0 0.0 3.675 A

C-A 605 151 605

A-B 14 4 14

A-C 185 46 185

08:45 - 09:00

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 19 5 578 0.032 19 0.0 0.0 6.440 A

B-A 59 15 420 0.142 59 0.2 0.2 9.986 A

C-AB 12 3 991 0.012 12 0.0 0.0 3.678 A

C-A 605 151 605

A-B 14 4 14

A-C 185 46 185

09:00 - 09:15

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 15 4 592 0.026 15 0.0 0.0 6.247 A

B-A 49 12 447 0.109 49 0.2 0.1 9.041 A

C-AB 8 2 920 0.009 8 0.0 0.0 3.944 A

C-A 496 124 496

A-B 12 3 12

A-C 151 38 151

09:15 - 09:30

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 13 3 601 0.021 13 0.0 0.0 6.118 A

B-A 41 10 467 0.087 41 0.1 0.1 8.453 A

C-AB 6 1 870 0.007 6 0.0 0.0 4.164 A

C-A 416 104 416

A-B 10 2 10

A-C 126 32 126

2026 + Comm (fettered) + Dev, PM

Data Errors and Warnings

Severity Area Item Description

Warning Vehicle Mix

HV% is zero for all movements / time segments. Vehicle Mix matrix should be completed

whether working in PCUs or Vehs. If HV% at the junction is genuinely zero, please ignore

this warning.

Junction Network

Junctions




Left Normal/unknown

Traffic Demand

Demand Set Details


name

Traffic

profile type

Start time

(HH:mm)

Finish time

(HH:mm)

Time segment

length (min)

Run

automatically

D4 2026 + Comm (fettered) + Dev PM ONE HOUR 17:00 18:30 15


HV Percentages 2.00







To

From





Vehicle Mix

HV %s

To

From





Results



(PCU/hr)

Total Junction

Arrivals (PCU)

B-C 0.01 8.22 0.0 A 3 4

B-A 0.11 12.12 0.1 B 31 47

C-AB 0.02 5.63 0.0 A 11 16

C-A 246 369

A-B 63 95

A-C 570 855


17:00 - 17:15

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 2 0.56 500 0.005 2 0.0 0.0 7.238 A

B-A 26 6 408 0.063 25 0.0 0.1 9.409 A

C-AB 8 2 648 0.012 8 0.0 0.0 5.625 A

C-A 203 51 203

A-B 52 13 52

A-C 468 117 468

17:15 - 17:30

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 3 0.67 475 0.006 3 0.0 0.0 7.617 A

B-A 31 8 377 0.081 30 0.1 0.1 10.387 B

C-AB 10 3 656 0.015 10 0.0 0.0 5.571 A

C-A 242 60 242

A-B 62 16 62

A-C 558 140 558

17:30 - 17:45

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 3 0.83 441 0.007 3 0.0 0.0 8.218 A

B-A 37 9 335 0.112 37 0.1 0.1 12.104 B

C-AB 14 4 670 0.021 14 0.0 0.0 5.490 A

C-A 294 74 294

A-B 76 19 76

A-C 684 171 684

17:45 - 18:00

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 3 0.83 441 0.007 3 0.0 0.0 8.219 A

B-A 37 9 335 0.112 37 0.1 0.1 12.116 B

C-AB 14 4 670 0.021 14 0.0 0.0 5.493 A

C-A 294 74 294

A-B 76 19 76

A-C 684 171 684

18:00 - 18:15

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 3 0.67 475 0.006 3 0.0 0.0 7.619 A

B-A 31 8 377 0.081 31 0.1 0.1 10.400 B

C-AB 10 3 656 0.015 10 0.0 0.0 5.574 A

C-A 242 60 242

A-B 62 16 62

A-C 558 140 558

18:15 - 18:30

Stream

Total

Demand

(PCU/hr)

Junction

Arrivals

(PCU)

Capacity

(PCU/hr) RFC

Throughput

(PCU/hr)

Start

queue

(PCU)

End queue

(PCU) Delay (s)

Unsignalised

level of

service

B-C 2 0.56 499 0.005 2 0.0 0.0 7.243 A

B-A 26 6 408 0.063 26 0.1 0.1 9.428 A

C-AB 8 2 648 0.012 8 0.0 0.0 5.628 A

C-A 203 51 203

A-B 52 13 52

A-C 468 117 468



Project: Land South of Creigiau

Title: A4119 / Castell Mynach Junction (Existing)

Location:

Design Layout Ref: Existing Junction Layout

Additional detail:

File name: A4119 Castell Mynach (Existing) v2.lsg3x

Author: David Noyce / Ben Stone

Company: Vectos (South) Ltd

Address: Network Building, 97 Tottenham Court Road, London W1T 4TP


Phase Diagram

A B

C

D


Phase Input Data


A Traffic 7 7

B Traffic 7 7

C Traffic 7 7

D Traffic 7 7


Starting Phase

Terminating Phase

A B C D

A - - - 11

B - - 8 11

C - 12 - 8

D 6 6 6 -

Phases in Stage


1 A C

2 A B

3 D

Stage Diagram

Phase Delays




To Stage

From Stage

1 2 3

1 12 11

2 8 11

3 6 6

AB

C

D

1 Min >= 7

AB

C

D

2 Min >= 7

AB

C

D

3 Min >= 7



Junction: Castell Mynach

Lane Movement

Max Flow when

Giving Way (PCU/Hr)

Min Flow when

Giving Way (PCU/Hr)

Opposing Lane

Opp. Lane Coeff.

Opp. Mvmnts.





(PCU)

1/1 (A4119 (N))

4/1 (Left) 715 0 3/3 0.22 All - - - - -

2/1 (Groes Faen)

5/1 (Left) 715 0 1/2 0.22 All - - - - -


Lane Input Data


Lane Lane Type

Phases Start Disp.

End Disp.


Sat Flow Type

Def User Saturation

Flow (PCU/Hr)

Lane Width

(m) Gradient

Nearside Lane


(m)

1/1 (A4119

(N)) O 2 3 11.3 Geom - 3.00 0.00 Y

Arm 4 Left

30.00

1/2 (A4119

(N)) U C 2 3 60.9 User 2108 - - - - -

1/3 (A4119

(N)) U C 2 3 60.9 User 2085 - - - - -

2/1 (Groes Faen)

O 2 3 5.0 Geom - 3.50 0.00 Y Arm 5 Left

20.00

2/2 (Groes Faen)

U D 2 3 173.9 User 2415 - - - - -

3/1 (A4119

(S)) U A 2 3 173.9 User 1710 - - - - -

3/2 (A4119

(S)) U A 2 3 173.9 User 1709 - - - - -

3/3 (A4119

(S)) U B 2 3 17.4 User 2106 - - - - -

4/1 U 2 3 60.0 Inf - - - - - -

5/1 U 2 3 60.0 Inf - - - - - -

5/2 U 2 3 60.0 Inf - - - - - -

6/1 (A4119

(S)) U 2 3 60.0 Inf - - - - - -

6/2 (A4119

(S)) U 2 3 60.0 Inf - - - - - -



Lane

Custom Occupancy per Flow Group (PCU)

2016 Obser

ved Flows,

AM Peak Hour

2016 Obser

ved Flows,

PM Peak Hour

2018

Base

Flows, AM Pea

k Hou

r

2018

Base

Flows, PM Pea

k Hou

r

2018 Base +

Dev,

AM Peak Hour

2018 Base +

Dev,

PM Peak Hour

2026 Base + Comm

(Unfettered), AM

Peak Hour

2026 Base + Comm

(Unfettered), PM

Peak Hour

2026 Base + Comm (Fetter

ed), AM

Peak Hour

2026 Base + Comm (Fetter

ed), PM

Peak Hour

2026 Base + Comm

(Unfettered) + Dev, AM

Peak Hour

2026 Base + Comm

(Unfettered) + Dev, PM

Peak Hour

2026 Base

+ Comm (Fettered) + Dev, AM

Peak Hour

2026 Base

+ Comm (Fettered) + Dev, PM

Peak Hour

1/1 (A4119 (N) Lane 1)

5.1 7.6 5.1 7.6 5.1 7.6 5.1 7.6 5.1 7.6 5.1 7.6 5.1 7.6

2/1 (Groes

Faen

Lane 1)

7.5 3.7 7.5 3.7 7.5 3.7 7.5 3.7 7.5 3.7 7.5 3.7 7.5 3.7

Traffic Flow Groups


1: '2016 Observed Flows, AM Peak Hour' 07:45 08:45 01:00

2: '2016 Observed Flows, PM Peak Hour' 16:30 17:30 01:00

3: '2018 Base Flows, AM Peak Hour' 07:45 08:45 01:00

4: '2018 Base Flows, PM Peak Hour' 16:30 17:30 01:00

5: '2018 Base + Dev, AM Peak Hour' 07:45 08:45 01:00

6: '2018 Base + Dev, PM Peak Hour' 16:30 17:30 01:00

7: '2026 Base + Comm (Unfettered), AM Peak Hour' 07:45 08:45 01:00

8: '2026 Base + Comm (Unfettered), PM Peak Hour' 16:30 17:30 01:00

9: '2026 Base + Comm (Fettered), AM Peak Hour' 07:45 08:45 01:00

10: '2026 Base + Comm (Fettered), PM Peak Hour' 16:30 17:30 01:00

11: '2026 Base + Comm (Unfettered) + Dev, AM Peak Hour' 07:45 08:45 01:00

12: '2026 Base + Comm (Unfettered) + Dev, PM Peak Hour' 16:30 17:30 01:00

13: '2026 Base + Comm (Fettered) + Dev, AM Peak Hour' 07:45 08:45 01:00

14: '2026 Base + Comm (Fettered) + Dev, PM Peak Hour' 16:30 17:30 01:00


Scenario 1: '2018 Base, AM' (FG3: '2018 Base Flows, AM Peak Hour', Plan 1: 'AM')


Destination

Origin

A B C Tot.

A 0 338 1597 1935

B 272 0 311 583

C 1272 158 0 1430

Tot. 1544 496 1908 3948

Traffic Lane Flows

Lane Scenario 1: 2018 Base,

AM


1/1 (short)

338

1/2 (with short)

996(In) 658(Out)

1/3 939

2/1 (short)

311

2/2 (with short)

583(In) 272(Out)

3/1 654

3/2 (with short)

776(In) 618(Out)

3/3 (short)

158

4/1 496

5/1 969

5/2 939

6/1 790

6/2 754




Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (A4119 (N))

3.00 0.00 Y Arm 4 Left 30.00 100.0 % 1824 1824

1/2 (A4119 (N) Lane 2)

This lane uses a directly entered Saturation Flow 2108 2108

1/3 (A4119 (N) Lane 3)


2/1 (Groes Faen)

3.50 0.00 Y Arm 5 Left 20.00 100.0 % 1828 1828

2/2 (Groes Faen Lane 2)


3/1 (A4119 (S) Lane 1)


3/2 (A4119 (S) Lane 2)


3/3 (A4119 (S) Lane 3)





6/1 (A4119 (S) Lane 1)

Infinite Saturation Flow Inf Inf

6/2 (A4119 (S) Lane 2)


Scenario 2: '2018 Base, PM' (FG4: '2018 Base Flows, PM Peak Hour', Plan 2: 'PM')


Destination

Origin

A B C Tot.

A 0 368 1357 1725

B 341 0 180 521

C 1834 302 0 2136

Tot. 2175 670 1537 4382


Traffic Lane Flows

Lane Scenario 2: 2018 Base,

PM


1/1 (short)

368

1/2 (with short)

926(In) 558(Out)

1/3 799

2/1 (short)

180

2/2 (with short)

521(In) 341(Out)

3/1 966

3/2 (with short)

1170(In) 868(Out)

3/3 (short)

302

4/1 670

5/1 738

5/2 799

6/1 1136

6/2 1039




Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (A4119 (N))

3.00 0.00 Y Arm 4 Left 30.00 100.0 % 1824 1824

1/2 (A4119 (N) Lane 2)


1/3 (A4119 (N) Lane 3)


2/1 (Groes Faen)

3.50 0.00 Y Arm 5 Left 20.00 100.0 % 1828 1828



3/1 (A4119 (S) Lane 1)


3/2 (A4119 (S) Lane 2)


3/3 (A4119 (S) Lane 3)





6/1 (A4119 (S) Lane 1)


6/2 (A4119 (S) Lane 2)


Scenario 3: '2018 Base + Dev, AM' (FG5: '2018 Base + Dev, AM Peak Hour', Plan 1: 'AM')


Destination

Origin

A B C Tot.

A 0 341 1597 1938

B 286 0 362 648

C 1272 170 0 1442

Tot. 1558 511 1959 4028


Traffic Lane Flows

Lane Scenario 3: 2018 Base +

Dev, AM


1/1 (short)

341

1/2 (with short)

992(In) 651(Out)

1/3 946

2/1 (short)

362

2/2 (with short)

648(In) 286(Out)

3/1 659

3/2 (with short)

783(In) 613(Out)

3/3 (short)

170

4/1 511

5/1 1013

5/2 946

6/1 802

6/2 756




Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (A4119 (N))

3.00 0.00 Y Arm 4 Left 30.00 100.0 % 1824 1824

1/2 (A4119 (N) Lane 2)


1/3 (A4119 (N) Lane 3)


2/1 (Groes Faen)

3.50 0.00 Y Arm 5 Left 20.00 100.0 % 1828 1828



3/1 (A4119 (S) Lane 1)


3/2 (A4119 (S) Lane 2)


3/3 (A4119 (S) Lane 3)





6/1 (A4119 (S) Lane 1)


6/2 (A4119 (S) Lane 2)


Scenario 4: '2018 Base + Dev, PM' (FG6: '2018 Base + Dev, PM Peak Hour', Plan 2: 'PM')


Destination

Origin

A B C Tot.

A 0 388 1357 1745

B 351 0 217 568

C 1834 378 0 2212

Tot. 2185 766 1574 4525


Traffic Lane Flows

Lane Scenario 4: 2018 Base +

Dev, PM


1/1 (short)

388

1/2 (with short)

938(In) 550(Out)

1/3 807

2/1 (short)

217

2/2 (with short)

568(In) 351(Out)

3/1 989

3/2 (with short)

1223(In) 845(Out)

3/3 (short)

378

4/1 766

5/1 767

5/2 807

6/1 1164

6/2 1021




Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (A4119 (N))

3.00 0.00 Y Arm 4 Left 30.00 100.0 % 1824 1824

1/2 (A4119 (N) Lane 2)


1/3 (A4119 (N) Lane 3)


2/1 (Groes Faen)

3.50 0.00 Y Arm 5 Left 20.00 100.0 % 1828 1828



3/1 (A4119 (S) Lane 1)


3/2 (A4119 (S) Lane 2)


3/3 (A4119 (S) Lane 3)





6/1 (A4119 (S) Lane 1)


6/2 (A4119 (S) Lane 2)


Scenario 5: '2026 Base + Comm (Unfettered), AM' (FG7: '2026 Base + Comm (Unfettered), AM Peak Hour', Plan 1: 'AM')


Destination

Origin

A B C Tot.

A 0 462 1684 2146

B 363 0 419 782

C 1288 215 0 1503

Tot. 1651 677 2103 4431


Traffic Lane Flows

Lane

Scenario 5: 2026 Base +

Comm (Unfettered),

AM


1/1 (short)

462

1/2 (with short)

1104(In) 642(Out)

1/3 1042

2/1 (short)

419

2/2 (with short)

782(In) 363(Out)

3/1 1168

3/2 (with short)

335(In) 120(Out)

3/3 (short)

215

4/1 677

5/1 1061

5/2 1042

6/1 1349

6/2 302




Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (A4119 (N))

3.00 0.00 Y Arm 4 Left 30.00 100.0 % 1824 1824

1/2 (A4119 (N) Lane 2)


1/3 (A4119 (N) Lane 3)


2/1 (Groes Faen)

3.50 0.00 Y Arm 5 Left 20.00 100.0 % 1828 1828



3/1 (A4119 (S) Lane 1)


3/2 (A4119 (S) Lane 2)


3/3 (A4119 (S) Lane 3)





6/1 (A4119 (S) Lane 1)


6/2 (A4119 (S) Lane 2)


Scenario 6: '2026 Base + Comm (Unfettered), PM' (FG8: '2026 Base + Comm (Unfettered), PM Peak Hour', Plan 2: 'PM')


Destination

Origin

A B C Tot.

A 0 556 1389 1945

B 437 0 231 668

C 1887 458 0 2345

Tot. 2324 1014 1620 4958


Traffic Lane Flows

Lane


Comm (Unfettered),

PM


1/1 (short)

556

1/2 (with short)

1082(In) 526(Out)

1/3 863

2/1 (short)

231

2/2 (with short)

668(In) 437(Out)

3/1 1207

3/2 (with short)

1138(In) 680(Out)

3/3 (short)

458

4/1 1014

5/1 757

5/2 863

6/1 1425

6/2 899




Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (A4119 (N))

3.00 0.00 Y Arm 4 Left 30.00 100.0 % 1824 1824

1/2 (A4119 (N) Lane 2)


1/3 (A4119 (N) Lane 3)


2/1 (Groes Faen)

3.50 0.00 Y Arm 5 Left 20.00 100.0 % 1828 1828



3/1 (A4119 (S) Lane 1)


3/2 (A4119 (S) Lane 2)


3/3 (A4119 (S) Lane 3)





6/1 (A4119 (S) Lane 1)


6/2 (A4119 (S) Lane 2)


Scenario 7: '2026 Base + Comm (Fettered), AM' (FG9: '2026 Base + Comm (Fettered), AM Peak Hour', Plan 1: 'AM')


Destination

Origin

A B C Tot.

A 0 457 1684 2141

B 349 0 403 752

C 1288 213 0 1501

Tot. 1637 670 2087 4394


Traffic Lane Flows

Lane


Comm (Fettered),

AM


1/1 (short)

457

1/2 (with short)

1117(In) 660(Out)

1/3 1024

2/1 (short)

403

2/2 (with short)

752(In) 349(Out)

3/1 673

3/2 (with short)

828(In) 615(Out)

3/3 (short)

213

4/1 670

5/1 1063

5/2 1024

6/1 847

6/2 790




Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (A4119 (N))

3.00 0.00 Y Arm 4 Left 30.00 100.0 % 1824 1824

1/2 (A4119 (N) Lane 2)


1/3 (A4119 (N) Lane 3)


2/1 (Groes Faen)

3.50 0.00 Y Arm 5 Left 20.00 100.0 % 1828 1828



3/1 (A4119 (S) Lane 1)


3/2 (A4119 (S) Lane 2)


3/3 (A4119 (S) Lane 3)





6/1 (A4119 (S) Lane 1)


6/2 (A4119 (S) Lane 2)


Scenario 8: '2026 Base + Comm (Fettered), PM' (FG10: '2026 Base + Comm (Fettered), PM Peak Hour', Plan 2: 'PM')


Destination

Origin

A B C Tot.

A 0 533 1389 1922

B 426 0 225 651

C 1887 439 0 2326

Tot. 2313 972 1614 4899


Traffic Lane Flows

Lane


Comm (Fettered),

PM


1/1 (short)

533

1/2 (with short)

1061(In) 528(Out)

1/3 861

2/1 (short)

225

2/2 (with short)

651(In) 426(Out)

3/1 1185

3/2 (with short)

1141(In) 702(Out)

3/3 (short)

439

4/1 972

5/1 753

5/2 861

6/1 1398

6/2 915




Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (A4119 (N))

3.00 0.00 Y Arm 4 Left 30.00 100.0 % 1824 1824

1/2 (A4119 (N) Lane 2)


1/3 (A4119 (N) Lane 3)


2/1 (Groes Faen)

3.50 0.00 Y Arm 5 Left 20.00 100.0 % 1828 1828



3/1 (A4119 (S) Lane 1)


3/2 (A4119 (S) Lane 2)


3/3 (A4119 (S) Lane 3)





6/1 (A4119 (S) Lane 1)


6/2 (A4119 (S) Lane 2)


Scenario 9: '2026 Base + Comm (Unfettered) + Dev, AM' (FG11: '2026 Base + Comm (Unfettered) + Dev, AM Peak Hour', Plan 1: 'AM')


Destination

Origin

A B C Tot.

A 0 465 1684 2149

B 376 0 470 846

C 1288 227 0 1515

Tot. 1664 692 2154 4510


Traffic Lane Flows

Lane


Comm (Unfettered) + Dev, AM


1/1 (short)

465

1/2 (with short)

1103(In) 638(Out)

1/3 1046

2/1 (short)

470

2/2 (with short)

846(In) 376(Out)

3/1 1178

3/2 (with short)

337(In) 110(Out)

3/3 (short)

227

4/1 692

5/1 1108

5/2 1046

6/1 1366

6/2 298




Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (A4119 (N))

3.00 0.00 Y Arm 4 Left 30.00 100.0 % 1824 1824

1/2 (A4119 (N) Lane 2)


1/3 (A4119 (N) Lane 3)


2/1 (Groes Faen)

3.50 0.00 Y Arm 5 Left 20.00 100.0 % 1828 1828



3/1 (A4119 (S) Lane 1)


3/2 (A4119 (S) Lane 2)


3/3 (A4119 (S) Lane 3)





6/1 (A4119 (S) Lane 1)


6/2 (A4119 (S) Lane 2)


Scenario 10: '2026 Base + Comm (Unfettered) + Dev, PM' (FG12: '2026 Base + Comm (Unfettered) + Dev, PM Peak Hour', Plan 2: 'PM')


Destination

Origin

A B C Tot.

A 0 576 1389 1965

B 447 0 268 715

C 1887 534 0 2421

Tot. 2334 1110 1657 5101


Traffic Lane Flows

Lane


Comm (Unfettered) + Dev, PM


1/1 (short)

576

1/2 (with short)

1100(In) 524(Out)

1/3 865

2/1 (short)

268

2/2 (with short)

715(In) 447(Out)

3/1 1294

3/2 (with short)

1127(In) 593(Out)

3/3 (short)

534

4/1 1110

5/1 792

5/2 865

6/1 1517

6/2 817




Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (A4119 (N))

3.00 0.00 Y Arm 4 Left 30.00 100.0 % 1824 1824

1/2 (A4119 (N) Lane 2)


1/3 (A4119 (N) Lane 3)


2/1 (Groes Faen)

3.50 0.00 Y Arm 5 Left 20.00 100.0 % 1828 1828



3/1 (A4119 (S) Lane 1)


3/2 (A4119 (S) Lane 2)


3/3 (A4119 (S) Lane 3)





6/1 (A4119 (S) Lane 1)


6/2 (A4119 (S) Lane 2)


Scenario 11: '2026 Base + Comm (Fettered) + Dev, AM' (FG13: '2026 Base + Comm (Fettered) + Dev, AM Peak Hour', Plan 1: 'AM')


Destination

Origin

A B C Tot.

A 0 460 1684 2144

B 362 0 454 816

C 1288 225 0 1513

Tot. 1650 685 2138 4473


Traffic Lane Flows

Lane


Comm (Fettered) +

Dev, AM


1/1 (short)

460

1/2 (with short)

1099(In) 639(Out)

1/3 1045

2/1 (short)

454

2/2 (with short)

816(In) 362(Out)

3/1 1199

3/2 (with short)

314(In) 89(Out)

3/3 (short)

225

4/1 685

5/1 1093

5/2 1045

6/1 1380

6/2 270




Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (A4119 (N))

3.00 0.00 Y Arm 4 Left 30.00 100.0 % 1824 1824

1/2 (A4119 (N) Lane 2)


1/3 (A4119 (N) Lane 3)


2/1 (Groes Faen)

3.50 0.00 Y Arm 5 Left 20.00 100.0 % 1828 1828



3/1 (A4119 (S) Lane 1)


3/2 (A4119 (S) Lane 2)


3/3 (A4119 (S) Lane 3)





6/1 (A4119 (S) Lane 1)


6/2 (A4119 (S) Lane 2)


Scenario 12: '2026 Base + Comm (Fettered) + Dev, PM' (FG14: '2026 Base + Comm (Fettered) + Dev, PM Peak Hour', Plan 2: 'PM')


Destination

Origin

A B C Tot.

A 0 554 1389 1943

B 436 0 262 698

C 1887 515 0 2402

Tot. 2323 1069 1651 5043


Traffic Lane Flows

Lane


Comm (Fettered) +

Dev, PM


1/1 (short)

554

1/2 (with short)

1083(In) 529(Out)

1/3 860

2/1 (short)

262

2/2 (with short)

698(In) 436(Out)

3/1 1249

3/2 (with short)

1153(In) 638(Out)

3/3 (short)

515

4/1 1069

5/1 791

5/2 860

6/1 1467

6/2 856




Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)


1/1 (A4119 (N))

3.00 0.00 Y Arm 4 Left 30.00 100.0 % 1824 1824

1/2 (A4119 (N) Lane 2)


1/3 (A4119 (N) Lane 3)


2/1 (Groes Faen)

3.50 0.00 Y Arm 5 Left 20.00 100.0 % 1828 1828



3/1 (A4119 (S) Lane 1)


3/2 (A4119 (S) Lane 2)


3/3 (A4119 (S) Lane 3)





6/1 (A4119 (S) Lane 1)


6/2 (A4119 (S) Lane 2)


Scenario 1: '2018 Base, AM' (FG3: '2018 Base Flows, AM Peak Hour', Plan 1: 'AM')


Stage Timings

Stage 1 2 3

Duration 61 10 19


A

C1 Min: 7

6 61s

AB

2 Min: 7

12 10s

D

3 Min: 7

11 19s



0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

Time in cycle (sec)

Phases

1 6 : 61

0

2 12 : 10

67

3 11 : 19

89

D DC CB BA A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network: A4119 / Castell Mynach Junction (Existing)

- - N/A - - - - - - - - 89.1%

Castell Mynach - - N/A - - - - - - - - 89.1%

1/2+1/1 A4119 (N) Left Ahead

U+O N/A N/A C - 1 61 - 996 2108:1824 743+381 88.6 : 88.6%

1/3 A4119 (N)

Ahead U N/A N/A C 1 61 - 939 2085 1086 86.4%

2/2+2/1 Groes Faen Left Right

U+O N/A N/A D - 1 19 - 583 2415:1828 305+349 89.1 : 89.1%

3/1 A4119 (S)

Ahead U N/A N/A A 1 83 - 654 1710 1207 54.2%

3/2+3/3 A4119 (S)

Right Ahead U N/A N/A A B 1 83:10 - 776 1709:2106 1093+195

56.5 : 81.2%

4/1 U N/A N/A - - - - 496 Inf Inf 0.0%

5/1 U N/A N/A - - - - 969 Inf Inf 0.0%

5/2 U N/A N/A - - - - 939 Inf Inf 0.0%

6/1 A4119 (S) U N/A N/A - - - - 790 Inf Inf 0.0%

6/2 A4119 (S) U N/A N/A - - - - 754 Inf Inf 0.0%


Item Arriving (pcu)

Leaving (pcu)







Total Delay (pcuHr)






- - 193 456 0 20.7 11.8 0.0 32.5 - - - -

Castell Mynach - - 193 456 0 20.7 11.8 0.0 32.5 - - - -

1/2+1/1 996 996 31 307 0 5.4 3.7 - 9.1 32.8 26.1 3.7 29.8

1/3 939 939 - - - 6.5 3.1 - 9.5 36.6 26.9 3.1 29.9

2/2+2/1 583 583 162 149 0 3.6 3.7 - 7.3 44.9 9.8 3.7 13.5

3/1 654 654 - - - 1.5 0.6 - 2.1 11.6 10.2 0.6 10.8

3/2+3/3 776 776 - - - 3.7 0.8 - 4.5 20.7 9.3 0.8 10.0

4/1 496 496 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 969 969 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/2 939 939 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 790 790 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/2 754 754 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

C1 - Castell Mynach PRC for Signalled Lanes (%): 1.1 Total Delay for Signalled Lanes (pcuHr): 32.46 Cycle Time (s): 119 PRC Over All Lanes (%): 1.1 Total Delay Over All Lanes(pcuHr): 32.46

Full Input Data And Results Scenario 2: '2018 Base, PM' (FG4: '2018 Base Flows, PM Peak Hour', Plan 2: 'PM')


Stage Timings

Stage 1 2 3

Duration 54 19 30



A

C1 Min: 7

6 54s

AB

2 Min: 7

12 19s

D

3 Min: 7

11 30s

0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

130

130

Time in cycle (sec)

Phases

1 6 : 54

0

2 12 : 19

60

3 11 : 30

91

D DC CB BA A


Network Layout Diagram 1

Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - N/A - - - - - - - - 94.6%


1/2+1/1 A4119 (N) Left Ahead

U+O N/A N/A C - 1 54 - 926 2108:1824 593+391 94.1 : 94.1%

1/3 A4119 (N)

Ahead U N/A N/A C 1 54 - 799 2085 869 92.0%


U+O N/A N/A D - 1 30 - 521 2210:1828 361+190 94.6 : 94.6%

3/1 A4119 (S)

Ahead U N/A N/A A 1 85 - 966 1710 1114 86.7%

3/2+3/3 A4119 (S)


88.9 : 94.6%

4/1 U N/A N/A - - - - 670 Inf Inf 0.0%

5/1 U N/A N/A - - - - 738 Inf Inf 0.0%

5/2 U N/A N/A - - - - 799 Inf Inf 0.0%

6/1 A4119 (S) U N/A N/A - - - - 1136 Inf Inf 0.0%

6/2 A4119 (S) U N/A N/A - - - - 1039 Inf Inf 0.0%


Item Arriving (pcu)

Leaving (pcu)







Total Delay (pcuHr)






- - 86 462 0 33.9 25.2 0.0 59.1 - - - -

Castell Mynach - - 86 462 0 33.9 25.2 0.0 59.1 - - - -

1/2+1/1 926 926 42 326 0 6.6 6.5 - 13.1 50.9 27.1 6.5 33.7

1/3 799 799 - - - 8.1 5.0 - 13.1 59.0 27.5 5.0 32.5

2/2+2/1 521 521 44 136 0 5.7 6.2 - 11.9 82.0 16.9 6.2 23.0

3/1 966 966 - - - 4.9 3.1 - 8.1 30.1 28.2 3.1 31.3

3/2+3/3 1170 1170 - - - 8.6 4.4 - 13.0 40.1 27.1 4.4 31.5

4/1 670 670 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 738 738 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/2 799 799 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 1136 1136 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/2 1039 1039 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

C1 - Castell Mynach PRC for Signalled Lanes (%): -5.2 Total Delay for Signalled Lanes (pcuHr): 59.15 Cycle Time (s): 132 PRC Over All Lanes (%): -5.2 Total Delay Over All Lanes(pcuHr): 59.15

Full Input Data And Results Scenario 3: '2018 Base + Dev, AM' (FG5: '2018 Base + Dev, AM Peak Hour', Plan 1: 'AM')


Stage Timings

Stage 1 2 3

Duration 67 11 26



A

C1 Min: 7

6 67s

AB

2 Min: 7

12 11s

D

3 Min: 7

11 26s

0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

130

130

Time in cycle (sec)

Phases

1 6 : 67

0

2 12 : 11

73

3 11 : 26

96

D DC CB BA A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - N/A - - - - - - - - 90.4%


1/2+1/1 A4119 (N) Left Ahead

U+O N/A N/A C - 1 67 - 992 2108:1824 720+377 90.4 : 90.4%

1/3 A4119 (N)

Ahead U N/A N/A C 1 67 - 946 2085 1066 88.7%


U+O N/A N/A D - 1 26 - 648 2415:1828 317+401 90.3 : 90.3%

3/1 A4119 (S)

Ahead U N/A N/A A 1 90 - 659 1710 1170 56.3%

3/2+3/3 A4119 (S)


58.7 : 89.5%

4/1 U N/A N/A - - - - 511 Inf Inf 0.0%

5/1 U N/A N/A - - - - 1013 Inf Inf 0.0%

5/2 U N/A N/A - - - - 946 Inf Inf 0.0%

6/1 A4119 (S) U N/A N/A - - - - 802 Inf Inf 0.0%

6/2 A4119 (S) U N/A N/A - - - - 756 Inf Inf 0.0%


Item Arriving (pcu)

Leaving (pcu)







Total Delay (pcuHr)






- - 212 491 0 24.9 13.7 0.0 38.6 - - - -

Castell Mynach - - 212 491 0 24.9 13.7 0.0 38.6 - - - -

1/2+1/1 992 992 27 314 0 6.5 4.4 - 10.8 39.2 30.5 4.4 34.8

1/3 946 946 - - - 7.6 3.7 - 11.4 43.2 31.0 3.7 34.7

2/2+2/1 648 648 185 177 0 4.2 4.2 - 8.4 46.6 13.3 4.2 17.4

3/1 659 659 - - - 2.0 0.6 - 2.6 14.3 12.4 0.6 13.1

3/2+3/3 783 783 - - - 4.6 0.9 - 5.5 25.1 11.1 0.9 11.9

4/1 511 511 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 1013 1013 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/2 946 946 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 802 802 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/2 756 756 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0


Full Input Data And Results Scenario 4: '2018 Base + Dev, PM' (FG6: '2018 Base + Dev, PM Peak Hour', Plan 2: 'PM')


Stage Timings

Stage 1 2 3

Duration 51 23 31



A

C1 Min: 7

6 51s

AB

2 Min: 7

12 23s

D

3 Min: 7

11 31s

0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

130

130

Time in cycle (sec)

Phases

1 6 : 51

0

2 12 : 23

57

3 11 : 31

92

D DC CB BA A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - N/A - - - - - - - - 100.6%


1/2+1/1 A4119 (N) Left Ahead

U+O N/A N/A C - 1 51 - 938 2108:1824 547+386 100.6 : 100.6%

1/3 A4119 (N)

Ahead U N/A N/A C 1 51 - 807 2085 809 99.7%


U+O N/A N/A D - 1 31 - 568 2210:1828 349+216 100.6 : 100.6%

3/1 A4119 (S)

Ahead U N/A N/A A 1 86 - 989 1710 1110 89.1%

3/2+3/3 A4119 (S)


89.7 : 100.2%

4/1 U N/A N/A - - - - 766 Inf Inf 0.0%

5/1 U N/A N/A - - - - 767 Inf Inf 0.0%

5/2 U N/A N/A - - - - 807 Inf Inf 0.0%

6/1 A4119 (S) U N/A N/A - - - - 1164 Inf Inf 0.0%

6/2 A4119 (S) U N/A N/A - - - - 1021 Inf Inf 0.0%


Item Arriving (pcu)

Leaving (pcu)







Total Delay (pcuHr)






- - 93 509 0 38.8 53.1 0.0 91.9 - - - -

Castell Mynach - - 93 509 0 38.8 53.1 0.0 91.9 - - - -

1/2+1/1 938 933 45 341 0 7.9 16.7 - 24.6 94.5 30.3 16.7 47.0

1/3 807 807 - - - 9.2 13.7 - 22.9 102.0 29.8 13.7 43.5

2/2+2/1 568 565 47 168 0 6.6 12.8 - 19.4 123.2 19.2 12.8 32.0

3/1 989 989 - - - 5.4 3.8 - 9.2 33.5 30.5 3.8 34.3

3/2+3/3 1223 1222 - - - 9.7 6.1 - 15.8 46.6 27.3 6.1 33.4

4/1 763 763 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 763 763 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/2 807 807 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 1163 1163 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/2 1020 1020 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0


Full Input Data And Results Scenario 5: '2026 Base + Comm (Unfettered), AM' (FG7: '2026 Base + Comm (Unfettered), AM Peak Hour', Plan 1: 'AM')


Stage Timings

Stage 1 2 3

Duration 60 12 27



A

C1 Min: 7

6 60s

AB

2 Min: 7

12 12s

D

3 Min: 7

11 27s

0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

Time in cycle (sec)

Phases

1 6 : 60

0

2 12 : 12

66

3 11 : 27

90

D DC CB BA A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - N/A - - - - - - - - 105.7%


1/2+1/1 A4119 (N) Left Ahead

U+O N/A N/A C - 1 60 - 1104 2108:1824 610+439 105.2 : 105.2%

1/3 A4119 (N)

Ahead U N/A N/A C 1 60 - 1042 2085 994 104.9%


U+O N/A N/A D - 1 27 - 782 2415:1828 343+396 105.7 : 105.7%

3/1 A4119 (S)

Ahead U N/A N/A A 1 84 - 1168 1710 1136 102.9%

3/2+3/3 A4119 (S)


100.5 : 100.5%

4/1 U N/A N/A - - - - 677 Inf Inf 0.0%

5/1 U N/A N/A - - - - 1061 Inf Inf 0.0%

5/2 U N/A N/A - - - - 1042 Inf Inf 0.0%

6/1 A4119 (S) U N/A N/A - - - - 1349 Inf Inf 0.0%

6/2 A4119 (S) U N/A N/A - - - - 302 Inf Inf 0.0%


Item Arriving (pcu)

Leaving (pcu)







Total Delay (pcuHr)






- - 232 604 0 46.6 132.0 0.0 178.6 - - - -

Castell Mynach - - 232 604 0 46.6 132.0 0.0 178.6 - - - -

1/2+1/1 1104 1050 26 414 0 11.8 35.0 - 46.8 152.5 56.0 35.0 91.0

1/3 1042 994 - - - 12.6 32.3 - 44.9 155.1 38.8 32.3 71.0

2/2+2/1 782 740 206 190 0 9.6 28.1 - 37.8 173.9 22.5 28.1 50.6

3/1 1168 1136 - - - 8.8 27.0 - 35.9 110.5 42.7 27.0 69.7

3/2+3/3 335 334 - - - 3.7 9.6 - 13.3 143.3 7.7 9.6 17.3

4/1 653 653 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 1007 1007 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/2 994 994 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 1307 1307 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/2 292 292 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0


Full Input Data And Results Scenario 6: '2026 Base + Comm (Unfettered), PM' (FG8: '2026 Base + Comm (Unfettered), PM Peak Hour', Plan 2: 'PM')


Stage Timings

Stage 1 2 3

Duration 48 25 33



A

C1 Min: 7

6 48s

AB

2 Min: 7

12 25s

D

3 Min: 7

11 33s

0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

130

130

Time in cycle (sec)

Phases

1 6 : 48

0

2 12 : 25

54

3 11 : 33

91

D DC CB BA A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - N/A - - - - - - - - 114.4%


1/2+1/1 A4119 (N) Left Ahead

U+O N/A N/A C - 1 48 - 1082 2108:1824 460+486 114.4 : 114.4%

1/3 A4119 (N)

Ahead U N/A N/A C 1 48 - 863 2085 757 114.0%


U+O N/A N/A D - 1 33 - 668 2210:1828 382+202 114.3 : 114.3%

3/1 A4119 (S)

Ahead U N/A N/A A 1 85 - 1207 1710 1089 110.8%

3/2+3/3 A4119 (S)


112.9 : 112.9%

4/1 U N/A N/A - - - - 1014 Inf Inf 0.0%

5/1 U N/A N/A - - - - 757 Inf Inf 0.0%

5/2 U N/A N/A - - - - 863 Inf Inf 0.0%

6/1 A4119 (S) U N/A N/A - - - - 1425 Inf Inf 0.0%

6/2 A4119 (S) U N/A N/A - - - - 899 Inf Inf 0.0%


Item Arriving (pcu)

Leaving (pcu)







Total Delay (pcuHr)






- - 64 625 0 78.7 306.8 0.0 385.5 - - - -

Castell Mynach - - 64 625 0 78.7 306.8 0.0 385.5 - - - -

1/2+1/1 1082 946 48 438 0 18.8 71.8 - 90.5 301.2 61.4 71.8 133.2

1/3 863 757 - - - 17.3 56.9 - 74.2 309.7 36.3 56.9 93.2

2/2+2/1 668 585 15 187 0 14.3 45.4 - 59.7 321.6 50.8 45.4 96.2

3/1 1207 1089 - - - 15.4 63.6 - 79.0 235.5 49.7 63.6 113.3

3/2+3/3 1138 1052 - - - 12.9 69.2 - 82.1 259.7 25.9 69.2 95.1

4/1 892 892 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 662 662 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/2 757 757 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 1280 1280 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/2 838 838 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0


Full Input Data And Results Scenario 7: '2026 Base + Comm (Fettered), AM' (FG9: '2026 Base + Comm (Fettered), AM Peak Hour', Plan 1: 'AM')


Stage Timings

Stage 1 2 3

Duration 65 12 28



A

C1 Min: 7

6 65s

AB

2 Min: 7

12 12s

D

3 Min: 7

11 28s

0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

130

130

Time in cycle (sec)

Phases

1 6 : 65

0

2 12 : 12

71

3 11 : 28

95

D DC CB BA A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - N/A - - - - - - - - 104.3%


1/2+1/1 A4119 (N) Left Ahead

U+O N/A N/A C - 1 65 - 1117 2108:1824 635+439 104.0 : 104.0%

1/3 A4119 (N)

Ahead U N/A N/A C 1 65 - 1024 2085 1027 99.7%


U+O N/A N/A D - 1 28 - 752 2415:1828 335+387 104.2 : 104.2%

3/1 A4119 (S)

Ahead U N/A N/A A 1 89 - 673 1710 1149 58.6%

3/2+3/3 A4119 (S)


83.0 : 104.3%

4/1 U N/A N/A - - - - 670 Inf Inf 0.0%

5/1 U N/A N/A - - - - 1063 Inf Inf 0.0%

5/2 U N/A N/A - - - - 1024 Inf Inf 0.0%

6/1 A4119 (S) U N/A N/A - - - - 847 Inf Inf 0.0%

6/2 A4119 (S) U N/A N/A - - - - 790 Inf Inf 0.0%


Item Arriving (pcu)

Leaving (pcu)







Total Delay (pcuHr)






- - 237 589 0 38.2 77.4 0.0 115.6 - - - -

Castell Mynach - - 237 589 0 38.2 77.4 0.0 115.6 - - - -

1/2+1/1 1117 1074 24 415 0 11.5 30.6 - 42.1 135.7 43.9 30.6 74.5

1/3 1024 1024 - - - 9.6 15.3 - 24.9 87.6 37.8 15.3 53.1

2/2+2/1 752 722 213 174 0 8.9 23.1 - 32.0 153.3 21.9 23.1 45.1

3/1 673 673 - - - 2.2 0.7 - 2.9 15.7 13.5 0.7 14.2

3/2+3/3 828 819 - - - 5.9 7.7 - 13.6 59.2 11.6 7.7 19.3

4/1 644 644 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 1021 1021 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/2 1024 1024 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 840 840 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/2 783 783 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0


Full Input Data And Results Scenario 8: '2026 Base + Comm (Fettered), PM' (FG10: '2026 Base + Comm (Fettered), PM Peak Hour', Plan 2: 'PM')


Stage Timings

Stage 1 2 3

Duration 50 25 34



A

C1 Min: 7

6 50s

AB

2 Min: 7

12 25s

D

3 Min: 7

11 34s

0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

130

130

Time in cycle (sec)

Phases

1 6 : 50

0

2 12 : 25

56

3 11 : 34

93

D DC CB BA A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - N/A - - - - - - - - 112.3%


1/2+1/1 A4119 (N) Left Ahead

U+O N/A N/A C - 1 50 - 1061 2108:1824 470+475 112.3 : 112.3%

1/3 A4119 (N)

Ahead U N/A N/A C 1 50 - 861 2085 771 111.7%


U+O N/A N/A D - 1 34 - 651 2210:1828 384+203 110.9 : 110.9%

3/1 A4119 (S)

Ahead U N/A N/A A 1 87 - 1185 1710 1090 108.7%

3/2+3/3 A4119 (S)


110.6 : 110.6%

4/1 U N/A N/A - - - - 972 Inf Inf 0.0%

5/1 U N/A N/A - - - - 753 Inf Inf 0.0%

5/2 U N/A N/A - - - - 861 Inf Inf 0.0%

6/1 A4119 (S) U N/A N/A - - - - 1398 Inf Inf 0.0%

6/2 A4119 (S) U N/A N/A - - - - 915 Inf Inf 0.0%


Item Arriving (pcu)

Leaving (pcu)







Total Delay (pcuHr)






- - 62 615 0 73.2 260.9 0.0 334.0 - - - -

Castell Mynach - - 62 615 0 73.2 260.9 0.0 334.0 - - - -

1/2+1/1 1061 945 47 427 0 17.5 62.2 - 79.7 270.5 60.9 62.2 123.1

1/3 861 771 - - - 16.5 49.6 - 66.1 276.3 36.5 49.6 86.0

2/2+2/1 651 587 15 188 0 12.8 36.6 - 49.4 273.1 50.0 36.6 86.5

3/1 1185 1090 - - - 14.1 52.9 - 67.0 203.6 49.1 52.9 101.9

3/2+3/3 1141 1091 - - - 12.2 59.6 - 71.8 226.7 24.4 59.6 84.0

4/1 872 872 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 673 673 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/2 771 771 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 1282 1282 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/2 886 886 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0


Full Input Data And Results Scenario 9: '2026 Base + Comm (Unfettered) + Dev, AM' (FG11: '2026 Base + Comm (Unfettered) + Dev, AM Peak Hour', Plan 1: 'AM')


Stage Timings

Stage 1 2 3

Duration 63 13 33



A

C1 Min: 7

6 63s

AB

2 Min: 7

12 13s

D

3 Min: 7

11 33s

0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

130

130

Time in cycle (sec)

Phases

1 6 : 63

0

2 12 : 13

69

3 11 : 33

94

D DC CB BA A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - N/A - - - - - - - - 108.4%


1/2+1/1 A4119 (N) Left Ahead

U+O N/A N/A C - 1 63 - 1103 2108:1824 589+429 108.4 : 108.4%

1/3 A4119 (N)

Ahead U N/A N/A C 1 63 - 1046 2085 967 108.2%


U+O N/A N/A D - 1 33 - 846 2415:1828 352+440 106.7 : 106.7%

3/1 A4119 (S)

Ahead U N/A N/A A 1 88 - 1178 1710 1103 106.8%

3/2+3/3 A4119 (S)


106.2 : 106.2%

4/1 U N/A N/A - - - - 692 Inf Inf 0.0%

5/1 U N/A N/A - - - - 1108 Inf Inf 0.0%

5/2 U N/A N/A - - - - 1046 Inf Inf 0.0%

6/1 A4119 (S) U N/A N/A - - - - 1366 Inf Inf 0.0%

6/2 A4119 (S) U N/A N/A - - - - 298 Inf Inf 0.0%


Item Arriving (pcu)

Leaving (pcu)







Total Delay (pcuHr)






- - 228 642 0 61.1 186.4 0.0 247.5 - - - -

Castell Mynach - - 228 642 0 61.1 186.4 0.0 247.5 - - - -

1/2+1/1 1103 1018 26 403 0 15.1 48.4 - 63.5 207.4 62.4 48.4 110.8

1/3 1046 967 - - - 15.9 45.3 - 61.2 210.8 43.1 45.3 88.4

2/2+2/1 846 793 202 238 0 12.4 33.1 - 45.5 193.8 28.2 33.1 61.3

3/1 1178 1103 - - - 12.7 44.2 - 56.9 174.0 48.0 44.2 92.3

3/2+3/3 337 324 - - - 4.9 15.4 - 20.3 216.5 9.2 15.4 24.6

4/1 643 643 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 1029 1029 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/2 967 967 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 1279 1279 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/2 286 286 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0


Full Input Data And Results Scenario 10: '2026 Base + Comm (Unfettered) + Dev, PM' (FG12: '2026 Base + Comm (Unfettered) + Dev, PM Peak Hour', Plan 2: 'PM')


Stage Timings

Stage 1 2 3

Duration 47 28 34



A

C1 Min: 7

6 47s

AB

2 Min: 7

12 28s

D

3 Min: 7

11 34s

0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

130

130

Time in cycle (sec)

Phases

1 6 : 47

0

2 12 : 28

53

3 11 : 34

93

D DC CB BA A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - N/A - - - - - - - - 120.9%


1/2+1/1 A4119 (N) Left Ahead

U+O N/A N/A C - 1 47 - 1100 2108:1824 438+481 119.7 : 119.7%

1/3 A4119 (N)

Ahead U N/A N/A C 1 47 - 865 2085 725 119.3%


U+O N/A N/A D - 1 34 - 715 2210:1828 370+222 120.9 : 120.9%

3/1 A4119 (S)

Ahead U N/A N/A A 1 87 - 1294 1710 1090 118.7%

3/2+3/3 A4119 (S)


120.7 : 120.7%

4/1 U N/A N/A - - - - 1110 Inf Inf 0.0%

5/1 U N/A N/A - - - - 792 Inf Inf 0.0%

5/2 U N/A N/A - - - - 865 Inf Inf 0.0%

6/1 A4119 (S) U N/A N/A - - - - 1517 Inf Inf 0.0%

6/2 A4119 (S) U N/A N/A - - - - 817 Inf Inf 0.0%


Item Arriving (pcu)

Leaving (pcu)







Total Delay (pcuHr)






- - 86 617 0 101.9 435.0 0.0 537.0 - - - -

Castell Mynach - - 86 617 0 101.9 435.0 0.0 537.0 - - - -

1/2+1/1 1100 919 53 428 0 22.8 93.4 - 116.2 380.4 101.4 93.4 194.8

1/3 865 725 - - - 20.3 72.9 - 93.2 387.7 38.5 72.9 111.4

2/2+2/1 715 591 33 189 0 18.5 64.6 - 83.0 418.1 79.6 64.6 144.1

3/1 1294 1090 - - - 21.7 104.9 - 126.5 352.1 57.4 104.9 162.3

3/2+3/3 1127 934 - - - 18.7 99.3 - 118.0 376.9 35.2 99.3 134.6

4/1 924 924 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 659 659 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/2 725 725 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 1275 1275 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/2 677 677 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0


Full Input Data And Results Scenario 11: '2026 Base + Comm (Fettered) + Dev, AM' (FG13: '2026 Base + Comm (Fettered) + Dev, AM Peak Hour', Plan 1: 'AM')


Stage Timings

Stage 1 2 3

Duration 65 13 31



A

C1 Min: 7

6 65s

AB

2 Min: 7

12 13s

D

3 Min: 7

11 31s

0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

130

130

Time in cycle (sec)

Phases

1 6 : 65

0

2 12 : 13

71

3 11 : 31

96

D DC CB BA A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - N/A - - - - - - - - 106.9%


1/2+1/1 A4119 (N) Left Ahead

U+O N/A N/A C - 1 65 - 1099 2108:1824 608+438 105.1 : 105.1%

1/3 A4119 (N)

Ahead U N/A N/A C 1 65 - 1045 2085 997 104.8%


U+O N/A N/A D - 1 31 - 816 2415:1828 339+425 106.9 : 106.9%

3/1 A4119 (S)

Ahead U N/A N/A A 1 90 - 1199 1710 1128 106.3%

3/2+3/3 A4119 (S)


105.3 : 105.3%

4/1 U N/A N/A - - - - 685 Inf Inf 0.0%

5/1 U N/A N/A - - - - 1093 Inf Inf 0.0%

5/2 U N/A N/A - - - - 1045 Inf Inf 0.0%

6/1 A4119 (S) U N/A N/A - - - - 1380 Inf Inf 0.0%

6/2 A4119 (S) U N/A N/A - - - - 270 Inf Inf 0.0%


Item Arriving (pcu)

Leaving (pcu)







Total Delay (pcuHr)






- - 234 629 0 55.1 155.6 0.0 210.8 - - - -

Castell Mynach - - 234 629 0 55.1 155.6 0.0 210.8 - - - -

1/2+1/1 1099 1045 26 412 0 12.7 34.7 - 47.4 155.4 60.4 34.7 95.1

1/3 1045 997 - - - 13.6 32.1 - 45.6 157.2 41.9 32.1 74.0

2/2+2/1 816 764 208 217 0 11.9 32.5 - 44.4 195.8 26.5 32.5 59.0

3/1 1199 1128 - - - 12.2 42.7 - 55.0 165.0 48.7 42.7 91.4

3/2+3/3 314 303 - - - 4.7 13.7 - 18.3 210.1 9.1 13.7 22.7

4/1 651 651 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 1033 1033 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/2 997 997 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 1297 1297 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/2 258 258 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0


Full Input Data And Results Scenario 12: '2026 Base + Comm (Fettered) + Dev, PM' (FG14: '2026 Base + Comm (Fettered) + Dev, PM Peak Hour', Plan 2: 'PM')


Stage Timings

Stage 1 2 3

Duration 47 28 34



A

C1 Min: 7

6 47s

AB

2 Min: 7

12 28s

D

3 Min: 7

11 34s

0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

130

130

Time in cycle (sec)

Phases

1 6 : 47

0

2 12 : 28

53

3 11 : 34

93

D DC CB BA A


Network Results


Lane Type

Controller Stream



Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - N/A - - - - - - - - 119.1%


1/2+1/1 A4119 (N) Left Ahead

U+O N/A N/A C - 1 47 - 1083 2108:1824 444+465 119.1 : 119.1%

1/3 A4119 (N)

Ahead U N/A N/A C 1 47 - 860 2085 725 118.6%


U+O N/A N/A D - 1 34 - 698 2210:1828 369+222 118.0 : 118.0%

3/1 A4119 (S)

Ahead U N/A N/A A 1 87 - 1249 1710 1090 114.5%

3/2+3/3 A4119 (S)


116.4 : 116.4%

4/1 U N/A N/A - - - - 1069 Inf Inf 0.0%

5/1 U N/A N/A - - - - 791 Inf Inf 0.0%

5/2 U N/A N/A - - - - 860 Inf Inf 0.0%

6/1 A4119 (S) U N/A N/A - - - - 1467 Inf Inf 0.0%

6/2 A4119 (S) U N/A N/A - - - - 856 Inf Inf 0.0%


Item Arriving (pcu)

Leaving (pcu)







Total Delay (pcuHr)






- - 86 601 0 94.2 384.1 0.0 478.3 - - - -

Castell Mynach - - 86 601 0 94.2 384.1 0.0 478.3 - - - -

1/2+1/1 1083 910 53 412 0 22.1 89.8 - 111.8 371.7 65.1 89.8 154.8

1/3 860 725 - - - 19.9 70.4 - 90.3 378.2 38.1 70.4 108.6

2/2+2/1 698 591 33 189 0 16.8 56.4 - 73.2 377.5 77.6 56.4 133.9

3/1 1249 1090 - - - 18.6 83.0 - 101.6 292.9 54.0 83.0 137.0

3/2+3/3 1153 991 - - - 16.9 84.5 - 101.4 316.5 33.1 84.5 117.6

4/1 908 908 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/1 666 666 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/2 725 725 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 1275 1275 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/2 733 733 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0


APPENDIX K

Site D Junction Proposals – A4119/Cardiff Road

A4119 L

lantrisa

nt R

oad

A

4

1

1

9

L

l

a

n

t

r

i

s

a

n

t

R

o

a

d

Primary Site Access

C

a

rd

iff R

o

a

d

Secondary Site Access

2m Footway

Green Corridor

3m Cycleway

2m Footway

Alignment to follow

detailed design for

development area

2m Footway

Green Corridor

3m Cycleway

3m Cycleway / Footway

3m Cycleway / Footway

2m Footway

W131169/SK/241:1000 at A3

AP CMP


Signalised Junction Arrangement

Alternative Alignment

A

02.03.16

A Cycleway shown indicative AP 08.08.16CMP1.

2.



M4 JUNCTION 33 Persimmon



NOTE: THE PROPERTY OF THIS DRAWING AND DESIGN IS VESTED IN VECTOS (SOUTH) LTD.

IT MUST NOT BE COPIED OR REPRODUCED IN ANY WAY WITHOUT THEIR PRIOR WRITTEN CONSENT.


10th Floor, Helmont House, Churchill Way, Cardiff CF10 2HE


transport planning specialists

Ordnance Survey © Crown copyright .

All rights reserved. Licence No. 100052073.

2013

Legend:

Indicative Alignment of 3m Cycleway

AutoCAD SHX Text

W

AutoCAD SHX Text

W.

AutoCAD SHX Text

W

AutoCAD SHX Text

W.

APPENDIX L

RCT Proposed Improvements at Castell Mynach Junction

Widened CarriagewayGrass Verge Existing carriageway to be planed out and resurfaced

Central

Reserve

(Reduced

width

2.5m min) Existing carriageway to be planed out and resurfaced

Shared Use

Path

(2.5m wide)

Widened Carriageway

(Full construction)Grass Verge Existing carriageway to be planed out and resurfaced

Central

Reserve

(Reduced

width

2.5m min) Existing carriageway to be planed out and resurfaced

Widened

Carriageway

(Full

construction)

Shared Use

Path

(2.5m wide) Pond / Quarry

Bus Lane (4m wide)

Lane 1 Northbound

(3.5m wide)

Lane 2 Northbound

(3.5m wide) Bus Lane (4m wide)

Lane 1 Southbound

(3.65m wide)

Lane 2 Southbound

(3.65m wide)

Bus Lane (4m wide)

Lane 1 Northbound

(3.5m wide)

Lane 2 Northbound

(3.5m wide) Bus Lane (4m wide)

Lane 1 Southbound

(3.65m wide)

Lane 2 Southbound

(3.65m wide)

Widened

Carriageway

(Full

construction)

Widened

Carriageway

(Full

construction)

N2W2 Road

Restraint System

Indicative Location

N2W2 Road

Restraint System

Indicative Location

Church

Cot

tage

16

-Fro

Pumping

14

2

ELM

S P

AR

K

Path (um)

Police

Ebb

isha

m H

o

3

ST

DA

VID

S

MP 180.5

Brynteg Villa

New

Mill C

orne

r

B 4264

The

35

ROAD

SCHOOL

The C

oppin

s

18

10

Lodge

11

13

29

1

28

BM 37.58m

Issues

16

1

16

RO

AD

1

BE

EC

HLE

A

1

TH

E

Camp

45.1m

3

Mill Wood

St David's

The

Beech

es

12

1

Meml

Mill Race

28

Clywd-Wen

(PH)

Cwrt Melin

Tra

ck

7

Issues

Old

42.7m

But

e

Ashley

Cotta

ges

Tre

m-y

Ceulan Stud

Houses

Hafod-y-Gan

Graig House

Gra

ig

Miskin

Cott

Brynteg House

B 4264

Arms

5Issues

14

9

Ash

dene

2

2

BM 48.76m

CLO

SE

Mill

MIL

LR

AC

E

BM 48.73m

Issues

(Afo

n E

lai)

2

1

4

1

31

7

18

12

1

15

19

2

10

DRIVE

CHESTN

UTS

8

6

Bungalo

w

Issues

The Old

2

2

War

Issues

Farm

BM 46.27m

Cottage

46.5m

TCB

46.9m Track

Ceredigion

Ely

Riv

er

CaergwanafCaergwanaf-uchaf

El

12LB

SL

Bw

ythyn

2

27

35.7m

Fairvie

w

Chapel House

Miskin

Ty-Cedr

Station

Sub Sta

THE

Solva

MP 180.75

Miskin

(Meisgyn)

Monument

BM

22

Annwyl

16

Cefnyrhendy

36

4l

l2

l

Tra

ck

31

Tops

MIS

KIN

CR

ESC

EN

T

Roc

kwel

l

21

19

El Sub Sta

22

Mou

nt

5

Field

s

(disused)

23

Bute Mine Quarry

Gre

en

15

(disused)

7

Kiln

Old

Fan

Sherwood

43.0m

Lyn-

Mor

El Sub Sta

l2

BM

47.

73m

Pond

Bute Quarry

Vie

w

(disused)

BM 44.33m

House

17

46.71m

Villa

Field

s

Spreads

41

HENDY

DO

L-Y

-LLA

N

47.2mSolva

7

45

8

MAES

Tre

e

19

8

Pipe Line

Glan-yr-afon

15

5l

NE

WM

ILL

The C

onife

rs

32

(dis)

1

31

PEN

HEN

DY

6

Pipe Line

1

6

7

1

8

WINDSOR

56

68

Hendy Quarry

Owl'sFlight

RuskinEl

School

B 426

4

RO

WA

N T

RE

E L

AN

E

3l

1

27

l8

34

MEW

S

l

1

3

9

1

10

14

17

19

33

1

25

28

23

20

44

47

DRIVE

GE

OR

GIA

N

5

10

28

Cat

holic

Chu

rch

Hillbrook

36

Vitl

B 4264

62

3l

-YR

46

66 63

4

-Y-

TUDOR

WA

Y

B 4264

CEFN

Karenza

37

Hendy

22

28

79

Ardwyn

Crud

HENDY

8

24

ED

WA

RD

IAN

WA

Y

14

St Donats

l8

l3

25

1

Vista

74

8

46

MANOR HILL

10

-Y-

yr Awel

Levu

34

29

19

25

24

1

7

12

2l

27

Beech-Lee

19

6

20

l6

BR

YN

13

11

38

53.6m

TY

LE

'R H

EN

DY

5

3

22

3O

4

25

- HENDY

15

BE

EC

HLE

A

24

Ho

6

l2

1

Brooklands SC

HO

OL

RO

AD

ISAF

HEOL

1

24

8

All Hal

lows

l

5

18

The

Gra

nge

7

33

PE

N

15

72

ll

1

22

6

73

29

8

l6

28

Sub

17

29

Playground

LLA

N

11

6

HILL

MANOR

1

Sta

5

28

33

l

4l

25

GA

RD

EN

S

55

CLO

SE

64

5l

WALNUTCLOSE

11

DO

L

42

14

OAKLA

NDS

35

13

17

3

SL

HEOL

27

55

62 65

68

39

52

Belle

El Sub Sta

11

WENNOL

7

(dis)

Path (u

m)

Chy

MP 1

A 4119

Drain

ETL

6

15

Afon Clun

Coed-yr-hendy

18

Glamorgan Vale Retail Park

Subway

14

CH

ER

RY

TR

EE

Drain

17

MP .75

A 473

19

21

Path (um)

61

25

39

27

71

67

9

1

73

24

59

15

7

6

14

32

50

66

5

55

10

20

6

74

65

69

13

36

10

Pla

ygro

und

HafodHedd

Grange

House

DE

LFR

YN

SOVEREIGN GARDENS

4

13

16

29

18

ACORN CLOSE

61 6

0

6258

59

Tra

ck

1

4

36

20

40

3

1

1

5

10

11

2

SYCAMORE CLOSE

7

9

27

12

16

ST DAVID'S HEIGHTS

FFORDD CEFN-Y

R-HENDY

Tra

ck

El Sub Sta

32

ESS

27

1

4

10

17

1

4

7

1

CRYSTAL WOOD DRIVE

31

16

BRYN DEWI SANT

21

5

15

22

30

10 13

TH

EC

OP

PIC

E

17

27

22

30

36

39

40

33

18

Ysgol Gynradd

Gymraeg Llantrisant

Gymunedol

16

19

20

18

SH

AD

OW

WOOD DRIVE

1

5

11

Path (um)

Pond

(um

)

(not in situ)

Water

Path (u

m)

Path

(remains of)

Tynewydd

DW

(disused)

College House

Alltygawrddu

Path (um)

Tra

ck

Standing Stone

Quarry

Hendy Quarry

(Stone)Tynewydd

75.3m

Pond

Path (um)

(disused)

Drain

Path (um)

Path

(um

)

Path (um)

Path

(um

)

1

Spring

Llwyn-y-pennau House

Sluice

Pond

Spring

Lime Kiln

Pond

Cattle Grid

57.3m

Path (u

m)

Croffta

2

Pond

Gwendoline Cottages

L Twr

Pond

Farm

Penstowe

Castell Mynach

Ty-Newydd Woods

Conveyor

Mw

yndy

Terr

ace

Ponds

Path

(um

)

Conveyor

Kiln

Hopper

Sinks

Dra

in

Mwyndy

63.4m

Quarry

FB

Path (um)

L Tw

r

Issues

L Twr

1

BM 73.59m

Tank

Tra

vellin

g C

rane

Dra

in

Castell-y-Mynach

L T

wr

Conveyor

Garage

House

Cottage

1

Cross

Works

Water

A 4119

Pond

Sub

El Sub Sta

Conveyor

Sta

3

WB

Tank

Path (um

)

Pond

Hendy Quarry

1

Tra

vellin

g C

rane

Trac

k

El

Vehicle

Testin

g C

entre

Lime Kilns (dis)

Spreads

Path (um)

3

Havachat

Garage

(dis)

The Barn (PH)

Path

(um

)

Pond

Tynewydd

(Stone)

Cattle Grid

Track

A 4119

Pond

LB

Long Acre

Bute Farm

B 4264

Hillside

Shelter

TCB

Mwyndy

Mwyndy

Superstore

Pond

WB

Pond

Path (um

)

Tanks

Sheep Dip

6

Dra

in

Windrush

Cottages

SCHO

OL

RO

AD

L Twr

Path (um)

Cefn-parc

Path

(um

)

Water

Conveyor

L Twr

Issues

L Twr

Bute

Path

(um

)

CG

L Twr

Conveyors

(PH)

El Sub Sta

WB

Tanks

PC

BM 54.59m

13

A 473

Pa

th (u

m)

Sewage

ETL

47

5

1

53

2

Mwyndy

A 4

119

49

Cefn-parc

Mwyndy-fachPath (um)

FB

Path (um)

Chapel of Rest

Maes Yr Haul

Cefn-y-Parc

BE

AU

FO

RT C

T

FB

Lynwood

Path

(um

)

18

Cottages

Depot

A 4119

Afon Clun

6

Cemetery

Maes Yr Haul

49.0m

GVC

47.4m

Drain

(Ruin)

Tra

ck

Treatment

Works

48

TAN-YR-ALLT

Track

1

1

6

Path (um)

Spoil

Tra

ck

Dra

in

Lly

s-f

aen

Croffta

Dra

in

(disused)

LB

Quarry

12

29

Pond

Brofiscin Farm

Dis

mantle

d T

ram

way

Tra

ck

Pond

A 4119

Pond

Dra

in

PE

N Y

GR

OE

S

Path

(um

)

Shaft

Tra

ck

Pond

82.6m

Brynawelon

The Quarry

Tra

ck

Pond

Dra

in

Path

(um

)

Dismantled

2

(disused)

The Rise

22

Restw

ays

5

23

18

3

(disused)

Cattle Grid

Heap

Hig

hla

nds

Pat

h (u

m)

Porthandro

Track

The B

eech

es

Path (um)

Path (um)

Groes Faen House

Bungalo

w

Works

Railway

Bro

adla

nds

Beech

wood

21

1

Weststone

Pond

Yr-

Hafo

d

20

Llwyn yr Eos

Maendy Farm

1

Drain

Gorw

elio

n

Sunnybank

Llwyn-saer

28

Quarry

BM 77.47m

Syca

moore

s

The C

alib

urn

Issues

Prim

rose

The

Path (um)

Lime Kiln

Ty-Newydd Woods

Gable

s

Path (um)

Groes-Faen

13

Issues

Montr

eal

Cott

Pond

78.6m

Mount V

iew

85.0m

Brynhyfryd

2

Tynewydd

ETL

Path (um

)

Drain

Pond

Path

(um

)

Track

Porthandro

Pa

th (u

m)

Afon Clun

(disused)

Drain

Llwynmilwas

Drain

Depot

Path (u

m)

Path

(um

)

Dra

in

Pond

Dra

in

Path (um)

Dra

in

Dra

in

(disused)

Farm

Shafts

Pit

Treetops

Bedw

Arian

Morganfield

Pond

6

5

1

3

FFO

RD

D C

EFN

-YR

-HE

ND

Y

PA

RC

IFO

R H

EN

2

Lakeside Court

1

5

THE BRAMBLES

MH

Miskin

Talbort Green

A473

A4119

A4119

M4

A473N

(um

)

Water

Path

Tra

ck

Hendy Quarry

(Stone)

PondCastell Mynach

Path

(um

)

Hopper

Dra

in

Quarry

1

BM 73.59m

Tank

Dra

in

Castell-y-Mynach

Garage

Water

Tank

Pond

Hendy Quarry

Vehicle

Testin

g C

entre

3

(dis)

(Stone)

Cattle Grid

Track

Pond

WB

Pond

Tanks

Dra

in

Water

Conveyor

(PH)

Morganfield

Part of existing retaining wall to be demolished and

proposed reinforced concrete ground slab with

parapet wall (indicative only) provided shown in

cross section. Refer to structures report for details

4m wide bus lane

2.5m wide shared use path

Existing central reserve to remain

2 no. 3.65m lanes

2 no. 3.5m lanes

4m wide bus lane

2m wide verge

Existing traffic island to remain

Existing traffic island to be excavated

and arisings disposed to tip off site.

Proposed new traffic island shown thus

Dedicated left turn lane

2m wide verge4m wide bus lane

Proposed access to future park

and ride site. Visibility to the

west 4.5x120m and 4.5m x

160m to the east.

Existing traffic island to remain

A

A

B

B



Proposed new traffic island shown thus



Existing traffic island to be

modified as shown to cater for

new controlled crossing point

Right turn lane extended to allow for

increase in future movements.

Opposing traffic flows are segregated

with back to back kerbing in the

existing conditions. Same proposal is

suggested in extended the right turn

lane

SIDE ROAD M006

SIDE ROAD M001

SIDE ROAD MCH1

Access to adjacent land retained.

Provision of new steel gate 4.5m wide

Westbound bus stop to be relocated

easterly prior to dedicated left turn lane.

Position to be confirmed

SAFETY, HEALTH AND

ENVIRONMENTAL INFORMATION

IN ADDITION TO THE HAZARDS/RISKS NORMALLY ASSOCIATED WITH THE

TYPES OF WORK DETAILED ON THIS DRAWING, NOTE THE FOLLOWING

IT IS ASSUMED THAT ALL WORKS WILL BE CARRIED OUT BY A

COMPETENT CONTRACTOR WORKING, WHERE APPROPRIATE,

TO AN APPROVED METHOD STATEMENT

1. None identified

Notes

1. All kerbing to be type HB2 125mm upstand unless otherwise stated.

2. All earthworks embankments are shown at 1 in 2 unless otherwise

stated.

3. For street lighting requirements refer to drawing

A4119-CAP-00-00-DR-E-104.

4. For drainage requirements refer to drawing

A4119-CAP-00-00-DR-C-501 and 502.

Legend

Site Boundary

Carriageway

Footway

Verge

Earthworks

Proposed Bus Lane

N2W2 Road Restraint System (P4 terminals at start and P1

terminals at end)

© Capita Property and infrastructure Ltd

Drawing Identifier BS1192 Compliant

Project - Originator - Zone - Level - File Type - Role - Number revision

Capita Property and infrastructure Ltd.Prin

t Dat

e:16

/09/

2016

13:

02:3

8

St David's House, Pascal Close, St Mellons, Cardiff, CF3 0LW

029 2080 3500

www.capitaproperty.co.uk

Project

Client

Drawing

Scale @ A1 Drawn Checked Approved

Project No. Date

Purpose of Issue

Classification

P:\Schemes_CS\cs0823xx\cs082393\CAD\Prelim Design\A4119-CAP-00-00-DR-C-101 (GA).dwg

Rev Description DateDrw

n

Chk

'd

App

'd

A4119 Corridor Improvement

General Arrangement

P00

Civil Engineering

WHAs shown LM GBW

CS082393 August 2016

Feasibility

Commercial in Confidence

A4119-CAP-00-00-DR-C-101

This map is reproduced from Ordnance Survey material with

permission of Ordnance Survey on behalf of the Controller of Her

Majesty's Stationery Office Crown copyright. Unauthorised

reproduction infringes Crown copyright and may lead to prosecution

or civil proceedings.

(Rhondda Cynon Taf County Borough Council,

Licence Number 100023458, 2010).

General Arrangement

Scale 1:1000

Location Plan

Scale 1:10000

Typical Section B-B

Scale 1:100

Typical Section A-A

Scale 1:100

castell-y-mynach estate · • section 11 – summary and conclusion – this section provides a...

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