proposed distribution centre extension …...associated with the proposed extension of the existing...

LIDL GREAT BRITAIN LIMITED

PROPOSED DISTRIBUTION CENTRE EXTENSION

BRIDGEND

TRANSPORT STATEMENT

19-00657/TS/01/A

MARCH 2020

Bridgend Distribution Centre

Lidl Great Britain Limited Transport Statement

19-00657/TS/01/A Corun Associates Ltd

March 2020 Page 1 of 24

DOCUMENT SIGNATURE AND MODIFICATION SHEET

Project Details

Project Title: Proposed Distribution Centre Extension

Project No: 19-00657 Document No: TS/01/A

Client: Lidl Great Britain Limited

- Name Signature Date

Prepared by

Joseph Cassinelli

March 2020

Checked and

Approved for Issue

by

Matthew Anderson

March 2020

Modification Details

Rev Date Description Checked By

-

A

January ‘20

March ‘20

Original report issued

Report amended to reflect revised layout

JC

JC

Issued By:

Corun Associates Limited

Swansea

T 01792 229155

E [email protected]





CONTENTS Page

1 INTRODUCTION 4

1.1 Background 4

1.2 Scope 4

2 EXISTING CONDITIONS 5

2.1 Site Summary 5

2.2 Local Highway Network 5

2.3 Pedestrian Facilities 6

2.4 Cycle Facilities 8

2.5 Public Transport Facilities 9

2.6 Local Highway Safety 10

3 LOCAL AND NATIONAL PLANNING GUIDANCE 12

3.1 Overview 12

3.2 Policy Objective 12

3.3 Planning Policy Wales (December 2018) 12

3.4 Bridgend CBC LDP (Adopted September 2013) 16

3.5 Active Travel (Wales) Act 2013 17

3.6 Conclusion 17

4 DEVELOPMENT PROPOSAL 18

4.1 Proposed Development 18

4.2 Access 18

4.3 Parking 18

5 SITE TRAFFIC 20

5.1 Introduction 20

5.2 Existing site traffic 20

5.3 Proposed site traffic 21

5.4 Conclusion 22

6 SUMMARY AND CONCLUSION 23

6.1 Summary 23

6.2 Conclusion 23





FIGURES

Figure 2.1 – Site in Local Context (within text)

Figure 2.2 – Site in Strategic Context (within text)

Figure 2.3 – Bridgend Integrated Network Map Extract (within text)

Figure 2.4 – PIA Extract (within text)

APPENDICES

Appendix A – Proposed Site Layout

Appendix B – Existing Site Traffic Survey





1 INTRODUCTION

1.1 Background

1.1.1 This Transport Statement (TS) has been produced by Corun Associates Ltd (Corun) on behalf

of Lidl Great Britain Limited, the applicant, to examine the highway and transportation issues

associated with the proposed extension of the existing Lidl distribution centre in Bridgend.

1.1.2 The proposal seeks an extension to the warehouse of 5,065m2 along with an extension to

ancillary areas such as administration (1,336m2), outside seating, driver’s lounge, staff

parking and HGV parking. The total extension therefore amounts to approximately 6,401m2

GFA.

1.1.3 The total proposed building area, as measured from the submitted layout, is approximately

38,775m2 GFA.

1.1.4 The proposed site layout is contained herein as Appendix A.

1.2 Scope

1.2.1 This report will discuss the following key transportation issues arising from the proposals:

(i) the existing site location and transport infrastructure;

(ii) analysis of personal injury traffic accident data;

(iii) the site’s compliance with applicable transport policy;

(iv) the development proposal; and

(v) development-generated vehicular traffic.





2 EXISTING CONDITIONS

2.1 Site Summary

2.1.1 The site is located within the existing and well-established Waterton Industrial Estate on

Cowbridge Road in Bridgend, near the border with the Vale of Glamorgan.

2.1.1 The site is shown in a local context in Figure 2.1.

Figure 2.1: Site in Local Context with Distance Isochrones

2.2 Local Highway Network

2.2.1 The site is accessed off a four-arm 40-metre ICD roundabout, which is part of an unnamed

road linking the A48 with the Ford factory. The roundabout also serves Waterton Park on the

same arm and Charnwood Park off the southern arm. Beyond the Ford factory, the road

becomes Moor Road, which links with Brocastle Avenue and the A473.

2.2.2 To the southwest, the unnamed access road connects with the A48 via a three-arm traffic

signal arrangement. The A48 runs eastwards into the Vale of Glamorgan to Cowbridge and

Cardiff.

2.2.3 To the northwest, the A48 forms a four-arm roundabout with the A473. From this junction, the

M4 can be reached westwards at Junction 37 in Pyle, northwards at Junction 36 in Sarn, via

Bridgend, or eastwards at Junction 35 in Pencoed.





2.2.1 The site is shown in a wider, strategic context in Figure 2.2.

Figure 2.2: Site in Strategic Context

2.3 Pedestrian Facilities

2.3.1 The unnamed link road benefits from existing footway provision, predominately on the north-

western side, where there is a shared footway/cycleway connecting with the A48.

2.3.2 On the A48, a footway of an approximate 1.5m width runs along the north-eastern side to the

A473 roundabout, and also on the southwestern side from the southeast bound bus stop to

the A473 roundabout.

2.3.3 A key desire line for the site and surrounding areas is likely to be to the retail offerings at Parc

Plaza. However, formal crossing points over the A48 are absent, although pedestrians are

able to make a two-stage crossing, making use of the kerbed central reserve.

2.3.4 As shown in the extract from DfT’s ‘Inclusive Mobility’ document (2002), the aforementioned

widths of 1.5m to 3.0m are more than suitable for a variety of users, including a wheelchair

user and ambulant person side by side.





Extract 2.1: Footway widths (DfT ‘Inclusive Mobility’ 2002)

2.3.5 The Chartered Institution of Highways and Transportation document ‘Providing for Journeys

on Foot’ provides the following suggested acceptable walking distances, as shown in Table

2.1.

2.3.6 Pedestrian isochrones are shown in Figure 2.1 with distance isochrones for 400m, 800m and

1200m which equates to 5, 10 and 15-minute walk times based on an average walking speed

of 4.8 km/h. Figure 2.1 demonstrates that the site lies well within the recommended distances

of several trip attractors.

Table 2.1: Acceptable Walking Distances (IHT)

Town Centres

(m)

Commuting/School/

Sightseeing (m)

Elsewhere/Local

Services (m)

Desirable 200 500 400

Acceptable 400 1000 800

Preferred

Maximum 800 2000 1200

2.3.7 The site lies approximately 2.6km (straight line) from Bridgend Railway Station and the town

centre and as such is outside the recommended maximum walking distance.

2.3.8 Whilst this additional distance is unlikely to form a barrier for most staff members, it is

considered that cycling offers a more favourable form of sustainable travel.

Person with walking stick requires 750mm.

Person with crutches or walking frame requires 900mm.

Blind person with long cane or assistance dog requires 1100mm.

A visually impaired person who is being guided requires 1200mm.

A wheelchair user and an ambulant person side by side need 1500mm.





2.3.9 Industrial estate sites, such as this, are required to be located where there is good linkage to

strategic highway infrastructure, as they generate a large number of HGV movements, which

do not mix well within residential catchments.

2.3.10 The site location, which has housed the existing Lidl distribution centre for many years, is

entirely suitable for the proposed extension.

2.4 Cycle Facilities

2.4.1 Cycling in the immediate vicinity of the site is accommodated via a mixture of shared off-road

cycle routes and on-carriageway routes.

2.4.2 There is a shared pedestrian/cycle path along the unnamed access road to the site from the

A48 (ref: BRC13). This route will eventually join with route reference INM-BR-38, which will

connect with the A473/Brocastle Ave roundabout junction. At the time of writing (January

2020), the A473/Brocastle Ave roundabout junction was the subject of significant active travel

investment, with new controlled crossings and new direct routes through the central junction

area under construction.

2.4.3 Figure 2.3. shows an extract of the integrated cycle network map for the area.

Figure 2.3: Bridgend Integrated Network Map 15 Extract

SITE





2.4.4 Figure 2.3 highlights that there are plans for a shared-use path along the A48, which would

further improve cycle links to and from the site and the town centre.

2.4.5 LTN1/04 identifies that the mean average length for cycling is 4km (2.4 miles), although

journeys of up to three times this distance are not uncommon for regular commuters. As such,

a 12km (7.4 mile) cycle commuter distance normally applies. A 12km cycle distance covers

virtually the whole of Bridgend.

2.4.6 Cycling could, therefore, provide a viable alternative to private car use.

2.5 Public Transport Facilities

Bus

2.5.1 The application site is served by public transport. The nearest bus stop (southeast-bound) is

on the A48, approximately 430m away. The nearest bus stop for northwest-bound travel is

approximately 750 metres away on the A48. Both are simple flagpole arrangements.

2.5.2 Guidance relating to the accessibility of development proposals to public transport is provided

in the Institution of Highways and Transportation (IHT) document ‘Planning for Public

Transport in Development’ (March 1999). The IHT guidance recommends that:

“‘new developments should be located so that public transport trips involve

a walking distance of less than 400m from the nearest bus stop …”.

2.5.3 The site is just outside the recommended 400m of existing bus stops. However, the additional

walking distance is unlikely to form a barrier to the majority of staff.

2.5.4 The above stops are served by route X2, which operates between Porthcawl and Cardiff via

Bridgend at 30-minute intervals Monday to Friday. The service also runs on a Saturday and

Sunday.

2.5.5 The site is concluded to be reasonably well located to help encourage travel by bus.

Rail

2.5.6 The nearest railway station is found in Bridgend town centre, approximately 2.9km actual

walking distance from the site (2.6km straight line distance). This station is outside typically

acceptable walking distance. However, based on an average walking speed of 4.8km/hr, the

distance represents an approximate walking time of 36 minutes.

2.5.7 The cycle distance is approximately 3.3km, which represents a journey time of 11 minutes,

based on Google Maps.

2.5.8 Bridgend railway station is a main line station serving Bridgend. Passenger services are

operated by Great Western Railway to and from London Paddington and Swansea, with some

services extended to Carmarthen, and by Transport for Wales (TfW) to destinations across

Wales.

2.5.9 To the west, (TfW) trains run along the South Wales Main Line and West Wales Line to

Swansea and then to Carmarthen, Pembroke Dock, Milford Haven or Fishguard Harbour.





2.5.10 Mainline services to Swansea and London run hourly (with extra services at peak hours),

whilst the regional trains to Manchester Piccadilly via Shrewsbury and local trains to Maesteg

and over the Vale of Glamorgan Line also run hourly; the Swanline local stopping trains

to/from Swansea run every two hours.

2.5.11 Travel by train as part of a multi-modal trip is therefore an option for staff at the site.

2.6 Local Highway Safety

2.6.1 A review has been carried out on local highway network safety in order to establish whether

there are any current accident clusters in the vicinity of the site that may be exacerbated by

the development proposal. In this instance, a cluster is identified as a closely defined area of

five or more accidents.

2.6.2 The website www.crashmap.co.uk has been interrogated to provide a review of accidents in

the surrounding area.

2.6.3 CrashMap uses data collected by the police about road traffic crashes occurring on British

roads where someone has been injured. This data is approved by the National Statistics

Authority and reported on by the Department for Transport each year. The website uses data

obtained directly from official sources and compiled in an easy to use format showing each

incident on a map. Incidents are plotted to within 10 metres of their location and the data

includes all incidents up to the end of 2018 (note that at the time of writing, 2019 data had not

been released).

Figure 2.4: PIA Plot Extract

Source: www.crashmap.co.uk - data extracted January 2020

2.6.4 It is evident from Figure 2.4 that there are no accident blackspots near the site access

roundabout as no accidents have occurred in the last five years.

SITE

ACCESS

http://www.crashmap.co.uk/

http://www.crashmap.co.uk/





2.6.5 There have been two accidents at the A48 signal junction with the unnamed access road; one

of a ‘slight’ severity and one of a ‘serious’ severity. Both accidents occurred in 2014 so will be

removed from a 5-year assessment once the 2019 dataset is released. As there have been

no incidents since it is concluded that they were sporadic incidents and that there is no

inherent highway safety concern.

2.6.6 There have also been six accidents at the A48/A473 roundabout junction; five of a ‘slight’

severity and one of a ‘serious’ nature. However, no accidents occurred in 2018 or 2017 and

just one of a ‘slight’ severity in 2016. The declining accident rate indicates that highway safety

has been improved as part of the Highway Authority’s on-going road safety improvement

programme.

2.6.7 The initial conclusion drawn however is that the increase in traffic generated by the proposed

development is unlikely to exacerbate the existing safety record to a significant enough level

to warrant concern.

2.6.8 Further commentary is provided later on in this report regarding the likely trip generation,

which is not considered to be significant.





3 LOCAL AND NATIONAL PLANNING GUIDANCE

3.1 Overview

3.1.1 With regard to the transportation implications of the proposed development, this assessment

examines the development proposal in the context of relevant planning policy guidance at a

national, regional and local level. The following documents have been reviewed:

• Planning Policy Wales (December 2018);

• Technical Advice Note (Wales) (2007) 18 – Transport;

• Bridgend CBC LDP (Adopted September 2013).

3.1.2 Consideration is also given to the following legislation, which has an emphasis on sustainable

transport provision:

• Active Travel Wales Act 2013;

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

3.2 Policy Objective

3.2.1 The overarching desire at all tiers of planning policy guidance is to influence a modal shift

from single-occupancy car travel towards more sustainable modes such as walking, cycling,

and public transport.

3.2.2 In order to achieve this, it is recognised that development should be located such that the

need to travel is reduced, especially by private car, by locating development where there is

good access to high-quality public transport, walking and cycling provision.

3.3 Planning Policy Wales (December 2018)

3.3.1 Planning Policy Wales (PPW) identifies five ways of working to enhance proposals and ideas

and to maximise their contribution to the well-being goals. It is stated that:

‘Good design is about avoiding the creation of car-based developments.

It contributes to minimising the need to travel and reliance on the car,

whilst maximising opportunities for people to make sustainable and

healthy travel choices for their daily journeys. Achieving these objectives

requires the selection of sites which can be made easily accessible by

sustainable modes as well as incorporating appropriate, safe and

sustainable links (including active travel networks) within and between

developments using legal agreements where appropriate.

Existing infrastructure must be utilised and maximised, wherever

possible. Where new infrastructure is necessary to mitigate transport

impacts of a development and to maximise accessibility by sustainable

non-car modes, it should be integrated within the development layout and

beyond the boundary, as appropriate. This could include works to

connect cycle routes within a site to a wider strategic cycling network or

provision of bus priority measures on highway corridors serving a new

development.’





3.3.2 For placemaking in rural areas, PPW states that:

‘For most rural areas the opportunities for reducing car use and

increasing walking, cycling and use of public transport are more limited

than in urban areas. In rural areas most new development should be

located in settlements which have relatively good accessibility by non-car

modes when compared to the rural area as a whole. Development in

these areas should embrace the national sustainable placemaking

outcomes and, where possible, offer good active travel connections to

the centres of settlements to reduce the need to travel by car for local

journeys.’

3.3.3 Planning Policy Wales confirms that transport plays a key role in promoting a healthier Wales,

a more equal Wales, cohesive communities and a globally responsible Wales.

3.3.4 PPW identifies the following active and social trend issues which it aims to address:

‘assisting in the delivery of cohesive communities which will meet the

needs and are accessible to all members of society, including older

people;

tackling inequalities between communities, delivering services and jobs

closer to where people live and acknowledging the importance of

inclusive communities and the wider environment for good health

and well-being;

improve sustainable access to services, cultural opportunities and

recreation facilities to support people to adopt healthy, culturally fulfilled

lifestyles which will assist in improving health and wellbeing;

reducing reliance on travel by private car, and the adverse impacts of

motorised transport on the environment and people’s health, by

prioritising and increasing active travel and public transport; • ensure our

transportation infrastructure is adaptable to future advances in innovation

such as the mainstreaming of electric vehicles or possible advent of

autonomous or driverless vehicles in the next ten to 15 years’.

3.3.5 PPW identifies the following active and social linkages issues which it aims to address:

‘enable sustainable access to housing, employment, shopping,

education, health, community, leisure and sports facilities and green

infrastructure, maximising opportunities for community development and

social welfare;

develop sustainable transportation infrastructure to keep Wales moving

and connect people with jobs, housing and leisure. Ensure that the

chosen locations and resulting design of new developments reduces

reliance on the private car for daily travel, supports sustainable modes of

travel and assists in improving the environment, public health and

community life;





require developments to encourage modal shift and be easily accessible

by walking, cycling and public transport, by virtue of their location, design

and provision of on and off site sustainable transport infrastructure’.

3.3.6 PPW identifies that:

‘The planning system should enable people to access jobs and services

through shorter, more efficient and sustainable journeys, by walking,

cycling and public transport. By influencing the location, scale, density,

mix of uses and design of new development, the planning system can

improve choice in transport and secure accessibility in a way which

supports sustainable development, increases physical activity, improves

health and helps to tackle the causes of climate change and airborne

pollution by: • Enabling More Sustainable Travel Choices – measures to

increase walking, cycling and public transport, reduce dependency on the

car for daily travel; • Network Management – measures to make best use

of the available capacity, supported by targeted new infrastructure; and •

Demand Management – the application of strategies and policies to

reduce travel demand, specifically that of single-occupancy private

vehicles.’

3.3.7 Under the sustainable transport category, PPW identifies that:

‘The Welsh Government is committed to reducing reliance on the private

car and supporting a modal shift to walking, cycling and public transport.

Delivering this objective will make an important contribution to

decarbonisation, improving air quality, increasing physical activity,

improving the health of the nation and realising the goals of the Well-

being of Future Generations Act.

The planning system has a key role to play in reducing the need to travel

and supporting sustainable transport, by facilitating developments which:

• are sited in the right locations, where they can be easily accessed by

sustainable modes of travel and without the need for a car;

• are designed in a way which integrates them 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.

Development proposals must seek to maximise accessibility by walking,

cycling and public transport, by prioritising the provision of appropriate

on-site infrastructure and, where necessary, mitigating transport impacts

through the provision of off-site measures, such as the development of

active travel routes, bus priority infrastructure and financial support for

public transport services.

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 ahead of the private motor vehicles.

The transport hierarchy recognises that Ultra Low Emission Vehicles also





have an important role to play in the decarbonisation of transport,

particularly in rural areas with limited public transport services.

The sustainable transport hierarchy should be used to reduce the need to

travel, prevent car-dependent developments in unsustainable locations,

and support the delivery of schemes located, designed and supported by

infrastructure which prioritises access and movement by active and

sustainable transport.

The sustainable transport hierarchy must be a key principle in the

preparation of development plans, including site allocations, and when

considering and determining planning applications.

Different approaches to sustainable transport will be required in different

parts of Wales, particularly in rural areas, and new development will need

to reflect local circumstances.’

3.3.8 With regards to car parking, PPW confirms the widely accepted notion that:

‘Car parking provision is a major influence on how people choose to

travel and the pattern of development. Where and how cars are parked

can in turn be a major factor in the quality of a place.’

3.3.9 It continues that:

‘A design-led approach to the provision of car parking should be taken,

which ensures an appropriate level of car parking is integrated in a way

which does not dominate the development. Parking provision should be

informed by the local context, including public transport accessibility,

urban design principles and the objective of reducing reliance on the

private car and supporting a modal shift to walking, cycling and public

transport. Planning authorities must support schemes which keep parking





levels down, especially off-street parking, when well designed. The

needs of disabled people must be recognised and adequate parking

provided for them.

Planning authorities must require good standards of car parking design,

which do not allow vehicles to dominate the street or inconvenience

people walking and cycling. Car parking should be overlooked by

surrounding properties, to provide natural surveillance.

…. Parking standards should be applied flexibly and allow for the

provision of lower levels of parking and the creation of high quality

places.’

3.3.10 PPW promotes walking and cycling for shorter trips and that cycling be encouraged for short

trips and as a substitute for shorter car journeys, or as part of a longer journey when combined

with public transport.

3.4 Bridgend CBC LDP (Adopted September 2013)

3.4.1 The adopted LDP will guide and manage development in the area up to 2021.

3.4.2 Key strategic objectives of the LDP, which are applicable to the application site from a

transport planning perspective, are:

Strategic Policy SP2: Design and Sustainable Place Making

All development should contribute to creating high quality, attractive, sustainable places

which enhance the community in which they are located, whilst having full regard to the

natural, historic and built environment by:

1) Complying with all relevant national policy and guidance where appropriate;

2) Having a design of the highest quality possible, whilst respecting and enhancing local

character and distinctiveness and landscape character;

3) Being of an appropriate scale, size and prominence;

4) Using land efficiently by:

(i) being of a density which maximises the development potential of the land whilst

respecting that of the surrounding development; and

(ii) having a preference for development on previously developed land over

greenfield land;

5) Providing for an appropriate mix of land uses;

6) Having good walking, cycling, public transport and road connections within and

outside the site to ensure efficient access;

7) Minimising opportunities for crime to be generated or increased;

8) Avoiding or minimising noise, air, soil and water pollution;

9) Incorporating methods to ensure the site is free from contamination (including invasive

species);

10) Safeguarding and enhancing biodiversity and green infrastructure;





11) Ensuring equality of access by all;

12) Ensuring that the viability and amenity of neighbouring uses and their

users/occupiers will not be adversely affected;

13) Incorporating appropriate arrangements for the disposal of foul sewage, waste

and water;

14) Make a positive contribution towards tackling the causes of, and adapting to the

impacts of Climate Change; and

15) Appropriately contributing towards local, physical, social and community

infrastructure which is affected by the development.

3.5 Active Travel (Wales) Act 2013

3.5.1 The Active Travel (Wales) Act 2013 aims to:

make active travel the most attractive option for most shorter journeys. Its

purpose is to enable more people to undertake active travel, meaning

more people can enjoy the benefits of active travel. We want to

encourage people to leave their cars behind and use active travel where

it is suitable for them to do so.

The Act requires local authorities in Wales to produce active travel maps

and deliver year on year improvements in active travel routes and

facilities. It requires highways authorities in Wales to make

enhancements to routes and facilities for pedestrians and cyclists in all

new road schemes and to have regard to the needs of walkers and

cyclists in a range of other highway authority functions. It also requires

the Welsh Ministers and local authorities to promote active travel

journeys in exercising their functions under this Act.

3.6 Conclusion

3.6.1 The proposed use is compatible with adjoining uses and represents an extension to the

existing Lidl distribution centre operation at Waterton Industrial Estate. The site’s compliance

with transport planning policy is therefore already established, which the proposed extension

will maintain.





4 DEVELOPMENT PROPOSAL

4.1 Proposed Development

4.1.1 The proposal involves the extension of the existing Lidl distribution centre in Bridgend to

facilitate an extension to the warehouse of 5,065m2 along with an extension to ancillary areas

such as administration (1,336m2), outside seating, driver’s lounge, staff parking and HGV

parking. The total extension therefore amounts to approximately 6,401m2 GFA.

4.1.2 The total proposed building area, as measured from the submitted layout, is approximately

38,775m2 GFA.

4.1.3 An indicative site layout is contained herein as Appendix A.

4.2 Access

4.2.1 The proposed site access will be as per the existing situation. The local highway network was

evidently designed for the industrial nature of the surrounding area, with generous

carriageway widths and geometry to facilitate the swept path requirements of max legal

articulated vehicles.

4.3 Parking

4.3.1 With reference to Bridgend County Borough Council’s adopted parking standards SPG

(September 2011) the site is categorised as Zone 5.

4.3.2 The parking standards require that distribution centres (>1000m2 GFA) provide operational

parking at 25% of the GFA and non-operational parking at 1 space per 80m2.

4.3.3 Therefore, based on the total proposed building area of 38,775m2 GFA, approximately

9,694m2 should be allowed for operational use and a maximum of 485 non-operational parking

spaces provided.

4.3.4 At present, there are 143 standard on-site parking spaces; a maximum of 405 are permitted

by the SPG for the existing GFA (based on 32,374m2). The existing provision is therefore 35%

of the maximum allowed.

4.3.5 The proposal involves increasing the parking provision to 263 on-site spaces. Of these, 11

will be disabled bays and 40 will allow electric vehicle charging. The proposed provision is

therefore 54% of the maximum allowed and therefore offers significant betterment over the

existing parking scenario.

4.3.6 Operational parking is dictated by the business operations and is far in excess of the minimum

requirements advised by the parking standards (i.e. >25% of the GFA).

4.3.7 Planning policy makes it clear than unnecessary parking must be avoided. Planning Policy

Wales (2018) confirms the widely accepted notion (para 4.1.50) that:

‘Car parking provision is a major influence on how people choose

to travel’

4.3.8 Furthermore, in para. 4.1.51 PPW states that:





‘Planning authorities must support schemes which keep parking

levels down, especially off-street parking’

4.3.9 Crucially, PPW makes it clear in para. 4.1.53 that:

‘Parking standards should be applied flexibly and allow for the

provision of lower levels of parking and the creation of high quality

places.’

4.3.10 Based on the operator’s knowledge of the existing and proposed site uses, and the guidance

contained in PPW, the proposed level of parking is deemed appropriate for site location.

4.3.11 With regards to cycle parking, the parking standards require one space per 500m2 (75

spaces). The proposal allows for 76 secure, sheltered cycle parking in the form of ‘Sheffield’

style stands, which complies with the parking standards.





5 SITE TRAFFIC

5.1 Introduction

5.1.1 In order to determine the forecast levels of additional traffic, a manual classified 12-hour count

was undertaken on 22/01/2020. This provided existing traffic patterns between 07:00-19:00

and an origin/demand matrix at the access roundabout. The results are discussed in greater

detail below and are included in full as Appendix B.

5.2 Existing site traffic

5.2.1 Chart 5.1 below shows the existing vehicle classification at the site.

Chart 5.1: Lidl Distribution Centre Vehicle Classification

5.2.2 As shown above, the existing site traffic, between the hours of 07:00-19:00 on a weekday,

comprises 53% car traffic, 35% OGV2, 7% LGV, 3% OGV1, 1% pedal cyclist and 1% motor

cyclist.

5.2.3 Chart 5.2 shows the arrival and departure profile for the surveyed 12-hour period.

53%

7%3%

35%

0%1% 1%

Lidl Distribution Centre Vehicle Classification (22/01/2020 0700-1900)

Car

LGV

OGV1

OGV2

PSV

Pedal Cycle

Motor Cycle





Chart 5.2: Lidl Distribution Centre Traffic Profile

5.2.4 Chart 5.2 shows that the site’s peak hour occurs between 12:00-13:00, where there are 84

movements. It is also evident that the traditional highway network AM peak hour (08:00-09:00)

is busier than the traditional PM peak (17:00-18:00) where there are 73 movements and 42

movements respectively.

5.2.5 The chart shows that HGV traffic is more prominent in the morning, with numbers falling

sharply after 12pm.

5.3 Proposed site traffic

5.3.1 Industry-standard trip forecasting software (TRICS) typically allows for development traffic

forecasts to be calculated according to the building GFA.

5.3.2 The same approach is taken here, whereby the proposed GFA of 38,775m2 represents an

increase of 20% over the existing GFA (assumed to be 32,374m2). Surveyed traffic flows have

therefore been factored by 1.20 to derive the forecast traffic levels, as shown in Table 5.1.

16

31

139 11

42

1813

36 6

2

16

25

14 14

85

26 4 5 4 42

69 8 7

27

38

25

1519

25

1112 11

1922

16

106

03

7 7 5

0

10

20

30

40

50

0 7 : 0 0 0 8 : 0 0 0 9 : 0 0 1 0 : 0 0 1 1 : 0 0 1 2 : 0 0 1 3 : 0 0 1 4 : 0 0 1 5 : 0 0 1 6 : 0 0 1 7 : 0 0 1 8 : 0 0

Lidl Distribution Centre (Bridgend) Traffic Profi le

Inbound Car/LGV/MC Inbound OGV1/OGV2

Outbound Car/LGV/MC Outbound OGV1/OGV2





Table 5.1: Forecast Site Traffic Increase

Hour beginning

Forecast Site Traffic Increase

Inbound Outbound

Car/LGV/MC OGV1/OGV2 Car/LGV/MC OGV1/OGV2

07:00 3 3 0 2

08:00 6 5 1 2

09:00 3 3 2 4

10:00 2 3 2 4

11:00 2 2 1 3

12:00 8 1 5 2

13:00 4 0 8 1

14:00 3 1 5 0

15:00 1 1 3 1

16:00 1 1 4 1

17:00 1 1 5 1

18:00 0 1 2 1

5.3.3 As shown in Table 5.1, the proposed development is forecast to generate an additional 14

movements in the traditional AM peak hour (0800-0900) and 8 movements in the PM peak

hour (1700-1800).

5.3.4 This amounts to one additional movement every 4-5 minutes in the AM peak hour and one

additional movement every 7-8 minutes in the PM peak hour.

5.3.5 The traffic impact on the local highway network is therefore considered to be negligible.

5.4 Conclusion

5.4.1 The development proposal will result in a negligible quantum of vehicular trips which is unlikely

to have an adverse impact on local highway safety or operation.





6 SUMMARY AND CONCLUSION

6.1 Summary

6.1.1 This Transport Statement has been produced by Corun Associates Ltd (Corun) on behalf of

Lidl Great Britain Limited, the applicant, to examine the highway and transportation issues

associated with the proposed extension of the existing Lidl distribution centre in Bridgend.

6.1.2 The proposal seeks an extension to the warehouse of 5,065m2 along with an extension to

ancillary areas such as administration (1,336m2), outside seating, driver’s lounge, staff

parking and HGV parking.

6.1.3 The site location, which has housed the existing Lidl distribution centre for many years, is

entirely suitable for the proposed extension. It is accessible by various means of sustainable

transport and is therefore compliant with transport planning policy at a local and national level.

6.1.4 The proposed site access will be as per the existing situation. The local highway network was

evidently designed for the industrial nature of the surrounding area, with generous

carriageway widths and geometry to facilitate the swept path requirements of max legal

articulated vehicles.

6.1.5 Based on the operator’s knowledge of the existing and proposed site uses, the Council’s

adopted parking standards and guidance contained in PPW, the proposed level of parking is

deemed appropriate for site location.

6.1.6 The development proposal will result in a negligible quantum of vehicular trips which is unlikely

to have an adverse impact on local highway safety or operation.

6.2 Conclusion

6.2.1 There are no reasons in highway and transportation terms why the proposed development

should not be granted consent.




March 2020 Appendix A

APPENDIX A

Indicative Site Layout

NOENTRY

NO

ENTRY

10000

7000

8500

3468

0

10

10

10

10

10

10

10

10

10

10

10 10

10

GIVE

WAY

GOODSIN

GIVEWAY

HGV STACKINGLANE

HGV STACKINGLANE

HGV STACKINGLANE

HGV STACKINGLANE

HGV STACKINGLANE

KEEP

CLEAR

STOP

CAR

PARK

CAR

PARK

SL OW

CARPARK

STOP

Goods

In

GIVEWAY

STOP

EXIT

EXIT

Canopy over container platform

Disabled carparking &cycle store

70

00

70

00

14

000

4000

20

000

60°

4000

20

000

60°

4000

20

000

60°

GOODS

OUT

Cycle S

helte

r

Smokers Shelters

Adbluefuellingstation

Adbluerefuelingbays

Keep Clear

Keep Clear

GOODS INOFFICES

SmokingShelter

SM

SM

SM

SM

RWP

G

G

LP LP

ER

GGG

RS

ER RWP

ER RWP

ER RWP

ER

RWP

ER RWP

G's G'sG G's

ER

RWP

ER RWP ER ER

RWP

ER ER ER

G'sG's

RS

RWP

ERER R

WP

G's

RWP

ER RWP ER

RWP

LP

G's

G's

RS

ERER

GGG

LP

G

G's

LPLP GV

CONC CONC CONC CONC CONC

CONC

G's G's G's G's

ICCL17.55

SECURITYSENSOR

ICCL17.18

ICCL17.18

DK

G's

G's

G'sIC

CL15.57

IC

CL15.27

ICCL17.21

ICCL17.24

IC CL17.40

1234567891011121314151617181920

ICCL17.17

212526

TARMAC

TARMAC

TARMAC

TARMAC

ICCL17.12

SECURITYSENSOR

G's G's

272830 29313234 33

CONCRE

TE "DR

UMS"

0.8mH

35363738394043 42 4147

ICCL17.22

ICCL17.42

44454648495051

IC'sCL17.39CL17.38

ICCL17.20

52535455

G'sG's

ICCL16.65

TARMAC

TOP OFTANK

CL17.12

ICCL17.13

ICCL17.05

ICCL17.15

IC'sCL17.07CL17.08

LINEOFSTUDS

FIREHOSE

"SMOKERS"CANOPY

PLANTROOMWALKWAY

89

FIREEXIT

METALSTAIRS

90919293

ICCL17.34

9498 97 96 95

TOPOF

FIREEXIT

ICCL17.82

EAVE

LINEOFSTUDS

ICCL17.34

ICCL17.45

ICCL16.62

ICCL16.65

DCH

ICCL16.25

ICCL16.00

ICCL16.12IC

CL16.15

ICCL15.67

GRITBIN

AB0.45

CONC.

ELECTRICSLIDINGGATE

PLANTING

TARMAC

CONC

MESH

2.2mH

SECURITY

FENCE

WM2.2mH

SECURITYFENCE

MESH2.2mH

SECURITYFENCE

TARMAC

TARMAC

GR0.2

GR0.2

GR0.2

GR0.2

AB.45

GR0.2

GR0.2

GR0.2

(ONEWAY)

FIREEXIT FIRE

EXITFIRE

HOSE

PLANTINGONSLOPE

PLANTINGONSLOPE

CH1.2

MESH2.2mH

SECURITYFENCE

MESH2.2mH

SECURITYFENCE

MESH2.2mH

SECURITYFENCE

ER

ER

GR0.2

BD

BD

BD

WMF

4.5

ARMCO BARRIER

0.7

WMF

4.5

ASH

TOP

OF

PYLON

TOP

OF

PYLON

OVERHEAD

WIRES(BRACKETS)

MEASURED

6/10/2015

AT 16 DEG

C.

OVERHEAD

WIRES(BRACKETS)

MEASURED

6/10/2015

AT 16 DEG

C.

BUSH

IC

CB

1.8

BIN

STORE

U/S

CANOPY

IC

U/S

CANOPY

CPS

G

ORDNANCE SURVEY

DETAIL

ORDNANCE SURVEY

DETAIL

PROPOSED SITEBOUNDARYFROM PLAN PROVIDED BYLIDL

MESH

2.2mH

SECURITY

FENCE

RAILWAY

LINES

No.3

TARMAC

ORDNANCE SURVEY

DETAIL

RWP

G

G

LP LP

ER

GGG

RS

ER RWP

ER RWP

ER RWP

ER

RWP

ER RWP

G's G'sG G's

ER

RWP

ER RWP ER ER

RWP

ER ER ER

G'sG's

RS

RWP

ERER R

WP

G's

RWP

ER RWP ER

RWP

LP

G's

G's

RS

ERER

GGG

LP

G

G's

LPLP GV

CONC CONC CONC CONC CONC

CONC

G's G's G's G's

ICCL17.55

SECURITYSENSOR

ICCL17.18

ICCL17.18

DK

G's

G's

G'sIC

CL15.57

IC

CL15.27

ICCL17.21

ICCL17.24

IC CL17.40

1234567891011121314151617181920

ICCL17.17

212526

TARMAC

TARMAC

TARMAC

ICCL17.12

SECURITYSENSOR

G's G's

272830 29313234 33

CONCRE

TE "DR

UMS"

0.8mH

35363738394043 42 4147

ICCL17.22

ICCL17.42

44454648495051

IC'sCL17.39CL17.38

ICCL17.20

52535455

G'sG's

ICCL16.65

TARMAC

TOP OFTANK

CL17.12

ICCL17.13

ICCL17.05

ICCL17.15

IC'sCL17.07CL17.08

LINEOFSTUDS

FIREHOSE

"SMOKERS"CANOPY

PLANTROOMWALKWAY

89

FIREEXIT

METALSTAIRS

90919293

ICCL17.34

9498 97 96 95

FIREEXIT

ICCL17.82

EAVE

LINEOFSTUDS

ICCL17.34

ICCL17.45

ICCL16.62

ICCL16.65

DCH

ICCL16.25

ICCL16.00

ICCL16.12IC

CL16.15

ICCL15.67

GRITBIN

AB0.45

CONC.

ELECTRICSLIDINGGATE

PLANTING

TARMAC

CONC

MESH

2.2mH

SECURITY

FENCE

WM2.2mH

SECURITYFENCE

MESH2.2mH

SECURITYFENCE

TARMACTARMAC

TARMAC

GR0.2

GR0.2

GR0.2

GR0.2

AB.45

GR0.2

GR0.2

GR0.2

(ONEWAY)

FIREEXIT FIRE

EXITFIRE

HOSE

PLANTINGONSLOPE

PLANTINGONSLOPE

CH1.2

MESH2.2mH

SECURITYFENCE

MESH2.2mH

SECURITYFENCE

MESH2.2mH

SECURITYFENCE

ER

ER

GR0.2

BD

BD

BD

WMF

4.5

ARMCO BARRIER

0.7

WMF

4.5

TOP

OF

PYLON

TOP

OF

PYLON

OVERHEAD

WIRES(BRACKETS)

MEASURED

6/10/2015

AT 16 DEG

C.

OVERHEAD

WIRES(BRACKETS)

MEASURED

6/10/2015

AT 16 DEG

C.

BUSH

IC

CB

1.8

BIN

STORE

U/S

CANOPY

IC

U/S

CANOPY

CPS

G

ORDNANCE SURVEY

DETAIL

ORDNANCE SURVEY

DETAIL

PROPOSED SITEBOUNDARYFROM PLAN PROVIDED BYLIDL

ORDNANCE SURVEY

DETAIL

MESH

2.2mH

SECURITY

FENCE

RAILWAY

LINES

No.3

TARMAC

ORDNANCE SURVEY

DETAIL

RWP

GR0.2RWP

22

GR0.2

TARMACTARMAC

ST6

ST8

ST9ST10

ST11

ST12

ST13

ST1 ST2

ST2A

ST5A

ST10A

ST12A

ST6

ST8

ST9ST10

ST11

ST12

ST13

ST1 ST2

ST2A

ST5A

ST10A

ST12A

KEEP CLEAR

ProposedUnsecured

Admin Car Park252 Spaces

HaulierCabins

Height restrictionbarrier

Exist

ing si

te ac

cess

gates

retai

ned

Sliding gate & heightrestriction barrier

Existing bundingreconfigured as necessary toaccomodate new site layout

HGV STACKING29 parking bays



Spee

d bum

p

Turnstile

Turnstile

With foul drainand oil bunding

212 Regular Spaces20 Electric Spaces& 20 Future Electric Spaces14 Motorbike Spaces

HGV STACKING63 parking bays

BREAKOUT BREAKOUT

PLANT ROOM ACCESS

20755

4000

60.0

0°

19

971

DE

LIVE

RIE

S,

VIS

ITO

R &

C

YCLE

P

AR

KIN

GUN

LOA

DIN

G

2

15200 3

15200

5

15200

EXISTING ROOF PLANT

PLANTERS

PLAN

TER

S

11 A

CC

ES

SIB

LES

PA

CE

S

LEGEND

PROPOSED EXTENSION

N

ZZ

NOTES

KEY PLAN

THE COPYRIGHT OF THIS DRAWING OR PART THEREOF BELONGS TO BAMBER & REDDAN ARCHITECTS LTD. CONTRACTOR TO CHECK ALL DIMENSIONS PRIOR TO COMMENCING WORK - DO NOT SCALE.

TITLE:

PROJECT

20 Shepherdess Walk,London N1 7LBT 020 3227 0800 E [email protected]

DRAWING NO:

SCALE @ A0CHK:BY: DATE:

Rev:

As indicated

LIDL RDC BRIDGEND

PROPOSED SITE PLAN

PLANNINGGR MM

GB-P580BRE-XX-PLA-DR-ZZ-ZZ-INF-13200-P01

20.12.19

1 : 50013200

14100

1

1 PROPOSED SITE PLAN

0

SCALE 1:

25

500

20151055

m

Rev By/Chk Date Description

P01 GR/MM 20.12.2019 PRELIMINARY ISSUE




March 2020 Appendix B

APPENDIX B

Existing Site Traffic Survey

Date: 22/01/2020

Location: Lidl Distribution Centre, Waterton, Bridgend

Time Interval: 07:00-19:00

Count type: All motor vehicles (Car, LGV, OGV1, OGV2, PSV, M/C)

07:00 0 4 0 0 0 3 3 0

07:15 0 3 1 0 0 5 2 0

07:30 0 2 1 0 0 2 1 0

07:45 0 3 0 0 0 13 3 0

08:00 0 3 1 0 0 20 2 0

08:15 0 0 1 0 0 5 1 0

08:30 0 2 2 0 0 14 2 0

08:45 0 5 3 0 0 10 2 0

09:00 0 2 1 0 0 6 1 0

09:15 0 3 0 0 0 3 0 0

09:30 0 8 1 0 0 7 0 0

09:45 0 9 3 1 0 10 0 0

10:00 1 3 0 0 0 8 2 0

10:15 0 5 1 0 0 3 1 0

10:30 0 6 0 0 0 1 1 0

10:45 1 13 0 0 0 4 2 1

11:00 0 6 1 0 0 9 0 0

11:15 0 6 1 0 0 3 2 0

11:30 0 5 1 0 0 2 1 0

11:45 0 3 0 0 0 1 1 0

12:00 0 9 5 0 0 5 5 1

12:15 0 5 1 1 0 4 3 0

12:30 0 9 1 0 0 9 2 0

12:45 0 3 3 0 0 12 6 0

13:00 0 6 5 0 0 3 2 0

13:15 0 3 2 0 0 3 0 0

13:30 0 13 11 0 0 2 2 0

13:45 0 2 1 1 0 6 2 0

14:00 0 4 2 0 0 1 0 0

14:15 1 5 2 0 0 1 3 0

14:30 0 4 2 0 0 5 0 0

14:45 0 3 2 0 0 7 2 0

15:00 0 3 2 0 0 1 0 0

15:15 0 1 0 0 0 1 0 0

15:30 0 5 0 0 1 4 0 0

15:45 0 5 2 0 0 0 0 0

16:00 0 10 0 0 0 1 1 0

16:15 0 4 2 0 0 2 1 0

16:30 0 4 1 0 0 2 1 0

16:45 0 5 0 0 0 3 0 0

17:00 1 5 4 0 0 4 1 0

17:15 0 5 0 0 0 0 0 0

17:30 0 11 0 0 0 3 0 0

17:45 0 5 1 0 0 2 0 0

18:00 0 6 1 0 0 1 1 0

18:15 0 1 2 0 0 1 0 0

18:30 0 3 1 0 0 0 1 0

18:45 0 2 0 0 0 1 1 0

Approach A: Lidl Distribution Centre

Approach B: Charnwood Park

Approach C: Link to A48

Approach D: Unnamed access road

Approach E: Waterton Park

From ETime

Outbound from A Inbound to A

To B To C To D To E From B From C From D

proposed distribution centre extension …...associated with the proposed extension of the existing...

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