Testun llawn:
HG1 KS1 North West Barry (Weycock Cross)
KS1: Sustainable Transport and Highways
HG1 KS1: Sustainable Transport and Highways
Ref: NWB_RLDP_JVN_002
I object to the allocation of land at Weycock Cross (North West Barry) within the RLDP due
to the unacceptable impacts on conges on, air quality, noise, and the absence of viable
active-travel and public-transport options.
A detailed review of the transport evidence base— Persimmon Homes/Asbri Dra
Transport Assessment, BP14 Strategic Transport Assessment (Stage 1) and BP14A Strategic
Transport Assessment (Stage 2)—reveals clear inconsistencies with Planning Policy Wales
(PPW) Edi on 12, TAN 18, and the Well-being of Future Generations (Wales) Act according to
the following criteria:
1. Congestion
Weycock Cross already operates close to capacity (RFC > 0.8) during peak periods. Modelling
within BP14A demonstrates that, under the RLDP scenario, the junction will frequently
operate over capacity, with critical failure predicted even when only the contribution of the
North West Barry site is considered.
The Persimmon Dra Transport Assessment acknowledges that, with committed
development, traffic conditions at Weycock Cross will be “extreme and unacceptable” and
“over capacity”. Despite this, it concludes that the North West Barry site’s impact is
“marginal and inconsequential” when viewed in the context of wider RLDP growth. This
reasoning is circular: the presence of significant traffic growth elsewhere does not diminish
the material impact of this site. PPW and Future Wales prioritise reducing traffic growth and
car dependency, not expanding junction capacity.
TAN 18 and PPW require cumulative impacts to be assessed, particularly where the network
is already stressed. The HG1/KS1 assessments rely on small percentage increases (1.3–3.4%
from North West Barry alone) to downplay the site’s impact, while disregarding the fact that
even minor increases can push an already failing junction into severe congestion.
There is a substantial risk that proposed mi ga on measures will not deliver the required
improvements, nor will they be implemented before occupation. This would leave both new
and existing residents facing prolonged periods of unacceptable conges on.
2. Data Quality and Modelling Validity
The transport modelling is incomplete, weakly evidenced, and methodologically
inconsistent. The Persimmon Dra Transport Assessment relies entirely on a single day of
traffic data collected in September 2023, while BP14 and BP14A provide no information
regarding how or when their data was gathered, raising concerns about validity,
representativeness, and provenance.
The required signalised access junction for the North West Barry site has not been assessed
cumulatively and no network or corridor-wide analysis is included. This omission represents
a significant evidence gap; while the TA refers to “platooning” and improved control, the
linked-junction modelling indicates that signalisation will inevitably priori se site traffic and
increase delays on Port Road, pushing the wider network close to or beyond capacity.
Introduction of a signalised access junction would increase stop–start conditions, not only at
the junction but at Weycock Cross roundabout and the feeder roads beyond, leading to
increased vehicle emissions and noise.
3. Absence of Air Quality Assessment
Despite the consequential increase in pollution the development will incur, none of the
three Transport Assessments include or reference any Air Quality Assessment (AQA), despite
clear policy triggers and acknowledged existing congestion at Weycock Cross. This omission
directly contravenes PPW12 (Chapter 6), TAN 18, and the Well-being of Future Generations
Act.
The absence of air-quality assessment evidence alone renders the proposed allocation
unsound and unsuitable for inclusion in the RLDP.
4. Active Travel and Sustainable Transport Deficiencies
Active-travel provision is weak, indicative, and non-compliant with statutory requirements.
The assessments fail to account for the site’s inherent constraints, including its topography
and distance from key destinations. The nearest train station is a 30–40-minute uphill walk,
making walking a completely impractical op on for most residents.
The Deposit Plan states that the site “benefits from bus stops in close proximity providing
buses to Llantwit Major, Cardiff and the centre of Barry”. However, it omits the fact that
these services do not provide meaningful commuting options. For example, the B2 service
operates hourly, beginning at 09:42 and ending at 15:52—unsuitable for commuting to work
or education, while none of the existing bus services connect Weycock Cross with Barry train
station at any me of day. While developers may propose or even promise to fund new
services under S106 agreements, such commitments are not guaranteed, and public
finances cannot be relied upon to sustain them.
The Persimmon Dra Transport Assessment does not adequately test or evidence whether
this greenfield/Green Wedge, edge-of-town site can support a sustainable pa ern of travel.
It moves rapidly from trip rates to junction modelling without assessing the frequency,
quality, or directness of bus, walking, or cycling routes to key destinations. PPW and TAN 18
require a sequential approach: accessibility and location first, followed by network impacts.
5. Conclusion
Given the substantial gaps, inconsistencies, and methodological weaknesses in the transport
evidence base, it cannot reasonably be claimed that meaningful consulta on has taken place
on this critical issue. The allocation of land at North West Barry (HG1 KS1) is not supported
by robust, policy-compliant transport evidence and should therefore be removed from the
RLDP.
