12 TRAFFIC & TRANSPORTATION

Glyn Rhonwy Pumped StorageDevelopment Consent Order

6.02 Environmental StatementVolume 2

October 2015

12.1 Introduction ................................................................................................... 112.2 Scope of Assessment ................................................................................... 212.3 Legislation and Policy Framework .............................................................. 412.4 Consultation .................................................................................................. 412.5 Methodology .................................................................................................. 612.6 Baseline Conditions .................................................................................... 1412.7 Traffic Data .................................................................................................. 2912.8 Potential Effects .......................................................................................... 3312.9 Mitigation, Compensation and Enhancement Measures ......................... 6112.10 Residual Effects ........................................................................................ 6412.11 Evaluation of Significance ....................................................................... 6412.12 Summary and Conclusions ..................................................................... 6712.13 References ................................................................................................ 68

12 TRAFFIC & TRANSPORTATION



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12.1 Introduction

12.1.1 This chapter will set out the potential highway effect during the construction,

operational and decommissioning phases of the Development. The

proposed scope has been discussed and agreed with the Local Highway

Authority.

12.1.2 The methodology is in line with the Institute of Environmental Management

and Assessment’s (IEMA) ‘Guidelines for the Environmental Assessment of

Road Traffic’ (January 1993) and the ‘Guidance on Transport Assessment’

(DfT, March 2007). It has also been agreed with Gwynedd Council through

the 2012 ES for the approved scheme and has been repeated for comment

in the Scoping Report submitted on the 5th January 2015 for the

Development.

12.1.3 It should also be noted that the proposed construction traffic flows used to

assess the percentage impact have been increased by 25% from those

given in the Construction Trip Generation tables in order to provide a level

of robustness to the assessments given in this report.

Summary of 2012 Environmental Statement Chapter

12.1.4 The most significant effect of the Development will be during the

construction phase, which will last for approximately 4 years with daily

vehicle movements varying according to the construction operation being

undertaken. Key effects are an increase in traffic volume on the surrounding

network, including Heavy Goods Vehicles (HGVs) with the main issues of

concern relating to access to the site from the east around Llanberis and

from the west around Croesywaun / Waunfawr.

12.1.5 Highway improvements are required on the unclassified road (known as

Green Road) from Waunfawr to Q1 (detailed in Section 12.9). These are

12 TRAFFIC & TRANSPORTATION



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October 2015

not proposed to form part of this DCO application but will instead be dealt

with using a Section 278 Agreement with the Local Highway Authority and

be subject to its own planning application.

12.1.6 Once operational, the Development will be manned by approximately 25-35

staff during normal operation. This assessment is based on an assumption

of staff working on a 3-shift system.

12.1.7 Therefore the majority of traffic effects are assumed to be in the

construction phase, which will be temporary in nature.

12.1.8 Impacts will be mitigated through the implementation of a Construction

Traffic Management Plan (CTMP) and Health and Safety Plan (HASP).

These mitigation measures will reduce the potential residual traffic effects

from the construction and operation of the approved scheme, and therefore

the effects are considered to be not significant.

Scope of 2015 Environmental Statement Chapter

12.1.9 This chapter has been updated as follows:

Updated planning policy (Section 12.3);

Updated baseline conditions (Section 12.6);

Updated traffic data information (Section 12.7);

Updated potential effects (Section 12.8);

Updated residual effects (Section 12.10); and

Updated evaluation of significance (Section 12.11).

12.1.10 The updated Construction Traffic Management Plan for the Development

can be found in Volume 3, Appendix 16.1.3 as this is part of the CoCP.

12.2 Scope of Assessment

12.2.1 Discussions have been undertaken regarding the potential effect of the

Development with the Local Highway Authority; Gwynedd Council. Given

the requirement for two points of access into the site, one from the west and

one from the east, the following junctions have been identified as requiring

consideration:



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A4244 / A4086 priority junction;

A4086 / Glyn Rhonwy priority junction;

A4086 / unnamed road priority junction within the settlement of Pont-

Rug;

A4085 / unnamed road roundabout junction within Caeathro;

A4085 / unnamed road priority junction to the north of Croesywaun, and

Priority crossroads to the north west of Croesywaun.

12.2.2 Traffic counts were undertaken on Thursday 26th March 2015 between

07:00-19:00 hrs to establish not only the peak hour traffic data, but also the

daily traffic flow, which is more relevant to the construction period where

vehicles will be arriving and departing throughout the working day.

12.2.3 The above data provides the base traffic levels at the key routes to the site

from both the west and east.

12.2.4 The traffic for the construction effect has been based upon the construction

methodology and information provided relating to numbers of workers on

site and types, sizes and numbers of any larger abnormal loads to the site.

12.2.5 Based on the above, the construction traffic to both Q1 and Q6 of the

Development has been quantified and assessed against base traffic levels,

with the swept path of all critical vehicle types also being checked. From

this analysis it can be demonstrated that all movements can be

accommodated in a safe and efficient manner.

12.2.6 It should be noted that once operational, the access would be from the

A4086 with occasional planned maintenance trips to the Q1 headpond on

the Waunfawr side. Access routes for both construction and operational

phases are shown in Volume 4, Figure 4.16.

12.2.7 The operational phase has been quantified based on the staffing

requirements as well as the maintenance regime, which requires larger

vehicles to access Q6 tailpond.

12.2.8 In relation to decommissioning, the water would be drained from the

quarries to Llyn Padarn and above ground building structures removed. The



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October 2015

penstock, tailrace and spillway infrastructure will remain although the

pumping station will be dismantled. Given the minimal traffic and lack of

abnormal loads required, it is considered to have a negligible effect and so

is not considered further. This was agreed to be scoped out in the 2012 ES.

12.2.9 The accident records for the surrounding local highway network have been

requested from Gwynedd Council and this has been reviewed to ascertain

whether there are any areas of concern on the local highway network that

may be exacerbated by the Development.

12.3 Legislation and Policy Framework

National Planning Statements

12.3.1 The following National Policy Statements (NPS) for Energy are relevant to

this chapter for the Development: EN-1 (Overarching Energy), Section 5.13.

It identifies where there is a need for a Transport Assessment (TA) and a

Travel Plan (TP).

Planning Policy Wales (7th Edition, July 2014)

12.3.2 The Development has been assessed against the relevant policies, which

relate to this site. The policy has a strong regard and focus on accessibility

and extending modal choice.

12.3.3 The policy sets out a transport hierarchy with walking and cycling being the

preferred mode of choice, followed by public transport and then the private

motor vehicle.

Technical Advice Note 18: Transport

12.3.4 TAN 18 should be read in conjunction with Planning Policy Wales and

provides further information regarding the policies to be considered when

bringing forward development.

12.4 Consultation

12.4.1 Discussions were undertaken with officers of Gwynedd Council in 2012 for

the approved scheme and in 2015 for the Development, the details of these

discussions are set out in Table 12-1.



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Table 12-1 Summary of Consultation/Discussion UndertakenDate Summary of Comments/DiscussionsTelephoneDiscussion23rd May2012

AECOM spoke to the Highways Department of GwyneddCouncil regarding the principle of the Development and toascertain initial thoughts regarding the routing of constructiontraffic, mindful that construction traffic would lead to thegreatest effect on the road network.AECOM were advised that all construction traffic shouldaccess the site from the A4086 using the A4244 to access thewider network on the A55 rather than travel throughCaernarfon.

E-Mail 23rd

May 2012AECOM issued a proposed list of junctions to be subject totraffic counts during the weekday AM and PM peak hourperiods to ascertain the base traffic levels on the highwaynetwork.

E-mails29th May2012

Following a site visit by AECOM, the junctions to be subject totraffic counts were slightly amended to include the routebetween the A4085 and A4086. A confirmation e-mail wassent to Gwynedd Council Highways to obtain agreement.The scope of traffic surveys was then further refined in atelephone discussion where it was requested that 12-hourturning counts be undertaken at six junctions on the localhighway network, with an agreement that they could beundertaken in week commencing 13th June 2012.

Meeting29th June2012

On 29th June 2012, AECOM met with Gwynedd CouncilHighways to discuss the approved scheme and to issue a setof drawings showing the vehicular swept paths of constructionvehicles accessing both sides of the site.At the meeting AECOM set out the potential effect upon theminor road from Waunfawr up to the quarry and highlightedthe requirement for passing places to allow HGVs and othervehicles to pass, given the existing road width ofapproximately 2.5 metres.AECOM also raised the potential effect upon on-street parkingat the crossroads within Waunfawr and the potential need toprovide a new car park to reduce the conflict with any HGVsthat will be visiting the site.The local authority also raised the issue that during periods ofsnow and ice, the access road to the quarry from Waunfawr isusually closed and that access will be extremely difficult.AECOM issued the swept path drawings showing thefollowing vehicles are be able to access the site:



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Table 12-1 Summary of Consultation/Discussion UndertakenDate Summary of Comments/Discussions

• Low Loader with a Moxy MT36;• Low Loader with a JCB JS360;• Low Loader with a CAT D6N Dozer, and• 400T Mobile Crane.

The conclusion of the swept path analysis being that basedupon the available OS data, the vehicles could beaccommodated on the local highway network from the A4085through the crossroads at Waunfawr. However, once onto theminor access road some localised widening would berequired.

Meeting26 March2015

On 26 March 2015, AECOM met with Gwynedd CouncilHighways in order to discuss the Development and conditionsurvey.At the meeting AECOM agreed the scope of the conditionsurvey and agreed the scope of the carriagewayreinstatement following construction of works.AECOM confirmed that a topographical survey had beencarried out and that previously undertaken track analysis willbe updated onto the survey.

12.4.2 A site visit and additional consultation was undertaken with Colletts to

determine the potential for haulage vehicles to ascend Green Road in order

to gain access to the Q1 site. The access road was driven twice, with

scheduled stops at the proposed passing places and also at proposed

localised widening and straightening locations.

12.4.3 It was discussed that traffic management would need to be designed and

implemented along the length of the Q1 access road. Even with the

introduction of passing places, it was discussed that vehicles travelling

uphill would struggle to continue uphill if forced to wait for a vehicle

approaching in the opposite direction.

12.5 Methodology

12.5.1 This section details the methodology adopted within the assessment of the

traffic and transportation element of the Development, and it should again

be restated that the traffic numbers used to assess the percentage impact



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October 2015

have been increased by 25% from those given in the Construction Trip

Generation tables in order to provide a level of robustness to any

assessment.

12.5.2 The trip generation for both the construction and operational phase of the

Development was based on a first principles approach taken from

information provided for both the construction methodology and size and

type of vehicles required. In addition, the final number of employees at the

site and the type of vehicles required as part of any ongoing maintenance of

the quarry sites was also used for the adopted approach.

12.5.3 Trips were assigned to the local highway network and assessed against the

base traffic levels taken from traffic surveys at key junctions, as agreed with

Gwynedd Council.

12.5.4 The traffic effect from the Development was then quantified, and if it was

considered to have a material effect, capacity analysis was undertaken with

suitable mitigation provided (if required).

12.5.5 Given the nature and type of vehicles required as part of the construction

phase, swept path analysis was undertaken at key points on the network to

ensure that all required vehicle types could safely access the site, with

suitable mitigation provided as required.

12.5.6 The IEMA guidelines report is the only document available that sets out a

methodology for assessing potentially significant environmental effects

where a development is likely to give rise to changes in traffic flows. The

IEMA guidelines suggest that to determine the scale and extent of the

assessment and the level of effect which a given development will have on

the surrounding road network, the following two ‘rules’ should be followed:

Include highway links where traffic flows are predicted to increase by

more than 30% (or where the number of HGVs is predicted to increase

by more than 30%).

Include any other specifically sensitive areas where traffic flows are

predicted to increase by 10% or more.



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12.5.7 The significance of each effect is considered against the criteria within the

IEMA guidelines, where possible. However, the IEMA guidelines state that:

‘For many effects there are no simple rules or formulae which define the

thresholds of significance and there is, therefore, a need for interpretation

and judgement on the part of the assessor, backed-up by data or quantified

information wherever possible. Such judgements will include the

assessment of the numbers of people experiencing a change in

environmental impact as well as the assessment of the damage to various

natural resources.’

12.5.8 In the absence of established significance criteria for traffic and transport

effects, professional judgement has been used to assess whether the

effects on traffic and transport are considered to be significant. This is

carried out using the IEMA guidelines to identify the scale and extent of the

assessment to be undertaken. The significance falls into two categories -

not significant and significant. The latter corresponding to significant effects

in accordance with the EIA regulations.

12.5.9 The IEMA guidelines state projected changes in traffic of less than 10%

creates no discernible environmental effect, given that daily variations in

background traffic flow may fluctuate by this amount, and that a 30%

change in traffic flow represents a reasonable threshold for including a

highway link within the assessment. The threshold for a detailed

assessment has therefore been set at a 30% change in traffic flow.

12.5.10 The existing baseline conditions and the Development are set out in Section

12.6. The potential effects on baseline conditions and geographical

receptors arising from the Development are then identified and a magnitude

of scale of effect determined.

12.5.11 The general methodology of this process can be summarised as follows:

Set out baseline conditions;

Identify effect by type in relation to traffic flow and infrastructure;

Consider effect severity in confidence level;

Consider mitigation; and



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Identify residual effect remaining.

12.5.12 The definition of type and scale of effect can then be given as follows in

Table 12-2.

12.5.13 The importance of severity of any identified environmental receptor has

been scaled depending on its relative importance as set out in Table 12-3.

The receptors of the effects are defined geographically.

12.5.14 Based upon the above, the following significance matrix identifies the

significance of each effect, as shown in Table 12-4.

12.5.15 The level of confidence on which the predicted effects are assessed is

outlined in Table 12-5.

Glyn Rhonwy Pumped Storage Development ConsentOrder


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October 2015

Table 12-2 Definition of Type and Scale of Effect

Effect Description Development Receptors

Substantial Construction Significant number of construction vehicles using roads for a protracted period of time

Public Transport Users No provision for access by public transport

Pedestrians / Cyclists No facilities for pedestrians and cyclists or linkages to local facilities

HGVs Over a 41% increase in vehicle trips

Traffic Flows Over a 41% increase in vehicle trips

Road safety Significant increase in traffic at known accident locations

High Construction High number of construction vehicles using roads over a protracted period of time

Public Transport Users Limited provision for access by public transport

Pedestrians / Cyclists Limited facilities for pedestrians and cyclists with limited crossing facilities and lowquality linkages to the local facilities

HGVs Between 31% to 40% in vehicle trips

Traffic Flows Between 31% to 40% in vehicle trips

Road safety High increase in traffic at known accident locations

Moderate Construction Moderate number of construction vehicles using roads over a protracted time period



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October 2015



Public Transport Users Few provisions for access by public transport

Pedestrians / Cyclists Few facilities for pedestrians and cyclists with limited crossing facilities and linkages tothe local facilities

HGVs Between 16% and 30% increase in vehicle trips

Traffic Flows Between 16% and 30% increase in vehicle trips

Road safety Moderate increase in traffic at known accident location

Minor Construction Small number of construction vehicles using roads over a short period of time

Public Transport Users Some provision for access by public transport

Pedestrians / Cyclists Facilities for pedestrians and cyclists with safe and convenient crossing facilities andgood linkages to the local facilities

HGVs Between 6% and 15% increase in vehicle trips

Traffic Flows Between 6% and 15% increase in vehicle trips

Road safety Minor increase in traffic at known accident locations

Negligible Construction Occasional construction vehicles using roads over a short period of time

Public Transport Users Some provision for access by public transport



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Pedestrians / Cyclists Dedicated facilities for pedestrians and cyclists with safe and convenient crossingfacilities and good linkages to the local facilities

HGVs Less than a 5% increase in vehicle trips

Traffic Flows Less than a 5% increase in vehicle trips

Road Safety Negligible increase in traffic at known accident locations



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Table 12-4 Significance of Effect

Scale International National Regional County Local

Effe

cts

Substantial Substantial Substantial Substantial High Moderate

High Substantial Substantial High Moderate Minor

Moderate Substantial High High Moderate Minor

Minor Moderate Moderate Moderate Minor Minor

Negligible Negligible Negligible Negligible Negligible Negligible

Table 12-5 Effect Prediction Confidence

ConfidenceLevel Description

HighThe predicted effect is either certain i.e. a direct effect, orbelieved to be very likely to occur, based on reliable informationor previous experience.

Low

The predicted effect and its levels are best estimates, generallyderived from first principles of relevant theory and experience ofthe assessor. More information may be needed to improveconfidence levels.

Table 12-3 Importance of Receptor

Designation Development Receptors

International European Community

National UK

Regional North Wales

County Gwynedd Council

Local Waunfawr and Llanberis



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12.6 Baseline Conditions

12.6.1 This chapter will outline the operation of the local highway network and will

cover the following issues:

Highway Network;

Traffic Data;

Public Transport, and

Road Safety.

Highway Network

12.6.2 AECOM visited the local highway network to observe existing traffic

conditions and to measure any critical highway dimensions and outline our

findings as follows.

Wider Highway Network

12.6.3 The access to the local highway network would be gained via the A55 to the

north and whilst the exact route beyond this is yet to be determined, the

A55 is a high quality route which gives access to the wider network. This

route is therefore considered to be able to accommodate the construction

traffic and as such no further consideration is required.

12.6.4 The route to the more local network around the A4086 would be gained via

junction 11 of the A55, which is a grade separated roundabout, with the A55

passing underneath the junction. Traffic would then travel along a short

length of the A5 before joining the A4244 at an at-grade roundabout.

12.6.5 Access to the western part of the Development would be via junction 9 of

the A55, from which vehicles would travel along the A487 to Caernarfon

before turning onto the A4085.

A4244 / A4086 Junction

12.6.6 For the eastern portion of the Development, vehicles follow the A4244 from

the A55 (as indicated above) then travel south to a right turn ghost island

junction with the A4086, from where vehicles would then turn right to

access the eastern side of the site via the A4086.



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12.6.7 The junction of the A4244 and A4086 is a right turn ghost island, with the

A4244 flaring to form a short two lane approach to the junction as shown on

the photographs below.

Photograph 1 A4244 /A4086 priority junction

Photograph 2 A4244approach

12.6.8 The junction incorporates street lighting and is considered to provide a high

quality access to the A4086. At the time of our site visit the junction

operated well within capacity with no queuing or delay.

A4085 / Glyn Rhonwy Junction

12.6.9 The A4086 then continues south to form a right turn ghost island with Glyn

Rhonwy just to the west of Llanberis, with Glyn Rhonwy forming the route

into the eastern side of the site.

12.6.10 At the junction with Glyn Rhonwy, the A4086 is 9.7m in width with through

lanes in both directions of 3m and a right turning lane of 3.7m width. Glyn



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Rhonwy flares at the junction, but does reduce to a width of 6.3m. The

layout of the junction can be shown on the following photographs.

Photograph 3 A4086 /Glyn Rhonwy junction

Photograph 4 GlynRhonwy approach tothe junction

12.6.11 At the time of our site visit the junction operated well within capacity with no

queuing or delay and the A4086 was lightly trafficked throughout our

observations.

Access to the Eastern side of the Quarry

Glyn Rhonwy

12.6.12 Glyn Rhonwy provides an access to the Siemens headquarters building and

approximately 100m from the junction with the A4086 a side road provides

access to an area of industrial development, whilst this has not currently



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October 2015

been developed the full highway infrastructure has been provided, although

at the time of our visit this was gated to prevent vehicular access.

12.6.13 Glyn Rhonwy has a footway along the western side only with street lighting

and at the time of our visit both Glyn Rhonwy and the A4086 were relatively

lightly trafficked.

12.6.14 The existing junction with Glyn Rhonwy is a simple priority junction as

shown on the photographs below.

Photograph 5Industrial accessroad junction withGlyn Rhonwy

Photograph 6Industrial accessroad junction withGlyn Rhonwy

12.6.15 The above junction then provides an access onto the local highway network

from the site.

Existing Industrial Access Road

12.6.16 The industrial estate road is 6.2m in width and has a footway along one side

with street lighting along the main spine road through the site, a stub



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access road has been provided into numerous areas, although as outlined

previously, no development has taken place.

12.6.17 The road provides a route through the future development site to Ffordd

Clegir which provides a route through Llanberis to the edge of the quarry

site, although this junction has been closed off as shown on the

photographs below.

12.6.18 The route to the edge of the quarry forms a side road with the spine road

from Glyn Rhonwy and has a loose surfaced footway along both sides for

part of the route, but no street lighting. There is also a section of road where

no footway has been provided as it passes over a development area that

has been set at a lower level.

12.6.19 The industrial estate road and route to Q6 can be shown on the following

photographs.

Photograph 7Industrial access roadjunction with GlynRhonwy



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October 2015

Photograph 8Industrial access roadthrough the site

Photograph 9 Accessroad to the quarry

Photograph 10 Accessroad to the quarryshowing the raisedsection



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October 2015

Photograph 11 Accessroad to the quarryjunction with FforddClegir

12.6.20 This route therefore provides a high quality access from the eastern edge of

the site to the main A4086 via Glyn Rhonwy.

Ffordd Clegir

12.6.21 As mentioned above Ffordd Clegir provides a route to the quarry from

Llanberis and varies in width from 2.5m to 4.5m and passes through

Llanberis town centre where there are residential properties and on-street

parking which restricts the road width. The route can be seen on the

following photographs.

Photograph 12 FforddClegir



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Photograph 13 FforddClegir throughLlanberis

12.6.22 Given the road width and route through Llanberis it would be considered

that the preferred route to the quarry on the eastern side would be from the

A4086 and Glyn Rhonwy to gain access through the future development

land.

Access to the Western Side of the Quarry

12.6.23 To access the western side of the quarry, as outlined previously, vehicles

would turn onto the A487 from the A55, then onto the A4085 in Caernarfon.

12.6.24 Vehicles travel along the A4085 to access the quarry from an unnamed

road to the north of Croesywaun.

12.6.25 The village of Croesywaun provides three potential routes to the access

track into the quarry, with each requiring vehicles to travel through the

crossroads junction at Cae Trefor; these can be examined further as

follows.

Option 1 – Junction to the north of Croesywaun

12.6.26 This is a simple priority junction with the A4085 having a width of 6.2m and

the side road to the quarry having a width of 4.8m. The layout is shown on

the following photographs and as can be seen, there is a pinch pint of width

4.8m due to the location of the building at the boundary of the highway.



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October 2015

Photograph 14Unnamed side road tothe north ofCroesywaun

Photograph 15Unnamed side road tothe north ofCroesywaun –visibility to the left

Photograph 16Unnamed side road tothe north ofCroesywaun –visibility to the right

12.6.27 The side road then continues along a straight alignment to the crossroads

at Cae Trefor, where vehicles accessing the quarry would be able to make

a straight ahead movement.



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October 2015

12.6.28 Given the alignment of the unnamed road and the fact that vehicles can

travel straight ahead the crossroads, this would be considered to be the

preferred means of access into the quarry from the west, albeit that there

are issues regarding visibility, road width and alignment to be addressed.

These are discussed later within this chapter.

Option 2 – Junction with Pant Y Waun the centre Croesywaun.

12.6.29 This forms a simple priority junction with the A4085 and serves residential

dwellings. It then continues away from the village to provide a route to the

crossroads within Cae Trefor.

12.6.30 However, beyond the residential dwellings the road is signed as being

“unsuitable for heavy vehicles” and therefore this is not considered to

provide a realistic option for accessing the site.

Option 3 – Junction with Bryn Goleu to the south of Croesywaun

12.6.31 This forms a simple priority junction with the A4085 and provides a route to

the crossroads at Cae Trefor. At the junction the A4085 is 8m in width with

a side road width of 8m.

12.6.32 However, Bryn Goleu serves a school and residential dwellings and in

places narrows to a single lane with restricted forward visibility, as shown

on the photographs below.

12.6.33 Furthermore, at the crossroads with Cae Trefor vehicles would be required

to undertake a right turn manoeuvre to access the quarry, as discussed

later within this chapter this could give rise to concern.



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Photograph 17 BrynGoleu junction withthe A4085

Photograph 18A4085 on theapproach to BrynGoleu

Photograph 19 BrynGoleu as it narrows



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October 2015

Photograph 20 BrynGoleu restrictedforward visibility

12.6.34 Given the location of the school, residential properties within the village and

the alignment of the road, it is considered that this would not be a preferred

route to the quarry for the A4085.

Crossroads at Cae Trefor

12.6.35 As mentioned above, this would be considered to be the preferred option for

access to the quarry from the Waunfawr side of the quarry.

12.6.36 The access to the quarry passes through the crossroads junction at Cae

Trefor with the priority movement being north – south along Bryn Goleu

from Croesywaun, which then continues to eventually form a junction with

the A4086 in the north. The unnamed road, as identified in Option 1 then

forms a give way junction from the west, with the access road from the

quarry giving way from the east.

12.6.37 Due to the presence of buildings at the edge of the carriageway, visibility is

restricted from the side roads, with mirrors on adjoining buildings aiding

drivers.

12.6.38 The main road through the crossroads has a width of 5.5m, although it does

widen to 6.8m to the south of the junction, with the two side roads having

widths of 5.5m. There are no footways at the crossroads with property

directly fronting the edge of carriageway, as shown on the photographs

below.



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October 2015

Photograph 21 CaeTrefor crossroadslooking north

Photograph 22 CaeTrefor crossroadslooking towards thequarry access road

Photograph 23 CaeTrefor crossroadsOption 1 route lookingnorth



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October 2015

Photograph 24 CaeTrefor crossroadsOption 1 route lookingsouth

Photograph 25 CaeTrefor crossroadsaccess from thequarry looking south

Photograph 26 CaeTrefor crossroadsaccess from thequarry looking north

12.6.39 Therefore, whilst this does provide a route to the western side of the quarry

it is considered that issues of visibility, road width and on-street parking will

need to be addressed to facilitate access for construction traffic.



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Quarry Access Road

12.6.40 The access road to the quarry has a width of approximately 2.5m with a

narrow grass verge along both sides, which in places is lower than the

carriageway; this provides a direct access to the edge of the quarry site.

Photograph 27 Q1access road / GreenRoad




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October 2015


12.6.41 This road will provide a direct route to the site, but due to the restricted road

width localised widening is likely to be required to allow construction

vehicles to access the site. Furthermore, as the construction vehicles will

require the full road width to manoeuvre, widening to provide passing

places will also be required.

12.7 Traffic Data

12.7.1 The potential effect of the Development has been discussed with the local

highway authority, Gwynedd, and given the requirement for two points of

access into the site from the west and east the following junctions have

been identified as being of concern:

A4244 / A4086 priority junction;

A4086 / Glyn Rhonwy priority junction;

A4086 / unnamed road priority junction within the settlement of Pont-

Rug;

A4085 / unnamed road roundabout junction within Caeathro;

A4085 / unnamed road priority junction to the north of Croesywaun, and

Priority crossroads within the settlement of Cae Trefor.

12.7.2 The above will then provide the base traffic levels at the key routes to the

site from both the west and east. In addition, 12-hour all movement traffic



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counts between 07:00 and 19:00hrs were undertaken on Thursday 26th

March 2015.

Accessibility

Public Transport

12.7.3 Once operational, the Development will employ 25-35 staff and will be

accessed from the A4086 to the west of Llanberis. It is therefore important

to ensure that future employees will be able to access the site by alternative

modes of travel to the private car.

12.7.4 The A4086 is a bus route between Llanberis and Caernarfon with the

service 88 providing a 30-minute frequency service Monday to Saturday,

with an hourly service on a Sunday.

12.7.5 The service 85 also provides an hourly link between Llanberis and Bangor

Monday to Saturday. Whilst this service retains the hourly frequency during

a Sunday, it does provide a more limited period of travel throughout the

day.

12.7.6 Bus stops are located on the A4086 adjacent to the junction with Glyn

Rhonwy, approximately 425m from the industrial estate and therefore the

site is only just outside the recommended 400m walking distance to a bus

stop outlined in “Guidance for Providing Journeys on Foot” published by the

Institution of Highways and Transportation.

12.7.7 It is therefore considered that the site has the potential to be accessible for

employees wishing to access the site by public transport.

Pedestrians and Cyclists

12.7.8 The new industrial estate accessed from Glyn Rhonwy has footways and

street lighting with footways and street lighting also being provided along

the A4086 from Llanberis.

12.7.9 The centre of the industrial estate is approximately 1km from Llanberis and

as such is within the acceptable walking distance of 1km as given by the

IHT publication “Providing for Journeys on Foot” for commuting distances.



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October 2015

12.7.10 The site is therefore considered to be accessible for pedestrians wishing to

access the site from Llanberis.

Road Safety

12.7.11 The previous 5 years accident data for the local highway network was

provided by Gwynedd Council, and is set out as follows.

12.7.12 Road accidents have been analysed in order to determine whether any

existing patterns occur, which could be exacerbated by the additional trips

associated with the Development. An accident report has been obtained

from Gwynedd for the last five years of available data, as outlined within the

DfT guidance. The full accident data is attached at Appendix 12-1.

12.7.13 The area of interest includes 6 sites, including; the A4244, A4085 and

A4086, as shown below, and it should be noted that no data has been

provided for the area of road in the vicinity of Waunfawr.

Table 12.6 – Incident Causation Summary – Site 1Site 1 – A4244Causation factor 2010 2011 2012 2013 2014 TOTALRear Shunt 3 1 1 5Pulls into path ofoncoming vehicle 3 1 1 1 6

Pedestrian 2 1 2 5Loss of control 1 1TOTAL 6 3 3 3 2 17

Table 12.7 – Incident Causation Summary – Site 2Site 2 – A4086 – Glyn RhonwyCausation factor 2010 2011 2012 2013 2014 TOTALRear Shunt 0Pulls into path ofoncoming vehicle 2 2

Pedestrian 0Loss of control 1 1TOTAL 0 1 2 0 0 3



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October 2015

Table 12.8 – Incident Causation Summary – Site 3Site 3 – Glyn Rhonwy – High Street (Llanberis)Causation factor 2010 2011 2012 2013 2014 TOTALRear Shunt 1 1Pulls into path ofoncoming vehicle 2 2

Pedestrian 0Loss of control 1 1TOTAL 0 2 2 0 0 4

Table 12.9 – Incident Causation Summary – Site 4Site 4 – A4244-A4086 / Arterial Road JunctionCausation factor 2010 2011 2012 2013 2014 TOTALRear Shunt 3 1 1 5Pulls into path ofoncoming vehicle 3 1 3 1 1 9

Pedestrian 0Loss of control 1 1 2TOTAL 6 2 5 2 1 16

Table 12.10 – Incident Causation Summary – Site 5Site 5 – Arterial Road Junction – CaernarfonCausation factor 2010 2011 2012 2013 2014 TOTALRear Shunt 1 1 1 3Pulls into path ofoncoming vehicle 2 1 2 5

Pedestrian 0Loss of control 1 1 3 1 6TOTAL 1 4 1 5 3 14

Table 12.11 – Incident Causation Summary – Site 6Site 6 – A4085 Waunfawr Roundabout – WaunfawrCausation factor 2010 2011 2012 2013 2014 TOTALRear Shunt 1 1 2Pulls into path ofoncoming vehicle 1 1

Pedestrian 1 1Loss of control 1Bus 0



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October 2015

TOTAL 2 3 0 0 0 5

Table 12.12 – Incident Causation Summary – Site 7Site 7 – Incident Summary – All sitesCausation factor 2010 2011 2012 2013 2014 TOTALRear Shunt 7 2 3 3 1 16Pulls into path ofoncoming vehicle 6 7 6 2 4 25

Pedestrian 3 1 4 8Loss of control 2 3 3 4 12TOTAL 15 15 13 9 9 61

Summary

12.7.14 A total of 61 incidents were reported throughout the five year period

between 2010 and 2014, of which 77% were slight in severity. The accident

analysis suggests that the primary causes of accidents that have occurred

during the five years were due to lack of driver awareness and loss of

control, not as a consequence of any deficiencies in the road network itself.

It is also worth noting that that since 2011, the number of incidents within

the scoping area has reduced from 15 to 9. It is therefore considered that

the additional development traffic would not impact upon road safety on the

road network.

12.8 Potential Effects

12.8.1 The potential effects from the Development will relate to the construction

phase as once operational, the Development is not considered to result in

any material effect on the highway network.

Trip Generation

12.8.2 The Development will be split into two phases, the initial construction phase

and the operational phase and the likely traffic generation from each can be

set out as follows, and it should be noted that the traffic numbers used to

assess the percentage impact have been increased by 25% from those

given in the Construction Trip Generation tables in order to provide a level

of robustness.



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October 2015

Construction Phase

12.8.3 During the construction phase, access will be required to both sides of the

quarry system, Q1 on the Waunfawr side (west) and Q6 on the Llanberis

side (east) of the site.

12.8.4 The number of vehicles that are required at each site during the life of the

construction works have been split into the following activities:

Q1 – Headpond and Associated Works

Establish Construction Compound;

On-Site Access Modifications;

Off-Site Access Modifications; and

Headpond Construction.

Q6 – Power House, Tailpond and Associated Works

Establish Construction Compound;

On-Site Access Road Modifications;

Power House Construction;

Tailpond Construction;

Penstock and Tailrace; and

Llyn Padarn pumping station / spillway infrastructure.

12.8.5 The main items of large plant are summarised below and swept path

analysis has been undertaken for access from both sides of the

Development for the following vehicle types; these are included within

Volume 4, Figures 12.1-12.5.

Low Loader with a Moxy MT41;

Low Loader with a JCB JS360;

Low Loader with a CAT D6N Dozer, and

400T Mobile Crane.

12.8.6 With reference to the swept path analysis, it can be seen that all vehicle

types will be able to access the site along both the minor access road past



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October 2015

Waunfawr and from Glyn Rhonwy on the Llanberis side, albeit that

improvements within the assumed highway boundary will be required.

Q1 Headpond

12.8.7 Construction of Q1 on the upper Waunfawr side is envisaged to last for a

period of approximately 29 months. The works will be carried out during the

first six months, with the headpond construction starting in month 7 and

continuing for a further 23 months.

12.8.8 There will be no construction traffic between months 40 and the end of the

construction phase at this location.

12.8.9 The traffic generation is spilt into weekly trips, based on an average of 4

weeks per month, and daily trips based on a 5 day working week.

12.8.10 The construction traffic to access the Q1 site would travel from the A4085

via the unnamed road (known locally as Green Road) through the

crossroads at Cae Trefor using the existing access track, with all HGVs and

abnormal loads arriving and departing from the A4085 (N).

12.8.11 The construction workforce would be likely to commute from the main local

population areas of either Llanberis or Caernarfon.

Q6 Power House, Tailpond, Tunnel, Pumping Station and Associated

Works

12.8.12 The construction of the Power House, Tailpond and Associated Works at

the Glyn Rhonwy Industrial Estate and Llyn Padarn is envisaged to have a

construction period of approximately 48 months. Construction works will

mobilise in Month 1, with the main works on the Power House starting in

Month 6, continuing until Month 36.

12.8.13 The Tailpond construction will last from Month 7 to 29, with Tunnel and

Pumping Station construction lasting from Month 7 to 39.

12.8.14 There will be no construction traffic from Month 40 until Month 49 when the

site de-mobilisation will be carried out.

12.8.15 The traffic generation is spilt into weekly trips, based on an average of 4

weeks per month, and daily trips based on a 5 day working week.



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October 2015

12.8.16 The construction traffic for the Q6 construction phase will use the A4086

and Glyn Rhonwy to access the quarry through the industrial estate from

Glyn Rhonwy. All HGV movements and abnormal loads would use the

A4244 to the north and would not travel through Llanberis to the south.

12.8.17 Ffordd Clegir will not be used by traffic during the construction period,

however it may be necessary to close the road temporarily for short periods

whilst drilling or blasting operations are undertaken for health and safety

reasons.

12.8.18 The construction workforce would be likely to be housed in the main local

population areas of either Llanberis or Caernarfon.

12.8.19 The total traffic to be generated by each individual element of the Q1

construction phase is shown in Tables 12-13 to 12-16.



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October 2015

Table 12-13 Q1 Establish Construction Compound - Trip Generation (total over a 2 month period)Type of vehicle/plant: Number

of unitsTotal

Movements InTotal

MovementsOut

Comments

Doosan Moxy MT41 1 1 1 On site only, Lowloader deliveryJCB JS360 Backactor 0 0 0 On site only, Lowloader deliveryLong-reach Backactor excavator 0 0 0 On site only, Lowloader deliveryPneumatic breakers (‘peckers’) 0 0 0 On site only, Lowloader deliveryCaterpillar D6N dozer 0 0 0 On site only, Lowloader deliveryLarge self-propelled roller 1 1 1 On site only, Lowloader deliveryCat 374 1 1 1 On site only, Lowloader deliveryMobile crushing plant 1 1 1 On site only, Lowloader deliveryLarge Crusher 0 0 0 On site only, Lowloader deliveryLarge self-propelled Grader 1 1 1 On site only, Lowloader deliveryConstruction worker bus 6 1 1 Drop off morning, pickup evening.Site Engineers etc. 2 4 4 Cars / vans / 4WDs

Table 12-14 Q1 On-Site Access Modifications - Trip Generation (total over a 1 month period)Type of vehicle/plant: Number

of unitsTotal

Movements InTotal

MovementsOut

Comments

Doosan Moxy MT41 0 0 0 On site only, Lowloader deliveryJCB JS360 Backactor 0 0 0 On site only, Lowloader deliveryLong-reach Backactor excavator 0 0 0 On site only, Lowloader deliveryPneumatic breakers (‘peckers’) 0 0 0 On site only, Lowloader deliveryRoad surface paver 2 1 1 On site only, Lowloader deliveryCaterpillar D6N dozer 6 1 1 On site only, Lowloader delivery



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October 2015


of unitsTotal

Movements InTotal

MovementsOut

Comments

Large self-propelled roller 2 1 1 On site only, Lowloader deliveryLarge Crusher 2 1 1 On site only, Lowloader deliveryLarge self-propelled Grader 2 1 1 On site only, Lowloader deliveryCat 374 2 1 1 On site only, Lowloader deliveryConstruction worker bus 32 1 1 Drop off morning, pickup evening.Site Engineers etc. 8 4 4 Cars / vans / 4WDs

Table 12-15 Q1 Off-Site Access Modifications - Trip Generation (total over a 1 month period)Type of vehicle/plant: Number

of unitsTotal

Movements InTotal

MovementsOut

Comments

Doosan Moxy MT41 1 1 1 On site only, Lowloader deliveryRoad haulage (tipper trucks) 4 4 4 Self-propelledLong-reach Backactor excavator 0 0 0 On site only, Lowloader deliveryRoad surface paver 1 1 1 On site only, Lowloader deliveryPneumatic breakers (‘peckers’) 0 0 0 On site only, Lowloader deliveryCaterpillar D6N dozer 0 0 0 On site only, Lowloader deliveryLarge self-propelled roller 1 1 1 On site only, Lowloader deliveryLarge Crusher 0 0 0 On site only, Lowloader deliveryLarge self-propelled Grader 1 1 1 On site only, Lowloader deliveryCat 374 1 1 1 On site only, Lowloader deliveryExcavated material 4 4 4 Self-propelledAggregate Deliveries 4 4 4 Self-propelledConstruction worker bus 9 1 1 Drop off morning, pickup evening.



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October 2015


of unitsTotal

Movements InTotal

MovementsOut

Comments

Site Engineers etc. 2 8 8 Cars / vans / 4WDs

Table 12-16 Q1 Headpond - Construction Trip Generation (total over a 23 month period)Type of vehicle/plant: Number

of unitsTotal

Movements InTotal

MovementsOut

Comments

Doosan Moxy MT41 13 13 13 On site only, Lowloader deliveryJCB JS360 Backactor 6 6 6 On site only, Lowloader deliveryLong-reach Backactor excavator 4 4 4 On site only, Lowloader deliveryPneumatic breakers (‘peckers’) 2 2 2 On site only, Lowloader deliveryCaterpillar D6N dozer 17 17 17 On site only, Lowloader deliveryLarge self-propelled roller 3 3 3 On site only, Lowloader deliveryLarge Crusher 6 6 6 On site only, Lowloader deliveryLarge self-propelled Grader 5 5 5 On site only, Lowloader deliverySprayed concrete batching plant 2 2 2 On site only, Lowloader deliveryWater Pump 1 1 1 On site only, Lowloader deliveryFiltration, ‘Siltbuster’ type 1 1 1 On site only, Lowloader deliverySelf-propelled or tractor-towedwater bowsers (for dustsuppression, water supply)

2 2 2 On site only, Lowloader delivery

Generators 2 2 2 On site only, Lowloader deliveryCompressors for compressed airsupply 2 2 2 On site only, Lowloader delivery

Telehandlers 2 2 2 On site only, Lowloader delivery



12-40

October 2015


of unitsTotal

Movements InTotal

MovementsOut

Comments

Concrete pumps 3 3 3 On site only, Lowloader deliveryAccess platforms (‘cherry pickers’) 4 4 4 Material deliveries to siteConveyor systems 4 12 12 Self-propelledLarge Loading shovel 2 2 2 Deliveries to site, 40T articTracked drilling plant 2 2 2 Deliveries to siteCat 374 9 9 9 On site only, Lowloader deliveryDrill rigs (blasting) 5 6 6 Deliveries to siteDrill rigs (grouting) 8 8 8 On site only, Lowloader deliveryDrill rigs (rock anchors) 3 3 3 Deliveries to site, vanMiscellaneous plant deliveries 100 100 100 Deliveries to site, 40T articTower crane (with grab forexcavation) 2 4 4 Deliveries to site, van

Explosives delivery (ANFOtanker) 1 30 30 Deliveries to site, 40T artic

Mobile crane 3 3 3 Deliveries to site, 40T articHDPE membrane delivery 1 5 5 Deliveries to site, 40T articConcrete Delivery Truck 1 100 100 On site only, Lowloader deliveryCompressors 2 2 2 On site only, Lowloader deliveryGrout Delivery Truck 1 30 30 Wide load (4m min), possibly 4.5mGrout batching plant 4 4 4 Deliveries to site, 40T articPlant maintenance van 1 150 150 Deliveries to site, 40T articSite cabins delivery 1 5 5 Drop off morning, pickup evening.Site cabins servicing van 1 100 100 Cars / vans / 4WDsReinforcement steel deliveries 1 10 10 On site only, Lowloader deliveryScour/Spill pipe deliveries 1 15 15 On site only, Lowloader delivery



12-41

October 2015


of unitsTotal

Movements InTotal

MovementsOut

Comments

Scour/Spill pipe valves etc. 1 1 1 On site only, Lowloader deliveryPermanent Fence 4165 172 172 On site only, Lowloader deliveryTemp. Fencing 1190 14 14 On site only, Lowloader deliveryOutlet pipe section 1 1 1 On site only, Lowloader deliveryOutlet pipe valves etc. 2 2 2 On site only, Lowloader deliveryRock anchors deliveries 1 15 15 On site only, Lowloader deliveryConstruction worker bus 1 1080 1080 On site only, Lowloader deliverySite Engineers etc. 3 8100 8100 On site only, Lowloader delivery

12.8.20 The total traffic to be generated by each individual element of the Q6 construction phase is shown in Table 12-17 to 12-22.


of unitsTotal

Movements InTotal

MovementsOut

Comments

Doosan Moxy MT41 1 1 1 On site only, Lowloader deliveryJCB JS360 Backactor 0 0 0 On site only, Lowloader deliveryLong-reach Backactor excavator 0 0 0 On site only, Lowloader deliveryPneumatic breakers (‘peckers’) 0 0 0 On site only, Lowloader deliveryCaterpillar D6N dozer 0 0 0 On site only, Lowloader deliveryLarge self-propelled roller 1 1 1 On site only, Lowloader deliveryCat 374 1 1 1 On site only, Lowloader deliveryMobile crushing plant 1 1 1 On site only, Lowloader deliveryLarge Crusher 0 0 0 On site only, Lowloader delivery



12-42

October 2015


of unitsTotal

Movements InTotal

MovementsOut

Comments

Large self-propelled Grader 1 1 1 On site only, Lowloader deliveryConstruction worker bus 10 1 1 Drop off morning, pickup evening.Site Engineers etc. 2 4 4 Cars / vans / 4WDs


of unitsTotal

Movements InTotal

MovementsOut

Comments

Doosan Moxy MT41 0 0 0 On site only, Lowloader deliveryJCB JS360 Backactor 0 0 0 On site only, Lowloader deliveryLong-reach Backactor excavator 0 0 0 On site only, Lowloader deliveryPneumatic breakers (‘peckers’) 0 0 0 On site only, Lowloader deliveryRoad surface paver 2 1 1 On site only, Lowloader deliveryCaterpillar D6N dozer 6 1 1 On site only, Lowloader deliveryLarge self-propelled roller 2 1 1 On site only, Lowloader deliveryLarge Crusher 2 1 1 On site only, Lowloader deliveryLarge self-propelled Grader 2 1 1 On site only, Lowloader deliveryCat 374 2 1 1 On site only, Lowloader deliveryConstruction worker bus 32 1 1 Drop off morning, pickup evening.Site Engineers etc. 8 4 4 Cars / vans / 4WDs



12-43

October 2015

Table 12-19 Q6 Power House - Construction Trip Generation (total over a 37 month period)Type of vehicle/plant: Number of

unitsNumber of

movements(in and out)for each unit

Comments

Doosan Moxy MT41 2 2 On site only, Lowloader deliveryJCB JS360 Backactor 1 1 On site only, Lowloader deliveryLong-reach Backactor excavator 1 1 On site only, Lowloader deliveryCaterpillar D6N dozer 0 0 On site only, Lowloader deliveryCaterpillar 374 2 0 On site only, Lowloader deliveryLarge self-propelled roller 0 0 On site only, Lowloader deliveryLarge Crusher 1 1 On site only, Lowloader deliveryLarge self-propelled Grader 0 0 On site only, Lowloader deliveryLarge Loading shovel 2 1 On site only, Lowloader deliveryDrill rigs (blasting) 2 2 On site only, Lowloader deliveryDrill rigs (grouting) 1 1 On site only, Lowloader deliveryPumps 2 2 On site only, Lowloader deliveryFiltration, ‘Siltbuster’ type 2 2 On site only, Lowloader deliveryRock bolt drill 1 1 On site only, Lowloader deliveryExplosives delivery (ANFO tanker) 1 20 Material deliveries to siteAccess Platform 6 6 On site only, Lowloader deliveryScissor Lifts 6 6 On site only, Lowloader deliveryMobile crane 1 1 Self-propelledConcrete Delivery Truck 1 50 Deliveries to siteGrout Delivery Truck 1 15 Deliveries to siteGrout batching plant 1 1 Deliveries to site, 40T articConcrete batching plant 3 3 On site only, Lowloader deliveryConcrete Pumps 3 3 On site only, Lowloader deliveryPlant maintenance van 1 300 Deliveries to site, van



12-44

October 2015

Table 12-19 Q6 Power House - Construction Trip Generation (total over a 37 month period)Type of vehicle/plant: Number of

unitsNumber of

movements(in and out)for each unit

Comments

Site cabins delivery 1 5 Deliveries to site, 40T articReinforcement steel deliveries 1 10 Deliveries to site, 40T articPipe deliveries 1 15 Deliveries to site, 40T artic

Construction workers 1 1440Drop off morning, pickup evening. Alternative is provideparking at Q6 (with subsequent inc. in vehiclemovements). 360 days x 3 years.

Tower crane (with grab forexcavation) 6 12 Deliveries to site, 40T artic

Turbine delivery 4 32 Wide load (4m min), possibly 4.5mLarge Pipes deliveries 6 36 Wide load (4m min), possibly 4.5mOther M&E plant delivery 1 10 Deliveries to site, 40T articBuilding steel frame 1 5 Deliveries to site, 40T articBuilding cladding 1 10 Deliveries to site, 40T articBuilding ancillaries 1 20 Deliveries to site, 40T articMiscellaneous plant deliveries 100 100 Allowance, lowloader or 40T artic delivery

Site Engineers etc. 3 16200 Cars / vans / 4WDsDaily vehicle trips

Table 12-20 Q6 Tailpond - Construction Trip Generation (total over a 23 month period)Type of vehicle/plant: Number of

unitsNumber ofmovements(in and out)

for each unit

Comments



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October 2015



for each unit

Comments

Doosan Moxy MT41 16 16 On site only, Lowloader deliveryJCB JS360 Backactor 2 2 On site only, Lowloader deliveryLong-reach Backactor excavator 3 3 On site only, Lowloader deliveryCat 374 10 10 On site only, Lowloader deliveryPneumatic breakers (‘peckers’) 2 2 On site only, Lowloader deliveryCaterpillar D6N dozer 12 12 On site only, Lowloader deliveryLarge self-propelled roller 4 4 On site only, Lowloader deliveryLarge Crusher 4 4 On site only, Lowloader deliveryLarge self-propelled Grader 6 6 On site only, Lowloader deliveryConcrete Batching Pant 2 2 On site only, Lowloader deliveryConcrete Pumps 2 2 On site only, Lowloader deliveryConveyor systems 4 12 On site only, Lowloader deliveryLarge Loading shovel 2 2 On site only, Lowloader deliveryDrill rigs (blasting) 10 10 On site only, Lowloader deliveryCompressor 4 4 On site only, Lowloader deliveryAccess platforms (‘cherry pickers’) 6 6 On site only, Lowloader deliveryMobile crushing plantMobile screening plant 2 2 On site only, Lowloader delivery

Water Pump 1 1 On site only, Lowloader deliveryFiltration, ‘Siltbuster’ type 1 1 On site only, Lowloader deliverySelf-propelled or tractor-towed waterbowsers (for dust suppression, watersupply)

2 2 On site only, Lowloader delivery

Generators 2 2 On site only, Lowloader delivery



12-46

October 2015



for each unit

Comments

Compressors for compressed airsupply 2 2 On site only, Lowloader delivery

Telehandlers 2 2 On site only, Lowloader deliveryConcrete pumps 3 3 On site only, Lowloader deliveryDrill rigs (grouting) 6 6 On site only, Lowloader deliveryExplosives delivery (ANFO tanker) 1 10 Material deliveries to siteTower Crane 2 2 On site only, Lowloader deliveryMobile crane 6 6 Self-propelledConcrete Delivery Truck 1 30 Deliveries to siteGrout Delivery Truck 1 30 Deliveries to siteGrout batching plant 4 4 Deliveries to site, 40T articPlant maintenance van 1 100 Deliveries to site, vanSite cabins delivery 1 5 Deliveries to site, 40T articReinforcement steel deliveries 1 10 Deliveries to site, 40T articPermanent Fence 3243 63 On site only, Lowloader deliveryTemp. Fencing 930 11 On site only, Lowloader deliveryPipe deliveries 1 15 Deliveries to site, 40T articRock anchors deliveries 1 30 Deliveries to site, 40T artic

Construction workers 1 450Drop off morning, pickup evening. Alternative is provideparking at Q6 (with subsequent inc. in vehiclemovements)

Site Engineers etc. 3 6750 Cars / vans / 4WDs



12-47

October 2015

Table 12-21 Penstock Tunnel Construction - Trip Generation (total over a 34 month period)Type of vehicle/plant: Number of


for each unit

Comments

Doosan Moxy MT41 4 4 On site only, Lowloader deliveryLarge Loading shovel 0 0 On site only, Lowloader deliveryConcrete Delivery Truck 1 1000 On site only, Lowloader deliveryPlant maintenance van 1 540 Large Rigid HGVSite cabins delivery 1 5 Deliveries to site, 40T articReinforcement steel deliveries forlining 1 500 Deliveries to site, 40T artic

Precast segment deliveries for lining 1 1000 Deliveries to site, 40T articTunnelling Machinery delivery (in) 5mdiameter 1 7 On site only, Lowloader delivery

Tunnelling Machinery removal (out)5m diameter 1 1 On site only, Lowloader delivery

Mobile Crushing Plant 1 1 On site only, Lowloader deliveryGrout batching plant 1 1 On site only, Lowloader deliveryConcrete batching plant 1 1 On site only, Lowloader deliveryConcrete Former 4 4 On site only, Lowloader deliveryScissor Lifts 1 1 On site only, Lowloader deliveryRock bolt drill 1 1 On site only, Lowloader deliveryCat 374 1 1 On site only, Lowloader deliveryMobile Crane 1 1 Self-PropelledBelt conveyor system 160 160 On site only, Lowloader deliveryConstruction workers 1 1080 Cars / vans / 4WDs



12-48

October 2015

Table 12-21 Penstock Tunnel Construction - Trip Generation (total over a 34 month period)Type of vehicle/plant: Number of


for each unit

Comments

Temporary ventilation plant 1 10 Large Rigid HGVSite Engineers etc. 3 8100 Drop off morning, pickup evening.

Table 12-22 Llyn Padarn Pumping Station / Spillway Infrastructure Construction - Trip Generation (total over a 33 monthperiod)Type of vehicle/plant: Number of


for each unit

Comments

JCB JS360 Backactor 2 2 On site only, Lowloader deliveryMobile crane 1 1 Self-propelledConcrete Delivery Truck 2 10 Deliveries to sitePlant maintenance van 1 24 Deliveries to site, vanReinforcement steel deliveries 2 2 Deliveries to site, 40T articPipe deliveries 25 25 Deliveries to site, 40T artic, 25Construction workers 1 360 Drop off morning, pickup evening.Scour / spillway Pipes deliveries (twinpipes, 10m sections, 300m length) 600 600 Deliveries to site, 40T artic

Other M&E plant delivery 5 5 Deliveries to site, 40T articSite Engineers etc. 2 720 Cars / vans / 4WDsSilt Busters 4 1 On site only, Lowloader deliveryPumps 3 1 On site only, Lowloader delivery



12-49

October 2015

Operational Phase

12.8.21 Once operational the Development will employ up to 25-35 staff, some of

which will likely work on a 3-shift pattern, with others working normal office

hours.

12.8.22 As the staff will be located at the Power House then regular vehicular

access will only be required from the A4086 to the eastern side of the

quarry (Q6), with only periodic access required for maintenance from the

western side.

12.8.23 The evaluation of the significance of the potential effects is presented in

Table 12-23 and 12-24 for the Construction Period and Table 12-25 for the

Operational Period.



12-50

October 2015

Table 12-23 Evaluation of Significance (Construction Phase) Pre-Mitigation

Nature of Effect Receptor Effect Significance of Effect ConfidenceLevel

Q1 Waunfawr Construction

Additional HGVs throughthe crossroads atWaunfawr

Local Moderate AdverseMinor AdverseConstruction traffic on theminor access road

High

Additional cars / vansthrough the crossroads atWaunfawr

Local Moderate Adverse Minor Adverse due to trafficon the minor access road High

Construction ofsite/Development Borough / District Moderate Adverse

Minor AdverseConstruction Traffic onroad network.

High

Severance at Waunfawr Local Moderate AdverseMinor Adverse effect due toincrease in vehiclemovements

High

Road Safety Local Negligible Negligible - no existingissues identified. High

Pedestrians and Cyclist Local Negligible / MinorAdverse

Negligible / Minor Adverseeffect of pedestrians andcyclists

High



12-51

October 2015


Nature of Effect Receptor Effect Significance of Effect ConfidenceLevel

Public Transport Local Negligible / MinorAdverse

Negligible / Minor Adverseeffect on public transport High

Driver Delay Local Minor Adverse Minor Adverse effect due toadditional HGV movements High

Increase in traffic flows Local Negligible / MinorAdverse

Negligible / Minor Adverseeffect on traffic flows on thenetwork

High


Nature of Effect Receptor Environmental Effect Significance of Effect Confidence Level

Q6 Llanberis Construction

Additional HGVs on GlynRhonwy Local Moderate Adverse

Minor AdverseConstruction traffic onGlyn Rhonwy

High

Additional cars / vans onGlyn Rhonwy Local Moderate Adverse Minor Adverse due to

traffic on Glyn Rhonwy High

Construction ofsite/Development Borough / District Moderate Adverse

Minor AdverseConstruction Traffic onroad network.

High



12-52

October 2015




Pedestrians and Cyclist Local Negligible / MinorAdverse

Negligible / MinorAdverse effect ofpedestrians and cyclists

High

Public Transport Local Negligible / MinorAdverse

Negligible / MinorAdverse effect on publictransport

High

Driver Delay Local Minor AdverseMinor Adverse effect dueto additional HGVmovements

High

Increase in traffic flows Local Negligible / MinorAdverse

Negligible / MinorAdverse effect on trafficflows on the network

High

Table 12-25 Evaluation of Significance (Operational Phase) Pre-Mitigation


Site Operation

AdditionalDevelopment trafficon Glyn Rhonwy

Borough / District andLocal Moderate Adverse

Minor AdverseAdditional traffic on GlynRhonwy and the A4086

High



12-53

October 2015

Table 12-25 Evaluation of Significance (Operational Phase) Pre-Mitigation


AdditionalDevelopment trafficthrough Waunfawr

Borough / District andLocal / Neighbourhood Moderate Adverse

Minor AdverseAdditional traffic the minoraccess road and the A4086

High

Severance Local Negligible to MinorAdverse

Negligible to MinorAdverse effect fromincreased traffic on theA4086 and Glyn Rhonwy

High


Pedestrians andCyclists Local Minor Positive Minor Adverse due to links

into Llanberis High

Public Transport Local Minor Adverse Minor Adverse effect dueto increased demand. High

Driver Delay Local Minor Adverse Minor Adverse due toincreased traffic. High

Increase in TrafficFlow Local Minor Adverse

Minor Adverse effect fromincrease in traffic on linksand junctions.

High



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October 2015

Construction Traffic Impacts

12.8.24 A number of months (1, 7, 18, 29, 33 and 38) have been chosen to

represent key periods during the construction phase, as described below:

Month 1 – First month of construction phase;

Month 7 – First peak of construction traffic;

Month 18 –‘Normal’ levels of construction traffic;

Month 29 – Second peak of construction traffic; and

Months 33 & 38 – Low levels of construction traffic.

12.8.25 The total average number of daily vehicles generated by the two portions of

the Development is shown graphically in a generated traffic profile graph in

Figure 12-6. This shows the average number of daily vehicles expected per

month during the construction phase and highlights the reasoning behind

using the months stated above.



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October 2015

Figure 12-7 Average Daily Vehicle Movements by Month during the Construction Phase



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October 2015

12.8.26 In Figure 12-6, the ‘Worker Daily’ movements represent the total vehicles

attributed to staff arriving and departing the sites. The ‘Car Daily’

movements represent the transit of vehicles between the two site

compounds during the day. The ‘HGV Daily’ movements represent the total

HGV movements in and out of the sites.

12.8.27 The average daily construction traffic for the key months generated by both

portions of the Development have been combined and subsequently added

to the predicted 2017 Base two-way traffic flows. Consequently, a

percentage change has been calculated to provide an indication of the level

of impact generated by the traffic upon key junctions and road links. This

shown in Table 12-26 to Table 12-31. Further information, including a

breakdown of impacts generated by the Q1 and Q6 construction phases, is

provided in Appendix 12-2.

Table 12-26 Q1 and Q6 Construction Traffic Effects - Month 1

Junction LinkPredicted2017 TwoWay Daily

Flow

DevelopmentPCUs % Increase

WaunfawrCrossroads

Green Road (eastof crossroads) 305 48 16%

Green Road (westof crossroads) 510 48 9%

A4085Waunfawr

Green Road 701 48 7%A4085 (W) 3519 48 1%A4085 (E) 3139 0 0%

A4086 / GlynRhonwy

Glyn Rhonwy 830 81 10%A4086 (W) 6329 80 1%A4086 (E) 5847 3 0%

A4086 / A422A4244 6956 41 1%A4086 (W) 6683 50 1%A4086 (E) 6721 80 1%



12-57

October 2015

Table 12-27 Q1 and Q6 Effects on Links - Month 7


Flow

DevelopmentPCUs

PercentageIncrease

WaunfawrCrossroads

Green Road (east ofcrossroads) 305 299 98%


A4085Waunfawr

Green Road 701 299 43%A4085 (W) 3519 299 8%A4085 (E) 3139 0 0%

A4086 / GlynRhonwy

Glyn Rhonwy 830 347 42%A4086 (W) 6329 311 5%A4086 (E) 5847 42 1%

A4086 / A422A4244 6956 213 3%A4086 (W) 6683 334 5%A4086 (E) 6721 311 5%



Flow

DevelopmentPCUs

PercentageIncrease

WaunfawrCrossroads



A4085Waunfawr

Green Road 701 195 28%A4085 (W) 3519 195 6%A4085 (E) 3139 0 0%

A4086 / GlynRhonwy

Glyn Rhonwy 830 247 30%A4086 (W) 6329 230 4%A4086 (E) 5847 24 0%

A4086 / A422A4244 6956 103 1%A4086 (W) 6683 212 3%A4086 (E) 6721 230 3%



12-58

October 2015



Flow

DevelopmentPCUs

PercentageIncrease

WaunfawrCrossroads



A4085Waunfawr

Green Road 701 341 49%A4085 (W) 3519 341 10%A4085 (E) 3139 0 0%

A4086 / GlynRhonwy

Glyn Rhonwy 830 327 39%A4086 (W) 6329 306 5%A4086 (E) 5847 28 0%

A4086 / A422A4244 6956 270 4%A4086 (W) 6683 362 5%A4086 (E) 6721 306 5%



Flow

DevelopmentPCUs

PercentageIncrease

WaunfawrCrossroads



A4085Waunfawr

Green Road 701 53 8%A4085 (W) 3519 53 2%A4085 (E) 3139 0 0%

A4086 / GlynRhonwy

Glyn Rhonwy 830 118 14%A4086 (W) 6329 113 2%A4086 (E) 5847 5 0%

A4086 / A422A4244 6956 55 1%A4086 (W) 6683 58 1%A4086 (E) 6721 113 2%



12-59

October 2015



Flow

DevelopmentPCUs

PercentageIncrease

WaunfawrCrossroads



A4085Waunfawr

Green Road 701 14 2%A4085 (W) 3519 14 0%A4085 (E) 3139 0 0%

A4086 / GlynRhonwy

Glyn Rhonwy 830 75 9%A4086 (W) 6329 71 1%A4086 (E) 5847 3 0%

A4086 / A422A4244 6956 53 1%A4086 (W) 6683 18 0%A4086 (E) 6721 71 1%

Waunfawr Crossroads

12.8.28 During the first peak of construction (Month 7), there would be a 98%

increase in traffic on Green Road to the east of the junction and a 59%

increase in traffic on Green Road to the west of the junction. During the

second peak of construction (Month 29), there would be a 112% increase in

traffic on Green Road to the east of the junction and a 67% increase in

traffic on Green Road to the west of the junction.

12.8.29 The large percentage increase in traffic at the junction is in part attributed to

the low base traffic levels on the minor roads. It should be noted that the

peak levels of construction traffic would only be expected over the two

months specified and the remaining months would represent lower traffic

levels.

12.8.30 During ‘normal’ construction traffic conditions (represented by Month 18),

there would be a 64% increase in traffic on Green Road to the east of the

junction and a 38% increase in traffic on Green Road to the west of the

junction. As with the peak construction months, the level of percentage

increases are largely attributed to the low base traffic levels on the minor

roads.



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October 2015

12.8.31 In order to mitigate the impacts of the construction traffic, improvements at

the crossroads have been proposed. Located at the crossroads there is to

be either a four-way traffic light system or banksmen with stop / go boards

throughout the whole construction process. Prior to any of the construction

works starting a full schedule and plans showing the proposed traffic

management procedures will be provided to Gwynedd Council for approval

as part of the finalised CTMP.

A4086 / Glyn Rhonwy


increase in traffic on the Glyn Rhonwy link of the junction and a 39%

increase during the second peak of construction (Month 29).

12.8.33 During ‘normal’ construction traffic conditions, there would not be an

increase in traffic above 30%.

12.8.34 The percentage increase in traffic at the junction during the peak

construction periods is in part attributed to the low base traffic levels on the

Glyn Rhonwy link. It should be noted that the peak levels of construction

traffic would only be expected over the two months specified and the

remaining months would represent lower traffic levels. Additionally, the Glyn

Rhonwy link is an industrial road with no residential properties, therefore the

increase in traffic is considered acceptable.

A4085 Waunfawr


increase in traffic on Green Road. During the second peak of construction

(Month 29), there would be a 49% increase in traffic.

12.8.36 During ‘normal’ construction traffic conditions, there would not be an

increase in traffic above 30%.

12.8.37 The percentage increase in traffic at the junction during the peak

construction periods is in part attributed to the low base traffic levels on the

Green Road link. It should be noted that the peak levels of construction

traffic would only be expected over the two months specified and the

remaining months would represent lower traffic levels.



12-61

October 2015

A4086 / A422

12.8.38 During all phases of the construction period, there would not be an increase

in traffic of more than 5%.

12.9 Mitigation, Compensation and Enhancement Measures

12.9.1 The following summarises the proposed measures which are designed to

mitigate the potential effects on each of the environmental receptors.

Construction Effects

12.9.2 The number of HGVs associated with construction traffic is likely to have an

adverse, but temporary, effect on the local highway network, and therefore

the programming of such movements will be subject to restricted periods of

the day and working week. It is envisaged that such periods will be

restricted to 07:00-19:00 Monday to Friday and 07:00-13:00 Saturday with

no working on Sundays or Public Bank Holidays.

12.9.3 The Contractor will provide a detailed CTMP, incorporated in to an overall

CoCP, identifying how traffic will be managed throughout the duration of the

construction period. The CTMP will also outline how pedestrian and cyclist

traffic will be safely and effectively managed in the event of closures and /

or diversions to footpaths, footways and cycle routes due to construction

works; appropriately signed alternative routes will be provided. Any other

specific requirements will also be considered.

12.9.4 An appointed employee will liaise with all relevant bodies to ensure that

deliveries associated with construction occur outside of the peak road

network periods, so far as practically possible, to minimise delay on other

road users.

12.9.5 A Health and Safety Plan (HASP) will be required for the construction of the

Development; this will include details of good practice methods of reducing

dust emissions and wheel washing facilities. The HASP is a CDM

requirement and separate to any specific Contractor agreements to

minimise the effect of construction traffic.



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October 2015

12.9.6 So far as practicable, earthwork material from the existing site will be

retained for re-use as soft landscape areas and acoustic bunding, therefore

minimising the need to import material onto site.

12.9.7 Minor highway improvements will be carried out on Green Road from

Waunfawr to Q1. These are not proposed to form part of this DCO

application but will instead be dealt with using a Section 278 Agreement

with the Local Highway Authority and will be subject to its own planning

application. The road improvements are summarised below:

Replace existing cattle grid on the Q1 access road with a heavy duty

grid. Once the works are complete the grid will either remain in place, if

still structurally sound, or be replaced if not.

Widen the existing Q1 access road carriageway to a minimum width of

4m and remove, where possible, tight bends to enable the construction

traffic to use the route.

Along the length of the Q1 access road it is proposed to incorporate

seven passing places, positioned roughly 170m apart, to enable vehicles

to travel in both directions on the single lane carriageway.

12.9.8 It is considered that with the implementation of the above measures, the

effect on pedestrians, cyclists and other road users during the construction

period will be reduced.

Operational Effects

12.9.9 Traffic flows during the operational phase of the Development will be

notably less than those experienced during the construction phase. As can

be seen from the previous tables, the construction phase traffic flows result

in a less than 30% effect when compared to base flows. Therefore, there is

no requirement to introduce off-site highway mitigation measures as part of

the proposals.

12.9.10 The Development will actively promote sustainable travel to the site through

the implementation of a Travel Plan (TP), which will contribute to the overall

accessibility of the site. It will further the aims of and objectives of Central

and Local Government Sustainable Transport Policies by promoting the use



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October 2015

of alternative modes of transport and hence reducing the need for travel by

private car.

12.9.11 The TP will seek to achieve a modal shift from private car use. It is

considered that with the implementation of the above measures, the effect

on pedestrians, cyclists and other road users during the construction period

will be reduced.

Severance

12.9.12 Footways are proposed within the internal site, these footways will be

designed to provide clear pedestrian links which will link with the existing

provisions on the local network, where practical.

Road Safety

12.9.13 The review of the existing road traffic accident records did not raise any

road safety concerns or the requirement for any road safety improvement

measures.

Pedestrians and Cyclists

12.9.14 The internal site layout is designed as far as possible to accommodate the

movement of pedestrian and cyclists and on-site routes will integrate with

existing off-site routes where possible.

Public Transport

12.9.15 There are existing bus services serving the stops on the A4086 in the

vicinity of the site providing 30 minute frequency between Llanberis and

Caernarfon on Monday to Saturday; an hourly service is available on

Sundays. The service 85 also provides an hourly link between Llanberis

and Bangor on Monday to Saturday.

12.9.16 It is therefore considered that the site has the potential to be accessible for

those wishing to access the site by public transport.

12.9.17 In summary, it is considered that with the implementation of the previous

measures, the effect of traffic during the construction and operational

phases will be reduced.



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October 2015

12.10 Residual Effects

12.10.1 Generally, the increase in traffic flows attributed to the construction phase

will have a minor adverse effect on the annual average daily traffic flow on

the majority of highway links. However, during certain periods of the

construction period some of the identified highway links are expected to

have an increase of greater than 30% compared with the base traffic

conditions. With the effect of mitigation on the remaining affected links, the

residual significance of effects is expected to be minor adverse, as detailed

in Table 12-32.

12.11 Evaluation of Significance

12.11.1 Table 12-32 presents a summary of the residual impacts for the

Development, accounting for the effects of mitigation measures on the

worst-case impacts as determined within this assessment.

Glyn Rhonwy Pumped Storage Development Consent Order6.02 Environmental Statement

Volume 212-65

October 2015

Table 12-32 Summary of Assessment

Description of Receptor Description of Potential Effect Description of Residual Effect

Receptor Value /Sensitivity Effect Nature of

Effect DurationMagnitude(PercentageTraffic Increase)

PotentialSignificance Summary of Mitigation Residual Effect Residual

SignificanceChangefrom 2012Chapter

Local /Neighbourhood Moderate

WaunfawrCrossroads(Green Road East)

Increase in dailyLight Vehicle andHGV movements

2 periods of 1month duringconstruction

Month 7 = 98%Month 29 = 112%

ModerateAdverse

Implementation of aConstruction Site Safety Plan(CSSM) and a Code ofConstruction Practice(CoCP)

Aim to reduce andmanage the impactfrom the additionalvehicle movements asfar as is possible.

Minor Adverse No change

WaunfawrCrossroads(Green Road West)



Month 7 = 59%Month 29 = 67%

ModerateAdverse

Implementation of aConstruction Site SafetyPlan (CSSM)and a Code ofConstruction Practice(CoCP)



WaunfawrCrossroads(Green Road East)


11 monthsduring

construction64% Moderate

Adverse

Implementation of aConstruction Site SafetyPlan (CSSM) and a Code ofConstruction Practice(CoCP)



WaunfawrCrossroads(Green Road West)


11 monthsduring


Adverse




A4086 / Glyn Rhonwy(Glyn Rhonwy)



Month 7 = 42%Month 29 = 39%

ModerateAdverse




A4086 / Glyn Rhonwy(Glyn Rhonwy)


11 monthsduring


Adverse




A4085 Waunfawr(Green Road)



Month 7 = 43%Month 29 = 49%

ModerateAdverse




A4085 Waunfawr(Green Road)


11 monthsduring


Adverse




Glyn Rhonwy Pumped Storage Development Consent Order6.02 Environmental Statement

Volume 212-66

October 2015

Table 12-32 Summary of Assessment

Description of Receptor Description of Potential Effect Description of Residual Effect

Receptor Value /Sensitivity Effect Nature of

Effect DurationMagnitude(PercentageTraffic Increase)

PotentialSignificance Summary of Mitigation Residual Effect Residual

SignificanceChangefrom 2012Chapter

Impact onpedestrians, cyclistsand public transport.Road safety anddriver delay

Increase in dailylight vehiclemovements

Duringconstruction

Increase in localtraffic Minor Adverse



Negligible No change



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October 2015

12.12 Summary and Conclusions

12.12.1 The methodology adopted in assessing the traffic and transportation effects

of the Development has been detailed within this chapter and undertaken in

line with IEMA guidelines and DfT guidelines. It has also been agreed with

Gwynedd Council through the 2012 ES for the approved scheme and has

been repeated for comment in the Scoping Report submitted on the 5th

January 2015 for Development.

12.12.2 The assessment of traffic effects for the Development considers the

construction period and operational phase. The findings of the assessments

demonstrate that all traffic can be accommodated on the local road network

without compromising traffic operations.

12.12.3 This chapter has assessed the significance of the effects caused by the

construction phase of the Development. Where there are seen to be

significant effects, mitigation measures have been outlined to minimise,

where possible, the effect of the construction phase.

12.12.4 This chapter outlines that the Development will result in an increase in

traffic volume on the surrounding network. However mitigation measures

have been identified to reduce the potential traffic effect.

12.12.5 The Development accords with the relevant local, regional and national

planning policy guidance in that it is accessible by a range of modes other

than the private car and provides improvements to access the site by a

range of sustainable modes. Associated Travel Plan documentation will

also assist in complying with the relevant guidance by encouraging use of

alternative modes to minimise single occupancy car trips to the site.

12.12.6 It is concluded that residual traffic effects from the construction and

operation of the Development are not significant.


FInal Environmental StatementVolume 2

11-68

October 2015

12.13 References

Guidance on Transport Assessment (Department for Transport) – March 2007

Institute of Environmental Management and Assessment’s (IEMA) ‘Guidelines for

the Environmental Assessment of Road Traffic’ – January 1993

Guidelines for Providing Journeys on Foot (Institution of Highways and

Transportation) – May 2000

Manual for Streets, DfT – March 2007

Planning Policy Wales – 2014

Technical Advice Note 18: Transport

Documents

12 TRAFFIC & TRANSPORTATION