THE LONDON TO FISHGUARD TRUNK ROAD (A40) (LLANDDEWI VELFREY … · 2020-02-03 · the london to...

Adran Seilwaith yr Economi Department for Economic Infrastructure

THE LONDON TO FISHGUARD TRUNK ROAD (A40) (LLANDDEWI VELFREY TO PENBLEWIN IMPROVEMENT AND DE-TRUNKING) ORDER

201-

THE LONDON TO FISHGUARD TRUNK ROAD (A40) (LLANDDEWI VELFREY TO PENBLEWIN IMPROVEMENT) (SIDE ROADS) ORDER 201-

THE WELSH MINISTERS (THE LONDON TO FISHGUARD TRUNK ROAD

(A40) (LLANDDEWI VELFREY TO PENBLEWIN IMPROVEMENT))

COMPULSORY PURCHASE ORDER 201-

PROOF OF EVIDENCE THOMAS EDWARDS, MEng CEng MICE MCIHT WELSH GOVERNMENT, ENGINEERING DOCUMENT REFERENCE: WG 1.3.2

Welsh Government

A40 Llanddewi Velfrey to Penblewin Improvements Proof of Evidence – Engineering

Contents

1. Author ............................................................................................... 1

A465 Dualling Section 3: Brynmawr to Tredegar .................................... 1

M4 Corridor around Newport ................................................................... 2

A470 Swansea Road Junction WelTAG Stage 2 Study .......................... 2

M4/A470 Corridor WelTAG Stage 2 Study .............................................. 2

A40 Llanddewi Velfrey to Penblewin Improvements ............................... 2

2. Scope and purpose of this proof of evidence ................................ 4

3. Existing conditions .......................................................................... 6

Existing Road .......................................................................................... 6

Existing Public Rights of Way Network ................................................... 7

Existing Lighting ...................................................................................... 7

Existing Structures .................................................................................. 8

Existing Drainage .................................................................................... 8

Existing Traffic ........................................................................................ 8

Existing Environmental Conditions .......................................................... 8

4. Development of the Scheme ........................................................... 8

Overview ................................................................................................. 8

5. The Scheme .................................................................................... 10

Scheme Overview ................................................................................. 10

Applicable Design Parameters .............................................................. 11

Scheme Description .............................................................................. 12

Junctions ............................................................................................... 13

Penblewin Roundabout ......................................................................... 14

Llanddewi Velfrey West Junction .......................................................... 14

Llanddewi Velfrey East Junction ........................................................... 16

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Mainline engineering and alignment – proposed new Trunk Road and

side roads ............................................................................................. 19

Overview ............................................................................................... 19

Penblewin Roundabout to Ffynnon Wood ............................................. 22

Side Roads ........................................................................................... 23

Trefangor Burial Ground Side Road ...................................................... 24

Henllan Lodge Side Road ..................................................................... 25

Ffynnon Lane ........................................................................................ 26

Bethel Lane ........................................................................................... 28

Awelfa cul-de-sac .................................................................................. 30

Llanddewi Velfrey Village Link Road ..................................................... 31

Private Means of Access ....................................................................... 33

Overview ............................................................................................... 33

Pencaerminau Farm Access ................................................................. 34

Glenfield Farm Access .......................................................................... 34

Access to Gwyndy Fach ........................................................................ 36

Access to Blaen-Pentroydin .................................................................. 36

Existing Rest Area Access .................................................................... 38

Structures .............................................................................................. 38

WCHR Underpass SBR-0170 ............................................................... 39

Farm Access and Pedestrian Underpass (SBR-0260) .......................... 40

Llanfallteg Road Overbridge (SBR-0285) .............................................. 40

Pedestrian Underpass (SBR-0330) ....................................................... 42

Improvements to the existing A40 (to be detrunked) ............................. 44

Earthworks and Geotechnics ................................................................ 46

Highway Drainage ................................................................................. 48

Land Drainage ...................................................................................... 49

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Construction .......................................................................................... 50

Statutory Undertakers and Utilities Plant............................................... 54

Traffic Signs and Road Markings .......................................................... 56

Lighting ................................................................................................. 57

Public Rights of Way (PRoWs) ............................................................. 59

Public Transport .................................................................................... 62

Accommodation Works ......................................................................... 62

Carbon / Greenhouse Gas (GHG) ........................................................ 63

6. Proposed Modifications to the draft Orders ................................ 66

7. Land Interests in the Compulsory Purchase Order ..................... 71

Overview ............................................................................................... 71

Miss Sandra Rowlands - Glenfield Farm (R0019) ................................. 72

Mr WG & & Mrs PM Reynolds – Pentroydin Fawr Farm (R0023) ......... 75

Mr Rayner and Mrs Carol Peett – Caermaenau Fawr (R0024) ............. 78

Mr David Hughes – Ffynnon Uchaf (R0025) ......................................... 80

Mrs Margaret Rhian Thomas – Pen-ca’rmaenau (R0026) .................... 81

Trustees of Bethel Chapel (R0027) ....................................................... 83

Mr John and Mrs Linda Smith – Valley View (R0028) ........................... 83

Peter Thomas, Huw Thomas, Ruth Thomas, Mai Johns and Linda Bolton

– c/o Hafod Llandissilio (R0029) ........................................................... 84

Mr Richard Watson – Bryn Hafod (R0030) ............................................ 85

Mr Talfan and Mrs Vera Evans – Henglos Whitland (R0031) ................ 85

Mrs Maureen Tinson & Mr Paul Richardson – Croft House (R0032) .... 86

Mr Bernard and Mrs Pearl Bill – Arfryn (R0033) .................................... 87

Dr Karen and Mr Michael Brown – Penrhiw Cottage (R0034) ............... 87

Mr Wynn Griffiths – Penllain (R0035) .................................................... 89

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Mr Thomas Carrington – Blaen-Pentroydin (R0036) ............................. 90

Mr AGP Lewis and Mr JWP Lewis – Pen Gaer (R0037) ....................... 90

Ms Tessa Plowden - Abystree Crych (R0041) ...................................... 93

8. Conclusion ...................................................................................... 94

Development of the Scheme ................................................................. 94

Route Selection ..................................................................................... 94

Junctions ............................................................................................... 95

Side Roads and Private Means of Access ............................................ 96

Construction and Buildability ................................................................. 97

WCHRs ................................................................................................. 97

Improvements to the existing A40 (to be detrunked) ............................. 98

Land in the Compulsory Purchase Order .............................................. 98

The Scheme .......................................................................................... 99

O1 - To enhance network resilience and improve accessibility along the

east-west transport corridor to key employment, community and tourism

destinations ........................................................................................... 99

O2 - To improve prosperity and provide better access to the county town

of Haverfordwest, the Haven Enterprise Zone and the West Wales ports

at Fishguard, Milford Haven and Pembroke Dock. .............................. 100

O3 - To reduce community severance and provide health and amenity

benefits ............................................................................................... 100

O4 - To reduce the number and severity of collisions ......................... 101

O5 - To promote active travel by cycling, horse riding and walking to

provide opportunities for healthy lifestyles .......................................... 101

O6 - To deliver a Scheme that promotes social inclusion and integrates

with the local transport network to better connect local communities to

key transport hubs .............................................................................. 102

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O7 - To deliver a project which is sustainable in a globally responsible

Wales, taking steps to reduce or offset waste and carbon .................. 102

O8 - Give due consideration to the impact of transport on the

environment and provide enhancement when practicable .................. 103

Final Remarks ..................................................................................... 103

9. References – Drawings ................................................................ 105

10. Appendices (Separate Volume) ............................................... 111

Appendix A - Figures........................................................................... 111

Appendix B – Amendments following publication of draft Orders ........ 112

Appendix C – Structure General Arrangement Drawings .................... 112

Appendix D – Eastbound Cycle route ................................................. 113

Appendix E – Objection location plan ................................................. 113

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1. Author

I am Thomas Edwards. I am a Senior Engineer at Ove Arup & Partners

Ltd (Arup), a multi-disciplinary consultancy. I am a Chartered Civil

Engineer with nine years’ experience in the design and construction of

highway schemes. I graduated from Swansea University in the summer

of 2010 with a first-class honours degree in Civil Engineering.

I am a Member of the Institution of Civil Engineers (2014) and a member

of the Chartered Institution of Highways and Transportation (2015).

Upon graduating from university in 2010, I joined the Cardiff office of

Arup to start working on the design of highways schemes. I became a

chartered engineer in 2014. I specialise in the design of highway

schemes and my experience has been predominantly in the

development of highways projects through option selection, preliminary

design, statutory process (the Highways Act), detailed design and

construction stage designer’s site representative. My experience

includes the following prominent projects: A465 Dualling Section 3

Brynmawr to Tredegar, the M4 Corridor around Newport, A470 Swansea

Road Junction WelTAG Stage 2 Study, M4/A470 Corridor WelTAG

Stage 2 Study and A40 Llanddewi Velfrey to Penblewin Improvements.

Further information on my roles on these schemes is provided in the

following paragraphs.

A465 Dualling Section 3: Brynmawr to Tredegar

An Early Contractor Involvement (ECI) Design and Build (D&B) project

for the Welsh Government comprising 7.3km of dual carriageway. I held

various roles on the project from the preliminary design stage through to

construction over a period between 2010 and 2015.

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M4 Corridor around Newport

This was an Early Contractor Involvement (ECI) project for the Costain

Vinci Joint Venture and the Welsh Government. This comprised a

proposal for 23km of new motorway located south of Newport. I was the

Lands and Orders leader responsible for delivering all aspects of the

draft Orders including: land referencing, Compulsory Purchase Orders,

Line and Scheme Orders and Side Roads Orders. Following publication

of the draft Orders in March 2016, I led the engagement with affected

landowners in an attempt to resolve objections, which included

preparation of modifications and supplements to the draft Orders. During

the Public Local Inquiry (PLI), I presented the draft Orders to the Inquiry

and undertook the role of deputy Engineering Design Witness.

A470 Swansea Road Junction WelTAG Stage 2 Study

I led the development of the WelTAG Stage 2 Study to develop an

outline business case for the A470 Swansea Road Junction for the

Welsh Government. As project manager, I led the study team, identifying

the problems and defining objectives in order to provide tailored

solutions. Stakeholder engagement was critical to the project.

M4/A470 Corridor WelTAG Stage 2 Study

I led the highway design team in the development of options for the M4

Corridor between junction 32 and 35 and the A470 Corridor between

Coryton interchange to Merthyr Tydfil for the Welsh Government. I led

the team to develop measures which could be taken forward within the

Pinch Points Programme to tackle road-based congestion at the most

severely affected locations.

A40 Llanddewi Velfrey to Penblewin Improvements

In February 2017, Carillion Civil Engineering Ltd (Carillion) were

appointed the ECI contractor for the A40 Llanddewi Velfrey to Penblewin

Improvements (the Scheme). Arup were Carillion’s appointed designers

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and Richards, Moorehead & Laing Ltd (RML) were appointed as

Environment consultants. I was appointed as the Design Project

Manager for the development of the preliminary design and draft Orders

for the Scheme.

Carillion entered liquidation in January 2018. The Welsh Government

subsequently appointed Arup, supported by RML, to continue the

development of the design up to publication of draft Orders and to

support the Welsh Government through the Statutory process.

I have led the development of the Scheme throughout this period to the

present day including the publication of draft Orders in July 2019. I am

responsible for managing and coordinating the engineering design

teams involved in the Scheme, namely: highways, structures,

geotechnics and drainage. I have worked with my colleague, Andrew

Sumner, the Environmental Coordinator, to ensure coordination between

the engineering design and environmental aspects.

In preparing the draft Orders design, I have been supported by my team

of engineers and consultants. They have worked to my instruction and I

adopt their work as my own and opinions I express are my own. My field

of expertise is the design of highways, the coordination of input from

other specialists and the holistic engineering design of the Scheme. The

engineering team includes specialists in the fields of highway alignment,

junction layout, highway structures and the design of associated highway

features including traffic signs and road markings, boundary fencing and

road restraint systems, drainage, geotechnical design and the design of

pavements and road lighting. I have drawn upon the expertise of these

specialists in the production of this Proof of Evidence.

The evidence which I have prepared and provide in this Proof of

Evidence has been prepared and is given in accordance with the

guidance of my professional institution and I confirm that the opinions

expressed are my true and professional opinions.

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2. Scope and purpose of this proof of evidence

My evidence will explain the engineering aspects of the Scheme which

comprises a proposed 4.3km length of Wide Single 2+1 Trunk Road

from Penblewin Roundabout to the east of Llanddewi Velfrey,

Pembrokeshire. This includes the: horizontal and vertical highway

geometry, junction designs, the design of new structures, earthworks,

highway and land water drainage, and associated infrastructure (fencing,

safety barrier, pavement, traffic signs, road markings and road lighting).

For simplicity of reference, I will refer to the following abbreviations

throughout my evidence:

a) the draft Compulsory Purchase Order (Doc. 2.03.01) as the “CPO”;

b) the draft Line and Detrunking Order (Doc. 2.01.01) as the “Line

Order”;

c) the draft Side Roads Order (Doc. 2.02.01) as the “SRO”;

d) the Environmental Statement (Doc. 3.01.01) as the “ES”;

e) the Design Manual for Roads & Bridges, (Doc. 4.01.61) as the

“DMRB”.

I will explain the reasons why aspects of the Scheme have been

proposed where they relate to topics raised by objectors including:

a) the development of junctions and links;

b) the land in the CPO (Doc. 2.03.01), which is essential for the

Scheme, including the engineering reasons why the Scheme

footprint is as proposed;

c) side road provision;

d) interface with statutory undertakers;

e) Private Means of Access (PMAs).

My evidence will explain the land required for the Scheme for the

permanent engineering works and for operations and maintenance. I will

present the reasons for the compulsory purchase of land from Statutory

Objectors.

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My evidence will present the decision making for developing the TR111

layout into the Scheme which leads to the land required in the CPO. It

will show how I have taken consideration of the environmental issues

and proposed mitigation detailed in the ES (Doc 3.01.01).

Aspects of my evidence interface with evidence of other witnesses

including Mark Dixon (WG 1.1.2), Philip Thiele (WG 1.2.2), Andrew

Sumner (WG 1.4.2), Pete Wells (WG 1.5.2), David Hiller (WG 1.6.2) and

John Davies (WG 1.7.2).

The objective of this evidence is to demonstrate that due regard has

been taken of the physical characteristics and constraints imposed by

the topography and local features and that the proposed alignment

accords with the relevant standards and meets the relevant objectives of

the Scheme covered by my area of expertise. In addition, it will

demonstrate that the environmental issues and proposed mitigation as

detailed in the ES (3.01.01) have been taken into account in the

engineering design.

My evidence is presented in the following structure, with a detailed

contents page provided at the start of the document.

1. Author

2. Scope and purpose of the proof of evidence

3. Existing conditions

4. Development of the Scheme

5. The Scheme

6. Proposed modifications to the draft Orders

7. Land Interests in the Compulsory Purchase Order

8. Conclusions

9. References - Drawings

10. Appendices (Separate volume).

https://a40lvp-publicinquiry.co.uk/

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The drawings that describe the Scheme and support my evidence are

provided within the ES and supporting reports. To assist the reader, I

have included in section 9 of my evidence: a list of drawings, their

revision numbers, and their location within the PLI library.

3. Existing conditions

Existing Road

The A40 between St Clears and Haverfordwest is generally a single

carriageway of 7.3m width. There are six sections that give dedicated

overtaking opportunities; two eastbound and four westbound. This

amounts to some 13% of the total 32.5km length, which is well below the

30% ratio advised (in TD9/931) for this type of route. Where dedicated

overtaking opportunities do exist, they are currently not spread evenly

along the length of the A40. As such, there are long lengths in each

direction with no safe overtaking opportunities.

There are various types of junctions between St Clears and

Haverfordwest including at-grade roundabouts, staggered crossroads,

simple T-junctions (with and without ghost islands) and approximately

200 direct accesses to properties, farms and fields (excluding those in

Llanddewi Velfrey). These contribute to operational issues along the

route.

Following the completion of the Penblewin – Slebech Park scheme in

spring 2011, Llanddewi Velfrey is now the only settlement located

directly on the A40 between St Clears and Haverfordwest. Several

properties in Llanddewi Velfrey front the trunk road and have direct

access onto it.

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Forward visibility on the road is poor (below desirable minimum in

places) meaning there is an increased risk of collisions with vehicles at

the direct accesses.

The existing section of the A40 through Llanddewi Velfrey is subject to a

40mph speed limit and some sections do not meet current design

standards. The horizontal alignment is generally poor, and the road

narrows to 6.5m in places. No hard strips exist, and footways are

narrow, thus creating difficulties for pedestrians.

On this section there is limited overtaking opportunities lead to poor

journey time reliability and driver frustration. This can result in risky

overtaking manoeuvres and increased risk of collision incidents. Regular

heavy goods vehicle convoys from the ferry ports and slow moving

agricultural vehicles contribute to periods of platooning and journey time

unreliability.

Existing Public Rights of Way Network

In addition to the road network that links the small settlements of

Llanddewi Velfrey, Ffynnon and Penblewin, pedestrians, cyclists and

equestrians have access to a network of Public Rights of Way (PRoWs).

These comprise public footpaths and public bridleways. There are no

restricted byways. ES Chapter 15 (All Travellers) (Doc. 3.15.01) provides

further details on the existing PRoW network.

Existing Lighting

Penblewin Roundabout is currently lit. The extent of the lighting extends

approximately 50m either side of the roundabout.

The section of A40 between Penblewin Roundabout and the western

end of the village (approximately 2.5km) is unlit.

Llanddewi Velfrey village is lit from the point where the reduced speed

limit of 40mph starts. Lighting continues throughout the village for a

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distance of approximately 1.5km and terminates at the eastern end of

the village, at the point where the 40mph speed limit ends.

The remainder of the route to Fron Hill is unlit.

Existing Structures

There are no existing highways structures on the existing A40. There are

several existing drainage culverts/structures that cross underneath the

existing A40.

Existing Drainage

The existing section of road between Penblewin Roundabout and Fron

Hill is drained with a kerb and gully drainage system.

There is no existing infrastructure for pollution control, spillage

containment or attenuation of discharge to watercourses.

Existing Traffic

Philip Thiele provides a description of the existing traffic conditions within

his evidence (WG 1.2.2).

Existing Environmental Conditions

Andrew Sumner provides a description of the existing environmental

conditions within his evidence (WG 1.4.2).

4. Development of the Scheme

Overview

Mark Dixon’s evidence (WG 1.1.2) provides a summary of the

development of the Scheme to the TR111 (Doc. 4.02.08) published in

February 2010, and the corresponding conceptual design layout shown

on drawing 358432-MMD-00-XX-DR-C-0008 dated 11 January

2016(Doc 4.02.09).

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My evidence will cover the development of the Scheme from the

conceptual design layout (Doc. 4.02.09) to the present.

I have worked closely with Andrew Sumner, the Environmental

Coordinator, to ensure that the engineering proposals have taken due

regard of environmental factors, legislation and that appropriate

mitigation has been included in the CPO.

I worked closely with the construction engineers from Carillion between

February 2017 and January 2018 as part of the ECI team to develop the

designs and to ensure that the buildability of the Scheme has been

incorporated in the design and in the CPO. Subsequent to Carillion’s

liquidation in January 2018, my team has reviewed the design and

layouts from a buildability perspective to validate the decisions made by

Carillion.

Andrew and I have integrated our teams, which has ensured that the

Scheme is coordinated.

The engineering proposals accord generally with the TR111 Preferred

Route (Doc. 1.02.08) published February 2010.

Engineering design options considered during the development of the

preliminary design and draft Orders are described in the Design Options

Report (Doc. 4.04.01). I will explain in my evidence changes to the

engineering layout which result in differences between the published

Scheme and the February 2010 TR111 (Doc. 4.02.08) alignment. The

decision-making process used in the appraisal of options and the

benefits they bring to the Scheme are explained in the Design Options

Report (Doc. 4.04.01).

From February 2017, I have led the development of the Preferred Route

layout to the preliminary engineering design layout which has been used

to prepare the draft Orders. In leading the development of the

preliminary design during this period I have: considered the physical

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characteristics and constraints imposed by the topography and local

features; ensured that the proposed alignment accords with the relevant

standards or requested Departures from Standards where considered

appropriate, and that it meets the Scheme objectives and; taken into

consideration the environmental issues and proposed mitigation as

detailed in the ES.

The Scheme has been reviewed by the Design Commission for Wales

(DCFW) on three occasions during the development of the preliminary

design, June 2017 (Doc.4.03.10), November 2018 (Doc.4.03.11) and

December 2019 (Doc.4.03.12). At the time of writing evidence, a further

review with the DCFW is planned for mid-February 2020.

The June 2017 review provided the DCFW with an overview of the

Scheme and sought their overall views on directions. At the November

2019 review, further information was available for the DCFW panel to

review the details of the Scheme. The December 2020 review provided

an update to the DCFW on Scheme progress following publication of

draft Orders and to provide further detail following previous DCFW

reviews.

5. The Scheme

Scheme Overview

In my evidence, I will often use the following terms to describe different

parts of the Scheme as appropriate:

a) The new A40 Trunk Road - referring to the part of the Scheme that

would be the new Wide Single 2+1 Carriageway (WS2+1);

b) The Detrunked A40 - refers to the existing A40 that will no longer be

a Trunk Road. The extents of which is shown on the Line Order Plan

(WG 2.1.3).

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Mark Dixon’s evidence (WG 1.1.2) describes the Scheme in the context

of the overall A40.

Proposed Modifications to the draft Orders have been prepared and will

be presented to the Inspector at the PLI. The principles of the process of

the modifications are described in Mark Dixon’s evidence (WG 1.1.2). I

provide a summary of the modifications in section 6 of my evidence.

Appendix A of my evidence contains figures which show visualisation

images and details of the Scheme. I shall refer to these figures through

my evidence by stating “Appendix A Figure X” where X corresponds with

the figure number.

A full video of the visualisation is included on the Scheme PLI website

https://a40lvp-publicinquiry.co.uk/.

Applicable Design Parameters

The Scheme generally accords with the standards of the DMRB

(Doc.4.01.61).

The Alignment and Junction Strategy Report (Doc. 4.04.02) also

describes the design parameters used for the highway geometric design.

The Scheme components are designed for the following design speeds

as defined in TD9/932:

a) The proposed new Trunk Road: 100A kph - The UK national speed

limit (60mph) for single carriageway trunk roads would apply;

Side roads: 50kph. A 30mph speed limit would be applied to all side

roads as outlined in the Traffic Sign and Road Marking Strategy as

contained within Alignment and Junction Strategy Report Appendix

C (Doc. 4.04.02).

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Several relaxations from DMRB standards are proposed that would

benefit the Scheme holistically. These are listed within the Departures

from Standards Report (Doc. 4.04.03).

Three Departures from Standard have been proposed for the Scheme;

all have been approved by the Welsh Government. These are in relation

to the staggered layout of the Llanddewi Velfrey West Junction and two

in relation to extent of lighting at the proposed Penblewin Roundabout

and Llanddewi Velfrey East Roundabout. I provide further explanation of

selected Departures from Standards in later sections of my evidence.

Scheme Description

Mark Dixon provides a description of the Scheme in his Proof of

Evidence (WG 1.1.2).

The Scheme engineering comprises the following principal components:

A new 4.3km length of WS2+1 single carriageway from a location

east of Llanddewi Velfrey to Penblewin Roundabout. This would

bypass the village of Llanddewi Velfrey.

Llanfallteg Road overbridge – the proposed overbridge would

cross over the new Trunk Road.

Penblewin Roundabout – the existing four-arm Penblewin

Roundabout would be increased in size to a five-arm roundabout.

Trefangor Burial Ground side road – a new side road running

parallel to the proposed A40 Trunk Road to connect the A478

north of the proposed Penblewin Roundabout to farms, properties

and the Trefangor Burial Ground.

Henllan Farm/Llanddewi Velfrey Lane – a new side road,

providing connectivity between the Detrunked A40 and the

existing unclassified road leading to Henllan Farm and Llanddewi

Velfrey village.

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Llanddewi Velfrey West Junction – A new staggered priority

junction providing access to the village of Llanddewi Velfrey to

the south and properties, farms and Ffynnon Chapel to the north.

Llanddewi Velfrey East Junction – A new roundabout junction

providing eastern access to the village of Llanddewi Velfrey and

access to properties, farms and Bethel Chapel.

Plans of the Scheme are provided in Appendix 2.5 and 2.6 of the ES and

as described in ES Chapter 2 section 2.4. Refer also to Section 9 of this

evidence for the current drawing list at the time of writing this evidence.

General arrangement plans of the Scheme are provided in ES Appendix

2.6. These show the: highway layout, horizontal alignment, extent of

embankments and cuttings, and key structures.

Plans showing the highway drainage network are contained with the

Drainage Strategy Report (Doc 4.04.04).

The Stage 3 Scheme Assessment Report (Doc. 4.03.02) includes a plan

of the Scheme.

The Alignment and Junction Strategy Report (Doc. 4.04.02) describes

the detail of the highway alignment and geometry of the proposed: new

Trunk Road, side roads which are provided as part of the Scheme, and

junctions. The report describes the constraints that control the horizontal

and vertical alignments and include plan and profile drawings.

Junctions

Three junctions are proposed as part of the Scheme. One junction would

be provided at each end of the Scheme and one intermediate junction

located part way along its length. These are discussed in more detail in

subsequent paragraphs.

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During the development of the preliminary design and the draft Orders, I

have led layout development to the design of the junctions along the

Scheme. These changes, the process of appraisal and the benefits that

they have brought to the Scheme are detailed in the Design Options


Penblewin Roundabout

The existing four-arm Penblewin Roundabout would be replaced with an

enlarged five-arm roundabout. The roundabout would provide

connectivity between the proposed A40 running east/west and the A478

running north/south. The existing A40 would also tie-in to the roundabout

to provide access to the existing rest area. Appendix A Figure 1 of my

evidence provides a visualisation of the layout.

I led the development of the layout of the Penblewin Roundabout from

the February 2010 TR111 Preferred Route (Doc. 4.02.08) as part of the

design options process described in the Design Options Report (Doc.

4.04.01).

The location of the roundabout was moved slightly from the layout

proposed within the conceptual design to minimise the impact on the:

existing carriageways, utilities, land take and traffic during construction.

Llanddewi Velfrey West Junction

This section of my evidence describes the proposed Llanddewi Velfrey

West Junction and the reason for the layout. No objections have been

received in relation to the layout.

The proposed Llanddewi Velfrey West Junction would be a staggered T-

junction and would be constructed to the north of the existing A40. Right-

turn refuge areas in the central reserve would allow free-flow along the

mainline whilst providing right turn traffic with a safe refuge whilst waiting

for a safe opportunity to cross. Appendix A Figure 2 contains a

visualisation of the junction layout.

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The junction layout contained in the Scheme is slightly different to the

layout in the conceptual layout. The conceptual design for the Llanddewi

Velfrey West Junction was located at chainage 2+000, west of

Llanddewi Velfrey. It was a staggered T-junction with a right/left

configuration that would provide access to Ffynnon in the north and ties

into the existing A40 to the south, providing access to the west of

Llanddewi Velfrey.

I led the development of the layout of the Llanddewi Velfrey West

Junction from the February 2010 TR111 Preferred Route (Doc. 4.02.08)

as part of the design options process described in the Design Options


I recommended that the configuration be changed to a left/right stagger

to: reduce the land ownership impact, reduce the length of PMAs, and

increase the length of overtaking. This layout requires a Departure from

Standard as this layout does not comply with that contained in TD70/083.

However, it does comply with the layouts contained in TD42/954.

It is proposed to prohibit the right turn movements out of the southern

arm of the Llanddewi Velfrey West Junction, thereby further reducing the

number of crossing manoeuvres on the carriageway. Provision for this

manoeuvre would be provided by using the Llanddewi Velfrey East

Junction (roundabout).

The Departure from Standard relating to the use of a left/right staggered

junction has been approved by Welsh Government.

3 DMRB Volume 6 Section 1 Part 4 - TD70/08 - Design of Wide Single 2+1 Road 4 DMRB Volume 6 Section 2 Part 6 - TD42/95 - Geometric Design of Major/Minor Priority Junctions

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Llanddewi Velfrey East Junction

This section of my evidence describes the proposed Llanddewi Velfrey

East Junction and the reasons for the decisions made on the junction

form, including consideration of: traffic, safety, public engagement and

environmental impacts.

The proposed Llanddewi Velfrey East Junction would be a roundabout. It

would comprise four arms and provide access to Llanddewi Velfrey to

the south and Bethel Chapel to the north. It would be located in a field

north of the existing A40, located west of Bethel Chapel. The roundabout

would require earthworks (both cut and fill) to support the roundabout on

the side of the hill.

The junction included within the draft Orders is similar in nature to that

included in the conceptual design. The design has been modified to

facilitate offline construction and reduce impact on traffic during the

construction period. Appendix A Figure 3 of my evidence contains a

visualisation of the layout.

The eastern arm of the roundabout would tie-in to the existing A40 at a

location west of the existing Fron Hill junction. This would provide

continuity of the existing westbound overtaking length at Fron Hill but

would terminate at the roundabout. The route would pass to the south of

Bethel Chapel. The cemetery would be unaffected by the works.

The proposed design includes a side road, starting at the proposed

Llanddewi Velfrey East Junction, leading in a south-west direction

towards the village of Llanddewi Velfrey. This proposed side road would

then tie-in to the existing network at a location immediately east of the

Glenfield Farm access. For ease of reference, I shall refer to this link as

the “Village Link Road”.

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I led the development of the layout of the Llanddewi Velfrey East

Junction from the February 2010 TR111 Preferred Route (Doc. 4.02.08)

as part of the design options process described in the Design Options


As described in the Design Options Report (Doc. 4.04.01), several

options were considered, including a major/minor priority junction in the

form of a staggered T-junction designed in compliance with TD42/95.

The following paragraphs (5.36 to 5.47) of this evidence provides an

explanation for the choice of junction form.

A staggered T-junction with a ghost island was considered to be

adequate in terms of existing and projected traffic flows. TD42/95 Figure

2/2 outlines the most appropriate junction form based on the traffic flows

expected on the mainline (major) and side road (minor) roads.

A staggered T-junction layout would enable the free flow of mainline

traffic and provide a transition between westbound and eastbound

overtaking sections. A staggered T-junction layout would improve

journey time (and reliability) and would not require street lighting. This

would reduce the whole life cost and operation Greenhouse Gas (GHG)

emissions.

Philip Thiele provides further information in his evidence (WG 1.2.2) on

the economics of the Scheme including the Benefits to Cost Ratio

(BCR).

An economic appraisal for a scenario with the staggered T-junction (in

lieu of the roundabout) at the eastern tie-in point was previously

undertaken. It demonstrated that the Scheme’s BCR would improve to

approximately 0.5 if the roundabout was changed to a staggered T-

junction.

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The staggered T-junction layout would require a change to the mainline

geometry, which would result in an earthwork surplus (70,000m3) along

with a greater environmental impact on an area of ancient woodland.

Engagement with the public and stakeholders was undertaken as part of

the Scheme’s development. Relevant details of how this impacted on the

form of the junction is provided in the following paragraphs.

The Scheme layout was presented to the DCFW on 15 June 2019,

which included a discussion around the junction strategy and form. The

following is an extract from their report:

“The choice of junction types, especially at either end of the scheme,

should be clearly justified based on land-take, lighting requirements,

safety, ecology and landscape setting. Based on early considerations, a

staggered T-junction seems more appropriate than a roundabout for the

village junction at the eastern end of the scheme.”

A Public Information Exhibition (PIE) was held on 25 and 27 April 2017

at the Llanddewi Velfrey village hall. The exhibition material highlighted

areas of the design that were under consideration, which included the

option of a roundabout or a staggered T-junction located east of

Llanddewi Velfrey. Written feedback from the exhibition showed no

discernible difference in terms of preference on junction form however

some stated that a roundabout would be considered safer and easier to

use.

Members of the project team presented the proposals to the Llanddewi

Velfrey Community Council on 12 July 2017. An overview of the Scheme

development was provided, and the eastern junction was discussed in

detail. The Community Council expressed a preference for the

roundabout layout.

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A letter dated 24 July 2017 was received by Welsh Government from

Simon Hart MP (Carmarthen West and South Pembrokeshire). It

explained that following the PIE, it was the view of the Community

Council and residents who have contacted him that: “a T-junction would

be a) dangerous, and b) cause lengthy delays which would in turn add to

the danger element.”

In my opinion, the proposal for the staggered T-junction would have

been an appropriate and safe junction form. The decision to progress

with a roundabout (in lieu of a T-junction) was made between the Welsh

Government and I, following public engagement and detailed appraisal

of the options.

The benefits of a roundabout (in lieu of a staggered T-junction) at this

location include:

Facilitate easier movement of large agricultural vehicles crossing the

A40;

Provide a safer opportunity for an at-grade walking and cycling

crossing point to connect the village to the Bethel chapel area and

property; and

Enabling a change in the horizontal alignment of the mainline to reduce

impact on an ancient woodland and associated habitat.

Mainline engineering and alignment – proposed new Trunk Road

and side roads

Overview

The highway alignments of the proposed new Trunk Road and side

roads are described in the Alignment and Junction Strategy Report (Doc.

4.04.02).

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During the development of the preliminary design and draft Orders, I

have led layout changes to the alignment along the Scheme corridor

when compared to the conceptual design. These changes, the process

of appraisal, and the benefits they have brought to the Scheme are

detailed in the Design Options Report (Doc. 4.04.01).

As explained in Section 3 of my evidence, the proposed new Trunk Road

would be a Wide Singe 2+1 (WS2+1) carriageway. The carriageway

cross-section generally accords with the layouts provided within

TD70/08. The cross-section of the WS2+1 carriageway is shown in

TD70/08 Figure 3/1.

TA46/975 Table 2.1 outlines the recommended flow ranges for new rural

road links. The traffic flows reported in Philip Thiele’s evidence (WG

1.2.2) are within the WS2 range. This information is summarised in

Table 1 below which shows the traffic flows for both the mainline

between Penblewin Roundabout to the Llanddewi Velfrey West Junction

and the Llanddewi Velfrey East junction. TD70/08 section 2.1 also states

that a WS2+1 carriageway is suitable for flows up to 25,000 Annual

Average Daily Traffic (AADT).

Table 1 Proposed New Trunk Road Flows and Cross-Section

Carriageway Standard

Opening Year AADT flow ranges from TA 46/97

Core scenario Forecast 2021 AADT - All WS2+1

Minimum Maximum

Penblewin to Llanddewi Velfrey West Junction

Llanddewi Velfrey West Junction to East Junction

S2 Up to 13,000

12,070 11,370 WS2 6,000 21,000

D2AP 11,000 39,000

The existing A40 Trunk Road between Penblewin Roundabout and the

top of Fron Hill (the extents of the Scheme) has 74 direct accesses onto

the carriageway. Table 2 provides a categorised summary of these direct

accesses.

5 DMRB Volume 5 Section 1 Part 3 - TA 46/97 - Traffic flow ranges for use in the assessment of new rural roads.

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Table 2 Summary of existing accesses to the existing A40

Access Type Number Note

Side Roads 8 Local Highways (adopted highway)

Private Access to property

34 Houses, private lanes, Private Means of Access

Field Accesses 25

Other 7 Rest area, petrol station, other businesses etc

Total 74

The proposed Scheme does not provide any direct access to the

proposed A40 Trunk Road, other than at the three junctions described in

paragraph 5.17 to 5.47 of my evidence.

All local connections to the Trunk Road are provided via new side roads,

PMAs and the detrunked carriageway.

Opportunities for overtaking are provided on the proposed A40 Trunk

Road in four sections; two westbound and two eastbound. Table 3

provides details of the proposed overtaking lengths.

Table 3 Overtaking provision

Chainage Overtaking Direction Overtaking Length

Ch0+000 to Ch1+325 Eastbound 1325m

Ch2+385 to Ch2+985 Westbound 600m

Ch3+035 to Ch 3+785 Eastbound 750m

Ch 3+850 to Ch 4+200 *** Westbound 350m

*** Note - an extension to the existing climbing/overtaking lane (up Fron Hill) which then terminates at the proposed Llanddewi Velfrey East Junction

The A40 Trunk Road would have a low road noise emitting surface.

Safety barriers, road markings and traffic signs would all be provided in

accordance with current design standards.

A Stage 1 Road Safety Audit (Doc. 4.04.05) has been carried out on the

draft Orders proposals in accordance with HD19/156. The auditor made

25 recommendations. The designer’s response to the auditor’s

6 DMRB volume 5 section 2 part 2 - HD19/15 – Road Safety Audit

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comments is provided in the Road Safety Audit Response Report (Doc.

4.04.06), in which I accept 23 of the auditor’s 25 recommendations.

For reasons explained in the Road Safety Audit Response Report, I

have proposed to the Welsh Government that two of the audit

recommendations are not accepted. At the time of writing this evidence, I

understand that the Welsh Government is preparing an exceptions

report to the Stage 1 Road Safety Audit which would accept that not all

of the auditor’s recommendations should be adopted.

Penblewin Roundabout to Ffynnon Wood

This section of my evidence describes the factors which were

considered and influenced the horizontal and vertical alignment of the

A40 Trunk Road between Ch 0+000 to Ch 1+100. Appendix A Figure 4

of my evidence contains a visualisation of the layout.

Pete Wells describes the ecological crossing points in his proof of

evidence (WG 1.5.2).

The highway alignment of the proposed new Trunk Road is described in

the Alignment and Junction Strategy Report (Doc. 4.04.02). The

horizontal and vertical alignment conforms to the requirements of

TD9/93.

The proposed A40 Trunk Road would run parallel to the existing A40

from Penblewin Roundabout to Ffynnon Wood. The existing A40 would

provide access to the existing rest area and local access to property,

fields and farms. The A40 Trunk Road would closely follow the level of

the existing ground, with the road on small embankments and/or shallow

cuttings.

I developed the horizontal alignment of the A40 Trunk Road in

collaboration with Andrew Sumner and Pete Wells to minimise the

ecological impacts. The A40 Trunk Road has been offset a minimum of

5m from the existing carriageway to minimise loss to the established

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hedgerow and mature trees. The land between the existing and

proposed A40 would be utilised for environmental mitigation. Andrew

Sumner describes the environmental mitigation in his evidence (WG

1.4.2)

The alignment was constrained by the tie-in to the Penblewin

Roundabout and the online section through Ffynnon Wood. The

alignment was developed to minimise visual impact and to minimise

earthworks (both cut and fill) with the aim of achieving an earthwork

balance where practicable. The alignment was refined to remove the

need for rolling crowns and to reduce the risk of flat spots leading to

standing water on the carriageway.

Side Roads

In this section of my evidence, I will explain the engineering layout of the

side roads, with a focus on where they affect landowners who have

objected to the Scheme.

Pembrokeshire County Council (PCC) is the Local Highway Authority for

side roads which cross the Trunk Road or require amending as part of

the Scheme as indicated in the SRO. The Alignment and Junction

Strategy Report (Doc. 4.04.02) provides engineering details of the side

roads and provides the standards used in the design of these routes.

The Scheme maintains connectivity of side roads that are crossed by the

line of the new A40 Trunk Road, either by overbridge or connected via

new side road links.

PCC has provided their agreement to the side roads proposals and

dialogue continues with them regarding the development of the Scheme

design. PCC has provided written support to the Scheme (R0052).

Several objections to the SRO were raised in relation to the provision of

PMAs, rather than new highway. Paragraphs 5.123 to 5.147 of my

evidence provides details of PMAs. The objections generally related to

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the maintenance and ownership liability of the PMAs and that the Local

Highway Authority should adopt them. The following paragraphs

describe the changes that have been made to the Scheme, following

publication of draft Orders. The changes have been discussed and

agreed in principle with those affected. Modifications to the draft Orders

are being prepared for these amendments and will be presented to the

Inquiry. A summary of the Modifications is provided in section 6 of my

evidence.

Trefangor Burial Ground Side Road

In this section of my evidence, I describe the layout of the Trefangor

Burial Ground Side Road and explain the reasons for the changes

following publication of draft Orders. Appendix B of my evidence

contains a plan of the proposed layout.

The Trefangor Burial Ground Side Road would link the A478 (north of

Penblewin Roundabout) to the existing side road which leads to

Trefangor Burial Ground. The route would provide access to the

Trefagor Burial Ground, Pencaerminau Farm, Bounty Farm and various

field access. This route is labelled 1/A and 2/A within the SRO.

I led the development of the layout of the Trefangor Burial Ground Side

Road from the February 2010 TR111 Preferred Route (Doc. 4.02.08) as

part of the design options process described in the Design Options

Report (Doc.4.04.01).

The alignment of the Trefangor Burial Ground Side Road, as shown in

the draft Statutory Orders, has been developed to enable passage by

agricultural vehicles. It has also been developed to reduce the amount of

land take required by the Scheme.

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Following publication of draft Orders and correspondence with

stakeholders, passing places have been provided along Trefangor side

road. These have been provided at regular spacings and allow large

agricultural vehicles to pass should there be a conflict along the side

road.

Concerns were raised regarding the alignment of the route at the

western end. Through further review and discussion with landowners, an

alternative alignment has been developed to create a more direct

alignment leading south from the junction with the A478. A passing place

can be provided closer to the junction to avoid conflicts on the northern

bend of the A478. This revised alignment would result in additional land

take from the landowner requesting the change, which has been agreed

with the landowner.

Modifications to the CPO and SRO (MOD 06) are being prepared to

accommodate the changes discussed following the publication of draft

Orders. The proposed modifications have been discussed with PCC and

are accepted in principle following a meeting held with them on 21

October 2019.

Henllan Lodge Side Road

In this section of my evidence, I describe the layout of the Henllan Lodge

Side Road and explain the reasons for the changes following publication

of draft Orders. Appendix B of my evidence contains a plan showing the

proposed layout.

The Henllan Lodge Side Road would provide a link between the existing

A40 Trunk Road (to be partially detrunked) and the Henllan Lane.

The proposed route runs to the north of Henllan Lodge. This route is

labelled 2/B within the SRO.

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I led the development of the layout of the Henllan Lodge Side Road from



4.04.01).

The Scheme retains part of the existing A40 as a parallel route to the

south of the proposed A40 Trunk Road. The existing A40 is tied into the

local road that leads to Henllan Farm, by a 160m long link road, that

passes to the north of the property known as Henllan Lodge.

Following publication of draft Orders and correspondence with

stakeholders, the road around Henllan Lodge has been widened locally

to better accommodate HGV traffic undertaking the manoeuvre around

the Lodge. In addition to the widening of the road, a passing place has

been provided immediately to the west of the Lodge which would allow

agricultural traffic to pull in should there be a conflict at the bend.



Orders. The proposed modifications have been discussed with PCC and

are accepted in principle following a meeting held with them on 21

October 2019.

Ffynnon Lane

In this section of my evidence, I describe the layout of the Ffynnon Lane

and explain the reasons for the changes following publication of draft

Orders. Appendix B of my evidence contains a plan showing the

proposed layout.

The area of Ffynnon would be accessed from a northern arm off the

proposed Llanddewi Velfrey West (staggered) Junction. The access

would serve a number of farms, residences and a Chapel. The existing

lane would be re-used for the majority of the Ffynnon access and new

roads and junctions provide to tie-in with proposed A40 trunk road.

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The proposed cross-section matches the existing lane for continuation of

road class and appropriateness. The vertical alignment follows the

profile of the existing ground. The SRO includes the proposals as a PMA

and is shown on Site Plan 2 of the draft Side Roads Order, labelled:

2/5a, 2/6a, 2/11a, 2/7a, 2/8a, 2/9a, 2/12a, and 2/10a.

I led the development of the layout of the Ffynnon Lane Side Road from



4.04.01).

Following the publication of draft Orders, several objections have been

received in relation to the designation of the Ffynnon Lane as a PMA.

Land ownership data for the Scheme has been obtained from Land

Registry searches and verified through sending Land Ownership

Questionnaires. The land ownership data obtained for the Scheme from

Land Registry shows that Ffynnon Lane is unregistered. Land ownership

is therefore unknown.

Discussions with PCC during the preliminary design stage of the

Scheme confirmed that Ffynnon Lane was not part of their adopted

highway network. As such, it was listed in the draft SRO for this Scheme

as a PMA, which reflects the information obtained from Land Registry

and the information from PCC.

Following the publication of the draft Orders, a meeting was held on 21

October 2019 between members of the project team and PCC at which

ownership of Ffynnon Lane was discussed. I can confirm that PCC has

agreed to adopt the entire length of Ffynnon Lane up to and including

the turning head at the western end, following a meeting held with them

on 21 October 2019.

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The width of the existing section of Ffynnon Lane is two lanes wide,

however one lane is covered by the build-up of debris (mud and dirt)

which has accumulated over many years. The clear width of the track is

a single lane. There is sufficient space for a vehicle to pull over on the

southern side to allow passing of vehicles.

As part of the Scheme, the Welsh Government would clear the debris

along the lane to provide a clearer width for passing of vehicles.

The side road proposals between the proposed A40 staggered junction

and the existing Ffynnon Lane would be a wide single carriageway with

a single lane.

The proposed side road would provide access for the track known as

Beili-bach Lane. A HGV can navigate the proposed junction between

Ffynnon Lane and Beili-bach Lane. The area would provide a turning

head, which would be maintained by PCC, within which delivery

vehicles, refuse collections and other vehicles would be able to turn to

gain access to Penrhiw Cottage. Beili-bach Lane would remain in private

ownership.


accommodate the changes, to reflect the minor amendments to the

length of Ffynnon Lane labelled: 2/5a, 2/6a, 2/11a, 2/7a, 2/8a, 2/9a and

2/12a.

Bethel Lane

In this section of my evidence, I describe the layout of the proposed

Bethel Lane and explain the reasons for the changes following

publication of draft Orders. Appendix B of my evidence contains a plan

showing the proposed layout.

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The proposed Bethel Lane would provide access from the Llanddewi

Velfrey East Junction. The northern arm would access the properties

known as Bethel Cottage and the Vestry. The lane would tie-in to the

existing lane directly to the south of the Vestry. The access to Bethel

Chapel is to the north of the tie-in. The lane also provides access to the

properties and farms to the north.

Bethel Lane is shown on the SRO Site Plan 3 and is labelled 3/8a and is

designated a PMA. The existing lane would provide access to the

Chapel and surrounding properties, which are labelled: 3/8b, 3/12a and

3/13a.

I led the development of the layout of Bethel Lane from the February

2010 TR111 Preferred Route (Doc. 4.02.08) as part of the design

options process described in the Design Options Report (Doc. 4.04.01).


received in relation to the designation of Bethel Lane as a PMA rather

than being an adopted side road.

A meeting was held on 21 October 2019 between members of the

project team and PCC at which the ownership of Bethel Lane was

discussed. I can confirm that PCC has agreed to adopt the length of

Bethel Lane from the proposed roundabout to Bethel Chapel following

the meeting with them on 21 October 2019.

A passing place is now also proposed along Bethel Lane in order to

provide a passing opportunity for approaching vehicles.

The length of road located along the southern side of Bethel Chapel

and Bethel Cottage (referenced as 3/13a and part of 3/12a) is a PMA

and would remain in the ownership of Bethel Chapel.

Whilst the Scheme would affect the current parking provision for the

Chapel, which utilises the existing layby forming part of the existing

Trunk Road, an area of the layby would be retained and could be utilised

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as car parking for the Chapel. This area is designated as PMA and is

labelled 3/13a on the SRO.



Orders, to reflect the minor amendments to the length of Bethel Lane

labelled: 2/5a, 2/6a, 2/11a, 2/7a, 2/8a, 2/9a and 2/12a.

Awelfa cul-de-sac

In this section of my evidence, I describe the layout of the section of

road referred to as the Awelfa Cul-de-sac and explain the reasons for

the changes following publication of draft Orders. Appendix B of my

evidence contains a plan showing the proposed layout.

The existing A40 that is adjacent to the properties known as Croft

House, Penllain, Arfryn, Bryn Helog and Awelfa, would be detrunked and

retained as a side road. I have referred to this section of road as the

“Awelfa Cul-de-sac”. The Line Order includes this section as highway to

be detrunked and forms part of the section labelled C to D. The SRO

provides a junction between the Awelfa Cul-de-sac and the proposed

A40 Llanddewi Velfrey Village Link Road.


received in relation to the Awelfa Cul-de-sac. Several amendments have

been made following discussions with those affected.

There are no proposals to alter the existing footway located outside the

properties served by the Awelfa Cul-de-sac.

A turning area suitable for a service / emergency vehicle has been

proposed to serve the properties within the Awelfa Cul-de-sac.

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The proposals do not change the width of carriageway for the Awelfa

Cul-de-sac except at the property known as Croft House. Due to the

proximity of the existing highway (immediately in front of Croft House to

the proposed new link between the proposed Llanddewi Velfrey East

Junction and the village), there is a need to marginally reduce the width

of the carriageway at this location. Segregation between the new link

and the Awelfa Cul-de-sac is required for safety purposes.

A modification to the SRO (MOD 12) is being prepared to


Orders. The proposed modification has been discussed with PCC and is

accepted in principle following a meeting held with them on 21 October

2019.

Llanddewi Velfrey Village Link Road

In this section of my evidence, I describe the layout of the Llanddewi

Velfrey Village Link Road and the reasons for the layout of the route.

The proposed Llanddewi Velfrey Village Link Road would provide a link

from the proposed Llanddewi Velfrey East Junction to the existing A40 at

Llanddewi Velfrey, tieing-in immediately east of the entrance to Glenfield

Farm. The existing A40 leading into the village has a gradient of 9%. The

Llanddewi Velfrey Village Link Road is shown on SRO Site Plan 3 and is

labelled 3/E.

The conceptual design of the Llanddewi Velfrey Village Link Road

would have provided a link from the Llanddewi Velfrey East Junction

back to the existing A40 through the village. The alignment would have

required a retaining structure 230m long and 10.8m tall at its highest.

The gradient of the link would have been 8%. The alignment would have

passed to the north of the properties known as the Croft House, Penllain,

Arfryn, Bryn Helog and Awelfa. Access would have been provided to

these properties via a new access road that tied-in to the west of the

new link road.

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I led the development of the layout of the Llanddewi Velfrey East

Junction and the village Link Road from the February 2010 TR111

Preferred Route (Doc. 4.02.08) as part of the design options process

described in the Design Options Report (Doc. 4.04.01).

The length of the Village Link Road is determined by the proposed

level of the Llanddewi Velfrey East Junction and the allowable gradient

(10%) in the DMRB. As a consequence, the western tie-in of the Village

Link Road to the existing A40, is located immediately east of the

Glenfield Farm access.


received in relation to the alignment of the proposed Llanddewi Velfrey

Village Link Road.

Reference has been made to an ‘April 2017’ proposal for the side road

into the village. Appendix A Figure 5 of my evidence, displays an extract

of the exhibition board that was presented to the public at an exhibition

in Llanddewi Velfrey village hall on 25 & 27 April 2017. This shows the

side road link with a tie-in to the existing highway located further east

than the current proposal. The tie-in point is approximately directly east

of the property known as Croft House. However, various options were

still under consideration at that time.

The placement of the roundabout has been amended since the location

shown during the exhibitions in April 2017. This amended location would

reduce the impact on the existing A40, therefore allowing for a free flow

of traffic during construction. If the roundabout remained in the same

position as shown in April 2017, there would be a significant impact on

traffic flow along the A40, resulting in substantial challenges during

construction.

A minor amendment to the SRO is required as a modification (MOD

10) to include the correct reference to the Village Link Road within the

SRO Schedule. There is no material change to the layout.

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Private Means of Access

Overview

Private Means of Access (PMAs) are to be stopped up or provided for

where the Scheme requires an alteration to existing access to premises.

The SRO includes for a number of PMAs as summarised in the SRO

Schedule. The reference numbers identify the PMAs on the SRO site

plans.

In the development of the Scheme, I have considered the access

arrangements for those affected by the Scheme to ensure that the

diversion routes are reasonably convenient in both the temporary

construction phase and in the permanent case. Due to the Scheme

limiting direct accesses to the proposed A40 Trunk Road, several of

those affected would experience a diversion length which I discuss in the

following sections of my proof.

A number of land interests in the CPO have objected to the Scheme on

account of changes to their PMAs. In the following section of my

evidence, I will describe amendments that have been made to PMAs as

a result of objections and correspondence since the publication of the

draft Orders. All Modifications are being consulted upon with relevant

interests and details provided in the modifications package to be

presented at Inquiry. A summary of the Modifications is provided in

section 6 of my evidence.

Several objections were raised in relation to the provision of PMAs

within the SRO rather than new highway. Paragraphs 5.66 to 5.122 of

my evidence provides details of these routes that are now proposed to

be side roads. Modifications to the draft Orders are being prepared for

these amendments.

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Pencaerminau Farm Access

Margaret Rhian Thomas (R0026) has objected to the lack of eastbound

direct access to the proposed A40 Trunk Road.

No PMA or side road access has been provided in the draft Orders to

provide eastbound access from the lane leading from Pencaerminau to

the proposed Fffynnon Access Road and onwards to the A40 Trunk

Road.

From Pencaerminau Farm, any person wishing to travel east to

Carmarthen would have to travel in a generally westerly direction along

Trefangor Side Road, turn in a generally southerly direction along the

A478 to Penblewin Roundabout, and travel in a generally easterly

direction along the proposed A40 trunk road. The length of this diversion

is approximately 2.8km in length.

No SRO modification is proposed to provide this PMA.

Glenfield Farm Access

In this section of my evidence, I describe the layout of the Glenfield

Farm Access and explain the reasons for the changes following

publication of draft Orders.

Glenfield Farm has several accesses affected by the Scheme.

Following publication of the draft Orders, Miss Rowlands (R0019)

objected to several of these accesses which are detailed in the following

paragraphs.

An existing field access located approximately 110m east of Awelfa is

to be stopped up in the SRO. A new PMA was proposed (labelled 3/6a

on Site Plan 3) and located immediately east of Awelfa. Access to field

access 3/6a from Glenfield Farm would be via the Village Link Road and

through the Awelfa Cul-de-sac.

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Miss Rowlands would like to retain the existing access to minimise

impacts on more valuable farmland. This has been considered further

and through discussions with Miss Rowlands, a proposed modification to

the SRO has been prepared (MOD 13). This would retain the existing

access and that the road (existing A40 to be stopped up) leading up to

that access east from Awelfa would be designated a PMA for Glenfield

Farm.

A new PMA was proposed, labelled 3/10a on Site Plan 3 of the SRO,

which re-provides field access following the stopping up of access 3/10.

Miss Rowlands outlined that the location of this field access would not

be particularly favourable as the access location is on a particularly

steep part of the field and expressed concerns regarding access for

agricultural vehicles due to the gradient of the field at this location.

After reviewing the proposals, the project team offered an alternative

access location near to the existing access that would be stopped up

(3/10). Miss Rowlands raised additional concerns about this proposal

regarding the area of land being taken to provide access.

The project team offered to revert to the original proposal included

within the SRO but to undertake works to provide a suitable area at the

entrance to the field to allow agricultural vehicles to enter. The design of

this suitable access area would be developed at the detailed design

phase of the Scheme. This proposal would not require a modification to

the draft Orders documentation as there is no change to the PMA

location.

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Access to Gwyndy Fach

Miss Rowlands (R0019) objected to the inclusion of SRO plot 3/11a

within the SRO. This is required for widening the junction between

Bethel Lane and the lane leading to Gwyndy Fach. This widening is

essential to ensure that emergency vehicles can gain access to the

properties along the Gwyndy Fach lane in the event of an emergency.

Access to Blaen-Pentroydin

The lane leading to Blaen-Pentroydin is included within the draft Orders

and is labelled SRO plots 3/3a, 3/3b and 3/3c. The PMA follows the

route of the existing PMA, shown as SRO plot 3/3. The route is included

within the draft Orders to:

provide access for additional users of the lane to land that would

otherwise be left severed by the Scheme;

retain the existing PRoW that currently exists along the lane to gain

access to the proposed underpass, which provides connectivity

between PRoWs located either side of the proposed A40 mainline; and

provide an Easement (a right of access under Section 250 of the

Highways Act 1980) for the Welsh Government and its agents to

access the proposed underpass for periodic maintenance. In

accordance with BD 63/177, General Inspections of highway structures

are required every two years, and Principal Inspections of highway

structures are usually required every six years.

Mr Carrington (R0036) of Blaen-Pentroydin and Mr Lewis (R0037) of

Pengaer have objected to the PMA proposals on the grounds of

provision of passing places on the lane. The lane is in the ownership of

Mr Lewis with access rights granted to Mr Carrington (Blaen-Pentrodyin).

7 DMRB Volume 3 Section 1 Part4 - BD 63/17 - Inspection of Highway Structures.

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Mr Carrington has obtained planning permission for works to the

junction of the lane with the existing A40. This planning permission

would allow him to convert the existing pedestrian and vehicular gate at

the junction into a cattle grid (thereby widening the current access

provision). Should the Scheme proceed through the statutory

procedures, the Welsh Government would undertake the works outlined

within the planning permission.

Whilst construction is currently proposed to start in spring 2021, Mr

Carrington has been advised that there are risks to the proposed

construction programme due to the statutory processes remaining and

as such, given that the planning permission is only usually valid for a

fixed term of five years, the works at the entrance of the lane should not

be delayed due to the Scheme.

Concern was raised regarding adequate passing places along the lane.

Given that large agricultural vehicles are now expected along the lane,

two areas suitable for passing along the lane would be provided. One

would be located on the southern side of the north-south section of the

lane (located approximately 160m from the junction of the lane with the

A40). The other would be located at the northern end of the existing

north-south section of the lane. Appendix B of my evidence contains a

plan of the amended layout.

In addition to the provision of passing places, works would be

undertaken along the lane to pipe the existing drainage ditch on the

western side of the lane and infill the ditch with suitable stone / gravel.

This would widen the existing access.

There are no resurfacing works proposed along the current extent of

the lane leading to Blaen-Pentroydin. No modifications to the draft

Orders are proposed as it is within the existing extents of the lane and

land within the CPO.

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Existing Rest Area Access

There is currently a Welsh Government owned and maintained Rest

Area located 350m east of Penblewin Roundabout, accessed directly off

the A40. This Rest Area contains parking for cars, buses, and HGVs,

and offers toilet facilities, a picnic area and an emergency phone.

The proposed A40 Trunk Road would be located north of and run

parallel to the existing A40. As a result, the proposed A40 Trunk Road

would bypass the Rest Area to the north and would not provide a direct

access to it.

The Rest Area is an important facility to be retained as it provides a

safe, convenient stopping point for traffic that uses the Trunk Road.

The proposed Scheme provides access to the Rest Area by retaining

the existing A40 to the reconfigured Penblewin Roundabout. The

existing A40 up to the Rest Area would be retained as a Trunk Road.

The section of existing A40 to the east of the rest area would be

detrunked, as shown in the Line Order.

I considered different forms of access to the Rest Area through the

development of design and consulted with Welsh Government’s Network

Management team. The Design Options Report (Doc. 4.04.01) contains

a file note, which outlines the options considered.

Structures

In this section of my evidence, I will describe structures provided where

they interface with objectors’ land interests and give reasons for the

location and siting of structures.

Bridges and underpasses are proposed at interfaces between the

proposed new Trunk Road and side roads, PRoWs and PMAs. Principal

structures are indicated on the general arrangement drawings in ES

Chapter 2.

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Natural Resources Wales (NRW) have objected to the Scheme in

relation to the ES not demonstrating that the mitigation measures put

forward for the Scheme are likely to function effectively for the range of

species present. A meeting was held with NRW on 21 November 2019

to discuss their points of objection and to propose further mitigation

measures. Subsequently, a Protected Species Mitigation Strategy

document has been prepared, which Pete Wells will address within his

evidence (WG 1.5.2). This includes several changes to structures as I

outline in the following sections where appropriate. At the time of writing

evidence, NRW were maintaining their objection.

WCHR Underpass SBR-0170

The underpass located at Ch1+680 would provide connectivity to the

proposed cycleway/bridleway to the south and the new highway at

Ffynnon to the north. It forms part of the environmental mitigation as a

crossing point for protected species, which Pete Wells will address in his

evidence (WG 1.5.2). A general arrangement drawing of the structure is

included within Appendix C of my evidence.

The proposed underpass would be approximately 42m long (27.5m

excluding wing walls), 3.4m high and 3m wide and carry the carriageway

over the proposed PRoW.

The conceptual design located an underpass at Ch1+280. Through

public engagement and design development, I moved the location of the

underpass to Ch1+680 for the following reasons: enhanced local

connectivity for residents at Ffynnon, improved location for a protected

species crossing point and improved drainage of the structure.

Connectivity to the existing PRoW network is through new routes

provided in the SRO, labelled 2/C and 2/D.

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Farm Access and Pedestrian Underpass (SBR-0260)

The proposed underpass located at Ch2+630 provides: farm access, a

crossing point for diverted public footpath, watercourse crossing and

forms part of the environmental mitigation as a crossing point for

protected species. A general arrangement drawing of the structure is

included within Appendix C of my evidence.

The proposed underpass would be approximately 70m long (50m

excluding wing walls), 3.2m wide and 3.2m high and carry the proposed

A40 Trunk Road over the access, PRoW and watercourse.

During the design development, I decided to combine several

structures, such as underpass, protected species crossing and

watercourse culvert. This provides a more efficient layout, reduced

scheme cost and reduced maintenance liability. The landowner who

would use the underpass for farm access was engaged to agree the

dimensions of the underpass to allow for cleaning and maintenance of

the surface of the underpass.


provided in the SRO, labelled 2/H.

Llanfallteg Road Overbridge (SBR-0285)

The proposed Llanfallteg Road Overbridge would carry the Llanfallteg

Road over the proposed A40 Trunk Road at Ch2+830. A general

arrangement drawing of the structure is included within Appendix C of

my evidence.

The structure span is approximately 53m (between abutment

centrelines) with an overall width of 7.6m. The minimum vertical

clearance over the proposed A40 Trunk Road is 5.7m. The structural

form is proposed to be a three span precast pre-stressed concrete

bridge integral with its abutments and piers.

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Seven objections (references R0039, R0042, R0043, R0044, R0045,

R0056 and R0057) were raised in relation to the height of the bridge

parapets provided on the proposed Llanfallteg Road overbridge. The

height and infill of the proposed parapet is in accordance with DMRB

guidance.

The proposed structure included 1.5m high aluminium parapets. The

lower 0.6m portion of the parapet consists of a solid infill, which

obstructs the view of the road below, therefore reducing the risk of users

(especially horses and cattle) from being startled by passing traffic. The

remaining 0.9m consists of a mesh infill, which would prevent loose

debris, stones or snow from falling onto the road beneath.

The design of structures along the Trunk Road network are subject to a

technical approvals process. The design of Llanfallteg Road overbridge

has been subject to this process; the result of which was that 1.5m high

parapets, with a solid infill for the bottom 0.6m, were specified. This was

to cater for the likely user groups and due to the probability of cattle

being led along the highway between fields.

Additionally, although Llanfallteg Road is designated as a highway (and

therefore open to equestrian use) this is not a reason in itself to provide

equestrian height parapets on all overbridges.

Whilst I am satisfied that the parapet height proposed along Llanfallteg

Road Overbridge complies with the relevant standards, and that the

design of the overbridge has been subject to the appropriate technical

approvals, I acknowledge that there would be benefits to the provision of

1.8m high parapets for Llanfallteg Road Overbridge, both in terms of

safety and perceived safety for equestrian users.

Following response to the seven objections confirming the change to

the parapet height, six objections were withdrawn. At the time of writing

this evidence, R0042 remains as an objection. Two of the objectors have

since provided support to the Scheme.

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At the meeting on 21 November 2019, NRW requested that the parapet

infill is increased to enhance the effectiveness of the crossing point for

bats. They welcomed the increase of height of parapet to 1.8m. It is

proposed that the bottom 1m of the parapet is infilled, which is outlined

in the Protected Species Mitigation Strategy Document contained in the

appendix of Pete Wells’ evidence (WG 1.5.2).

Pedestrian Underpass (SBR-0330)

This section of my evidence describes the proposed pedestrian

underpass combined with watercourse and wildlife crossing at Ch

3+270, and the reasons for the change from the originally proposed

separate structures at Ch 3+250 and Ch 3+300.

A pedestrian underpass was initially proposed at Ch3+300, to provide

for a diverted public footpath beneath the proposed A40 Trunk Road and

was proposed to be utilised as a protected species crossing point. A

general arrangement drawing of the structure is included within

Appendix C of my evidence.

The underpass was approximately 50m long (40m excluding wing

walls), 3.3m wide and 2.6m high.

A 1.8m diameter culvert was initially proposed at Ch3+250, which

would carry a watercourse and also provide a protected species bat

crossing point. NRW’s objection expressed concern that this structure at

the originally proposed location would not provide an effective bat

crossing for mitigation. At the meeting with NRW on 21 November 2019,

options were discussed for increasing the size of the culvert to improve

the effectiveness as a bat crossing point. Pete Wells provides further

detail in his evidence (WG 1.5.2).

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Given the close proximity between the proposed Pedestrian Underpass

(SBR-0330), the proposed culvert and the proposed dormouse crossing

structure, it has been decided to combine these into one structure

located at Ch3+270. This new proposed structure would provide for the

diverted public footpath, the watercourse and provide a crossing point for

protected species, including bats and other mammals. Appendix A

Figure 6 of my evidence shows the proposed crossing point and

structure cross-section as outlined within the Protected Species

Mitigation Strategy; a copy of which is contained within Pete Wells’


In this proposal, the watercourse would require a cascade feature

down the side of the proposed embankment on the northern side of the

underpass to tie the structure back into the existing watercourse invert

level.


provided in the SRO, labelled 3/C.Additional Structures following draft

Orders

This section of my evidence describes the proposed additional

structures which have been identified since the publication of the draft

Order and the reasons for them.

Two further species mitigation crossing points were discussed at the

meeting with NRW on 21 November 2019 at Ch3+000 and Ch 3+100.

Both these crossing points are 1.8m diameter culverts. Options were

discussed for increasing the size of the culverts to improve the

effectiveness as a bat crossing point. Pete Wells provides further detail

in his evidence (WG 1.5.2).

The crossing point at Ch3+000 is only intended as a bat and dormouse

crossing point. It has been decided to increase the size of this culvert to

a minimum of a 3m height by 3m wide box. Appendix A figure 7 shows

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the proposed structure. A dormouse box would be included within the

structure, similar to that shown in Appendix A figure 6.

The proposed crossing point at Ch3+100 would convey a watercourse

and become a protected species crossing. Due to the depth and length

of the proposed culvert, it is now proposed to include an additional

structure at a higher level within the embankment. Appendix A figure 7

shows the proposed structure along with the proposed 1.8m diameter

culvert provided at the lower level. A dormouse box would be included

within the structure, similar that shown in Appendix A Figure 7 of my

evidence. This would negate the need for the proposed dormouse

crossing point at Ch3+120.

Improvements to the existing A40 (to be detrunked)

The Welsh Government sees the proposed improvements enabled by

the detrunking of the existing A40 to be complementary to the Scheme

and draft Orders as described in Mark Dixon’s evidence (WG 1.1.2). The

proposals are summarised in the following paragraphs and shown on

drawings contained within the Active Travel and Detrunking Proposals


The Line Order shows the extents of the existing A40 trunk road that

would be detrunked. The detrunked carriageway would become the

responsibility of PCC (the Local Highway Authority).

Proposals for the existing road has been considered as part of the

development of the preliminary design. The Active Travel and

Detrunking Proposal Report (Doc. 4.04.07) describes the measures

considered. PCC provided their broad agreement to the Detrunking and

Active Travel proposals at a meeting at 21 October 2019. Dialogue

continues with PCC regarding the development of the Scheme design.

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The public has been engaged during development through Public

Information Exhibitions, which has helped shape the proposals. The

Active Travel and Detrunking Proposal Report (Doc. 4.04.07) provides a

summary of the engagement.

The Active Travel and Detrunking proposals would not require any

additional land to that contained within the CPO. All the proposals would

be provided within the existing highway boundary.

The proposals contained within the Active Travel and Detrunking

Proposals Report (Doc. 4.04.07) complement the Scheme objectives

and comply with the requirements of the Active Travel (Wales) Act 2013

(Doc. 4.01.13), and the Well-being of Future Generations (Wales) Act

2015 (Doc. 4.01.10).

Section A refers to the existing section of the A40 located between the

Penblewin rest area and the side road next to Henllan Lodge.

Sections B and C refer to the eastern section of the A40, with Section

B located between the proposed Llanddewi Velfrey West Junction and

the village entrance signs, whilst Section C covers the existing section of

the A40 located through the village.

The proposals are:

The priority at the entrance to the rest area would be altered to

make it the primary route from the Penblewin Roundabout. The

detrunked A40 throughout Section A should be narrowed to 4.8m,

and the reclaimed land should be landscaped to provide a ‘country

lane feel’.

The bridleway proposed between Sections A and B as part of the

main Scheme would be upgraded to incorporate a shared

pedestrian and cycle path at the toe of the proposed A40 Trunk

Road.

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The speed limit would be reduced to 30mph throughout Sections

B and C.

A new unsegregated shared pedestrian and cycle track would be

provided throughout Sections B and C. To accommodate this, the

detrunked A40 carriageway should be narrowed to a width no

less than 5.5m. Where the width of the new pavement and

carriageway exceeds that of the available corridor, the corridor

should be extended to incorporate existing highway verges to the

north of the carriageway.

The side road junctions in Section C would be narrowed and side

road entry treatments should be provided.

The dedicated right-turn lane near the war memorial should be

removed, and the carriageway width reduced to 5.5m. The

reclaimed land would be landscaped to extend the soft

landscaping around the war memorial.

The existing uncontrolled pedestrian crossing at the war

memorial would be upgraded to a parallel crossing.

Uncontrolled pedestrian crossings would be provided to the two

PROWs which intersect the existing A40 to the north in Section

C.

Earthworks and Geotechnics

Earthworks, geotechnical works and foundations are described in the

Geotechnical Design Report (GDR) (Doc. 4.04.08) The earthworks,

together with the highway alignment, play a significant role in defining

the land required in the CPO to construct the Scheme. In my evidence, I

will explain matters of engineering earthworks design relating to the

requirement of land in the CPO.

The ground conditions pertaining to the Scheme have been obtained

from ground investigation reports listed in ES Chapter 6 and in the

Ground Investigation Report (GIR), contained within Volume 3B

Appendix 6.3 of the GIR.

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Bulk earthworks are described in the GDR Section 3, Table 1. Table 4

below provides a summary of the earthworks for ease of reference.

Table 4 Earthworks summary

Earthworks section

Chainage (m) Earthwork feature Approximate maximum height*

From To

Penblewin Roundabout

Includes 0+000

0+040 Cutting (localised embankment in western end)

5m cutting 5m embankment

Embankment 1 0+040 0+370 Embankment 2.5m

Embankment 2 0+370 1+610 Embankment (localised cutting in western end)

4m (<2m localised cutting)

Approach cutting to Underpass 1

1+300 1+300 Cutting 6m

Embankment 3 1+610 2+030 Embankment 9m

Cutting 1 2+030 2+460 Cutting 6m





Llanddewi Velfrey Roundabout

Beyond 3+850 Cutting / Embankment 15m cutting 12m embankment

Note: *Height based on maximum height from toe to crest of earthwork

Details of the earthwork slopes to cuttings and embankments are

provided in Section 3 of the GDR (Doc. 4.04.08) with further detail

provided in Appendices A to D of the GDR (Doc. 4.04.08) for principal

embankments and cutting earthworks sections.

Earthwork embankments and cuttings are generally proposed at a

slope of 1(V):2(H). However, due to the presence of cohesive ground

and shallow groundwater conditions within the areas of embankments 4

(ch2+460 to ch2+720) and 5 (ch2+950 to ch3+480) and cuttings 2

(ch2+720 to ch2+950) and 3 (ch3+480 to ch3+850), these are proposed

to have slopes of 1(V):2.5(H). Further details are provided within the

GDR (Doc. 4.04.08)

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The land required for the earthwork slopes, as described, has been

allowed for within the CPO and is based on the data available at the time

of design development and considered essential for the Scheme.

The Scheme engineering design has been optimised with the aim to

achieve a balance of bulk cut and fill earthworks where practicable.

Engineered materials such as capping and subbase would need to be

imported. ES Chapter 16 (Materials) provides further details of materials

use.

Highway Drainage

The highway drainage system is described in the Drainage Strategy


Where the Scheme would be constructed on the line of the existing

A40 Trunk Road, the existing highway drainage network would be

abandoned and replaced with a new network.

A positive drainage system would be provided for the Scheme which

would ensure that there is no surface water flooding for a 1 in 5-year

return period event. This design standard is in accordance with DMRB

which includes an allowance for climate change.

On embankments, the surface water runoff would be collected by kerbs

and gullies. In cuttings, the surface water would runoff into filter drains

located in the verges. For both embankments and cuttings, the surface

water runoff would then be conveyed in below ground pipes to

attenuation facilities.

Surface water attenuation would be provided in basins/ponds, sized to

accommodate the 1 in 100-year event plus 30% to allow for climate

change. Flow control devices located adjacent to the proposed

attenuation basins/ponds would restrict the surface water runoff to the

Greenfield Runoff Rate prior to discharge to the receiving watercourses.

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During the development of the design, I have considered the number

and locations of the attenuation basins/ponds. The basins/ponds are

generally limited in their locations due to topography and possible

discharge locations. Four attenuation basins/ponds are proposed in the

Scheme. Attenuation basin/pond B could potentially have been sited to

the north or south of the proposed A40 Trunk Road. The Design Options

Report (Doc. 4.04.01) explains the decision for locating the pond/basin

to the south.

An assessment on water quality has been made in accordance with

HD45/098 and is included within ES Chapter 7. This has concluded that

sufficient water quality is achieved without a requirement for Oil

Separators.

The CPO includes for land for attenuation basins/ponds, which are

essential for the Scheme. Access for maintenance of attenuation

basins/ponds and drainage features has been considered and rights for

access are included within the CPO.

An overland flow analysis has been carried out, which shows no impact

upon third party land.

There have been no objections to the Scheme from NRW or PCC in

relation to the highway drainage.

Land Drainage

The Scheme crosses a number of existing land drainage watercourses.

The flow of water in these would be maintained with a combination of

culverts and/or underpass structures. The use provision of these

structures has been coordinated with the environmental mitigation

design to include for protected species mitigation. Refer to paragraphs

5.153 to 5.182 for further details of where culverts have been amended

8 DMRB Volume 11 Section 3 Part 10: HD45/09 – Road drainage and the water environment

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to underpass structure as a result of changes to the Scheme following

publication of draft Orders.

Cut-off ditches at top of cuttings and bottom of embankments would

intercept natural runoff. If the natural topography falls away from the

road alignment, cut-off ditches are not included other than to mitigate

local flooding risk.

The CPO includes for land that is essential for cut-off ditches, culverts

and watercourse alterations.

An objection (R0023) has been received in relation to the impact of the

Scheme on the land drainage of Pentroydin Fawr Farm. As part of the

drainage proposals for the proposed Scheme, drainage ditches would be

provided along the perimeter to ensure that surface water runoff from

embankments is prevented from flowing onto adjoining agricultural land.

Similarly, where the highway is located in cutting, these cut-off ditches

would ensure that surface water runoff from adjoining land does not flow

down the embankment and onto the highway.

It is acknowledged that the existing filter drains on the land in the

ownership of Pentroydin Fawr Farm would be severed by excavations

for cutting slopes. However, these filter drains would be connected into

the cut-off ditches incorporated as part of the Scheme and would,

therefore, continue to maintain drainage to the adjoining farmland.

Construction

Construction and buildability of the Scheme has been considered

throughout the development of the preliminary design.

I worked closely with the construction engineers from Carillion (prior to

their liquidation) as part of the ECI team to develop the designs and to

ensure that the buildability of the Scheme has been incorporated in the

design and in the CPO. Subsequent to Carillion’s liquidation, my team

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has reviewed the design and layouts from a buildability perspective to

validate the decisions made by Carillion.

The Construction and Buildability Report (Doc. 4.04.09) provides

further detail on the construction consideration and buildability of the

Scheme. The report was prepared by my colleague Gary Crisp, who has

over 30 years’ experience in construction management. I adopt this work

as my own.

Temporary Diversions and Phasing

In the following paragraphs, I provide a summary of the key interfaces

with the existing road network and a description of the construction

phasing. Indicative phasing diagrams are included within the Appendix of

the Construction and Buildability Report (Doc. 4.04.09).

Throughout the construction period, all the existing routes would

remain open and access would be maintained to all properties along the

Scheme.

The tie-in at Penblewin Roundabout would require a series of

temporary arrangements in order to construct the proposed Scheme.

During the online reconstruction through Ffynnon Wood, there would

be a short-term requirement for single lane working controlled by traffic

lights where temporary over-widening is unfeasible. Traffic lights may be

required during tie-in periods and when creating local accesses.

Llanfallteg Road would be transferred onto a temporary alignment to

the west allowing the new overbridge to be built before transferring back

onto its existing alignment. CPO Plots 2/10d, 2/10e, 2/10f, 2/10g and

2/10h have been included within the CPO as Essential Licence to allow

for the construction of the temporary route.

During the creation of the tie-in at Llanddewi Velfrey East Junction,

there would be a short-term requirement for traffic to use temporary

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over-widened surfaces in order to reduce the need to restrict traffic to

single lanes. Traffic lights may be required during tie-in periods and

creating local accesses.

PRoW during construction

ES Chapter 15, Section 15.7 (Doc. 3.15.01) details the assessment of

potential construction effects on the PRoW network. Table 5 below

provides a summary of the PRoWs that are affected during construction.

Table 5 PRoW Temporarily affected during construction

PRoW Reference

Location Temporary Effect

SP19/31/3 Bounty Farm Access Road

The footpath will remain open with a localised temporary diversion during construction. Once the new side road leading to Trefangor Burial Ground is complete, the footpath leading to the existing A40 will be stopped up.

SP19/30/1 Ffynnon Wood. South of A40.

The public footpath will be diverted early on during construction, along the line of the proposed permanent diversion. This will lead to the existing A40, which will be under traffic management.

SP19/38/1 Pen-troydin-fach Farm. North of the A40.

The public footpath will be locally diverted during construction, within the site extents. Controlled haul road crossing points may be required. The footpath will then move to the route of the proposed permanent diversion once the underpass is constructed.

SP19/38/2 South of Pen-troydin-fawr Farm. West of Llanfallteg Road.

The public footpath will be diverted onto the proposed temporary diversion of the Llanfallteg Road (in order to construct the overbridge). Once construction of the bridge is complete, the short permanent footpath diversion will be reinstated.

SP19/1/1, SP19/2/2 & SP19/3/2

North of Blaen-pentroydin

The permanent diversions along the highway boundaries will be reinstated early on during construction. All the footpaths will link to and utilise the footpath SP19/2/2 in order to cross the Scheme, with footpaths SP19/3/2 and SP19/1/1 stopped up. Controlled haul road crossing points may be required. When the proposed underpass is complete all the footpaths will then be diverted to the permanent route. Footpath SP 19/2/2 will then be stopped up.

SP19/4/5 North of A40, west of Bethel Chapel.

This footpath will be permanently stopped up at the beginning of the construction of the Scheme.

SP19/17/1 South of Bethel Chapel, south of the A40.

The permanent footpath diversion, to replace the existing footway along the A40, will be carried out early on during construction. Footpath SP19/17/1 will then tie-in to this footpath.

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Site compound

No land has been provided for a site compound within the Scheme

CPO; it has been assumed that a Contractor would acquire suitable land

(via lease agreement) with a local landowner.

The site compound could be located centrally along the length of the

Scheme, or at either the east or west side of the Scheme, with direct

access off the existing A40, avoiding wooded areas. The location would

ideally be away from the main centre of the village so as to minimise

disturbance to residents and taking account of environmental constraints

to minimise or avoid environmental impacts. The compound would

contain the main construction site office, stores, plant maintenance

facilities, welfare facilities and car parking. A contractor might decide to

have than one compound.

Working hours and construction noise

The normal working hours would be 0700 to 1900 weekdays, and 0700

to 1700 on Saturdays. The majority of construction activities would be

undertaken within this period. In certain circumstances, specific works

may have to be undertaken outside the normal working hours. Night

working would also be required in some cases. This would include work

to be carried out with enhanced safety requirements and, in some cases,

to minimise disruption to daytime road users.

Any working outside the normal hours would be agreed with the local

Environmental Health Officer I advance and local residents would be

informed.

Construction noise impact is reported on in ES Chapter 14 (Doc.

3.14.01). David Hiller provides further information in his evidence (WG.

1.6.2).

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Construction programme

The Construction and Buildability Report (Doc 4.04.09) includes an

indicative high-level construction programme. It shows construction

starting in Autumn 2020 and completed by the end of 2021.

Subject to satisfactory completion of the statutory procedures, the

Welsh Government would procure a Design and Build (D&B) contractor.

Mark Dixon provides further detail in his evidence (WG 1.1.2). The D&B

contractor would further develop the construction programme.

Statutory Undertakers and Utilities Plant

Several Statutory Undertakers (SU) are affected by the Scheme. The

Statutory Authorities Works Report (Doc. 4.04.10) provides full details of

the affected SUs. The SUs affected are: Western Power Distribution

(WPD), Dwr Cymru Welsh Water (DCWW) and BT Openreach.

Where SU diversions would be unavoidable, the works would be

carried out by the relevant SU company whilst private diversions would

be undertaken by approved contractors in agreement with relevant

stakeholders.

A telecommunications mast, owned by MBNL is located in the vicinity

of the proposed Llanddewi Velfrey East Junction. The telecoms mast

would require relocation as a result of the Scheme. GVA act on behalf of

MBNL and have been engaged through the development of the design

preliminary design in relation to the relocation of the mast. Further detail

is provided within the Statutory Authorities Works Report (Doc. 4.04.10).

Under the New Roads and Street Works Act (NRSWA) 1991 and

Highway Authorities and Utilities Committee (HAUC(UK)) guidance

documents, there are well-established correspondence procedures with

Statutory Undertakers.

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HAUC(UK) guidance documents state that Statutory Undertakers’

apparatus within the highway boundary hold a statutory right, as a Work

Promoter, to install, access, maintain, and repair their assets within the

highway and all parties are bound under their respective duties, within

the relevant sections of the NRSWA 1991.

Discussions have been held with the affected SUs and C3 (Budget

Estimates) obtained for all plant diversions. C4 (Detailed Estimates)

have subsequently been requested, some have been received. These

have been reviewed by the project team and discussions are ongoing

with the SU companies to develop the proposals. All SUs has been

contacted to inform them of the intention to enter into formal C4

agreements.

DCWW

DCWW have objected to the Scheme (R0062) on the grounds of the

impact of the proposed works on their assets, the impact of the proposed

works on the access to the waste water treatment works and

confirmation that access to apparatus will remain unfettered and whether

the applicant will apply and pay for the necessary diversion.

A meeting was held with DCWW on 27 January 2020 to review the

proposals contained in the C4 return. An agreement on the diversions of

their assets was reached at this meeting.

The access to the waste water treatment works, located to the south of

the A40 would not be affected by the Scheme. The location is shown

within the red box annotated in Appendix A Figure 8 of my evidence.

At the time of writing evidence, Welsh Government are working with

DCWW to enter into an asset protection legal agreement. Mark Dixon

provides further detail in his evidence (WG 1.1.2).

At the time of writing evidence, DCWW (R0062) was maintaining their

objection.

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WPD

WPD have objected to the Scheme (R0038) on the grounds of the

impact of the proposed Scheme on: the electricity network; how the

network is protected both during construction and following its

completion; the Orders do not fully detail WPD’s rights affected by the

Scheme; the Scheme does not provide information on how the WPD

would continue to fulfil its statutory responsibilities; and WPD are not

aware of any provision.

A meeting was held with WPD on 27 January 2020 to review the

proposals contained in the C4 return. Agreement of the diversions of

their assets was reached at this meeting.

WPD is listed within Table 2 of the draft CPO where their rights are

affected by the Scheme.

At the time of writing evidence, Welsh Government are working with

WPD to enter into an asset protection legal agreement. Mark Dixon

provides further detail in his evidence (WG 1.1.2).

At the time of writing evidence WPD (R0038) was maintaining their

objections.

Traffic Signs and Road Markings

A Traffic Signs and Road Markings Strategy was prepared during the

development of the preliminary design, which is included in an Appendix

of the Alignment and Junction Strategy Report (Doc. 4.04.02.).

Mr Jeff Jenkins (R0016), owner of the Preseli Service Station, has

objected to the Scheme on the basis of the removal of passing trade

through the village.

The Traffic Sign Strategy includes the provision of signage at the

Llanddewi Velfrey East Junction and the Llanddewi Velfrey West

Junction to inform road users of local facilities. This would include the

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sale of fuel, that would be available within the village. Similar Local

Facilities signage was provided on the Robeston Wathen and Canaston

Bridge roundabouts as part of the A40 Penblewin – Slebech Park

improvements. There is currently no advance signage present on the

A40 to indicate the presence of local facilities within the village of

Llanddewi Velfrey and the presence of Preseli Service Station.

Lighting

Road lighting would only be provided at roundabouts and on their

immediate approaches. The extent of lighting in the Scheme is shown

within the Road Lighting Strategy (Doc.4.04.11).

I have recommended to the Welsh Government that the extents of

lighting at the roundabouts be minimised to light only the conflict area of

the roundabout, and a distance equal to the peak traffic queuing

distance on the approach to the give way line. This would be in

accordance with Clause 3.18ii. of TD34/079, and Clause 8.23 of

TD16/0710 which states that “In Northern Ireland, Wales & Scotland,

road lighting must be provided at roundabouts”.

The benefits of minimising the extents of lighting in the Scheme are:

reduced capital cost of the Scheme and reduced operational costs;

reduced visual impact;

reduced impact on protected species. Some bats, such as the

horseshoe bat species are averse to lit areas and could be displaced

from foraging areas in the proximity of the Scheme;

A reduction in street lighting would reduce the GHG emissions of the

Scheme.

The proposed layout would match the approach taken for lighting the

roundabouts on the A40 Penblewin to Slebech Park Improvements

9 DMRB Volume 8 Section 3: TD34/07 Design of Road Lighting for the Strategic Motorway and Trunk Road Network. 10 DMRB Volume 6 Section 3, part 3: TD16/07 – Geometric Design of Roundabouts

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(located two miles west of this Scheme) and would therefore be in-

keeping with the character of the local road network.

The reduced extent of lighting is non-compliant as it is not in

accordance with the recommendations of BS 5489-111.

Two Departures from Standards (DfS) relating to the reduced length of

street lighting have been approved as part of the Scheme design. One is

for the non-compliant length of street lighting on the approach to

Penblewin Roundabout and the other is for the non-compliant length of

street lighting on the approach to Llanddewi Velfrey East Roundabout.

The Road Lighting Strategy provides further details (Doc.4.04.11).

No lighting is proposed in any of the proposed underpasses or on any

of the PRoW or active travel routes.

The Active Travel and Detrunking Proposals (Doc.4.04.07) outline that

there is no proposal to amend the existing lighting provision of the

existing detrunked carriageway. PCC has been engaged regarding the

future lighting provision and have agreed that the existing Trunk Road

lighting would transfer in ownership and maintenance to them.

Several objections (R0032, R0033 and R0035) have been raised in

relation to lighting of the detrunked A40 in particular, adjacent to the

properties known as Croft House, Penllian, Arfryn, Bryn Helog and

Awelfa, which are all in close proximity. The layout of this section of the

detrunked carriageway, referred to as the Awelfa Cul-de-sac is

described in paragraphs 5.107 to 5.113 of my evidence.

Whilst the Llanddewi Velfrey Village Link Road would be unlit, the

street lighting along the proposed cul-de-sac would remain. Ownership

of the lighting columns, currently owned by the Welsh Government,

would transfer to PCC. The retention of the columns within the proposed

11 BS 5489-1 Code of Practice for the Design of Road Lighting – Part 1: Lighting of Roads and Public Amenity Areas.

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cul-de-sac was agreed in principle with PCC at the meeting of 21

October 2019.

Public Rights of Way (PRoWs)

The SRO and CPO include for stopping up of existing PRoWs and the

provision of new PRoWs.

Details of the Scheme’s effects on PRoWs and All Travellers are

provided in Andrew Sumner’s proof of evidence (WG 1.4.2). A summary

of the impact on the PRoW is provided in Table 6.

Following the completion of the construction works, the connectivity of

the PRoWs network would be maintained, except for one public footpath

(SP19/4/5), whereby the existing network and proposed network already

provide alternative, equally advantageous routes. Paragraph 5.223 and

Table 5 of my evidence describes the impact on the PRoW network

during construction.

Table 6 PRoWs within permanent land take

PRoW

Reference

Location Scheme Impact

SP19/31/3 Bounty Farm

Access Road

A section of this public footpath will be stopped up. A new public

highway is proposed to run parallel with the proposed new trunk road.

The footpath will link to this route to maintain connectivity.

SP19/30/1 Ffynnon Wood.

South of A40.

A section of this public footpath will be within an area of earthworks

and will be stopped up. A diversion will be put in place, running along

the southern toe of the embankment in an easterly direction to tie-in

with the de-trunked section of carriageway.

SP19/38/1 Pen-troydin-

fach Farm.

North of the

A40.

A section of the footpath will be stopped up from its junction with

footpaths SP19/372 and SP19/38/2 to the southern boundary of the

proposed trunk road. A diversion will be put in place to with the new

footpath running along the southern boundary of the new highway in

an easterly direction. It will pass under the proposed trunk road

through a new underpass and tie-in to footpath SP19/38/2, to the east

of Pen-troydin-fach Farm.

SP19/38/2 South of Pen-

troydin-fawr

Farm. West of

Llanfallteg

Road.

A section of this public footpath will be stopped up as it is under the

footprint of the proposed trunk road. A short diversion will run the

footpath along the northern highway boundary to its junction with

Llanfallteg Road.

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PRoW

Reference

Location Scheme Impact

SP19/1/1,

SP19/2/2

&

SP19/3/2

North of Blaen-

pentroydin

Sections of these public footpaths will be stopped up as they are under

the footprint of the proposed carriageway. Diversions along the

northern and southern boundaries of the proposed highway will lead to

a new pedestrian underpass to the east of the stopped-up footpath. This

underpass will provide connectivity for all the stopped-up footpaths.

The footpath diversions will provide circular walking routes to both

the north and south of the proposed A40 Trunk Road.

SP19/4/5 North of A40,

west of Bethel

Chapel.

Footpath SP19/3/5 will be stopped up in its entirety. This footpath

provides a link between the A40 and a farm lane, footpath 19/4/6. No

diversion is proposed.

SP19/17/1 South of Bethel

Chapel, south of

the A40.

A section of this public footpath will be within an area of earthworks

and will be stopped up. This footpath will tie-in to a new footpath to

be provided along the southern boundary of the proposed highway.

Footway

alongside

A40.

A40 between

proposed tie-in

of new side road

and the eastern

tie-in of the

scheme.

The footway that runs along the southern side of the A40 will be

stopped up. No new footway along the new side road, roundabout or

new trunk road is proposed. A new footpath that partly utilises the

detrunked carriageway will be provided. This will provide the same

extents as the existing footway.

In addition to the re-provision of severed PRoWs, several new PRoWs

would be provided as described below:

A new bridleway would be created that would run from the public

highway leading to Trefangor Burial Ground, east along the northern

highway boundary to Ffynnon Chapel, where it intersects with footpath

SP19/37/1. At this location, the new northern bridleway would pass

beneath the proposed A40 in a new underpass (SBR-0170);

A new Public Right of Way, part bridleway (SRO plot reference 2/D)

and part cycleway (SRO plot reference 2/F) would be provided along

the southern highway boundary of the A40, running east from just

south of Henllan Lodge to meet the detrunked A40 at Llanddewi

Velfrey West Junction. This route would provide a bridleway link from

the bridleway (SBR-0170) underpass and the side road located near

Henllan lodge;

A new public footpath will be created at the Llanddewi Velfrey East

Junction. The footpath will cross the proposed A40 carriageway at the

proposed roundabout, at an uncontrolled at-grade crossing. This will

provide connectivity between the village of Llanddewi Velfrey and

Bethel Chapel, and the properties to the north of the A40.

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Following the publication of the draft Orders and subsequent

discussions with PCC, an amendment has been made to the Scheme.

The combined cycleway/footway proposed between the ‘Awelfa Cul-de-

sac’ (near Llanddewi Velfrey East Junction) and the top of Fron Hill has

been amended to run along the eastbound (north side) verge of the

proposed A40 Trunk Road. Appendix D of my evidence contains a plan

of the proposed route.

The SRO shows a cycle route from the existing A40 (to be detrunked to

cul-de-sac) to the top of Fron Hill, running along the southern extents of

the Scheme, labelled SRO plot 3/H and 3/I. As a result of this

amendment, the cycle route does not need to extend all the way through

part of plot 3/H and all of 3/I and as such a modification (MOD 11) has

been prepared to change the provision to a public footpath. The route

through plot 3/G has been modified to be a cycle route.

Cyclists would cross the proposed A40 Trunk Road at the Llanddewi

Velfrey East Roundabout splitter islands and not need to cross the

existing A40 at the top of Fron Hill. This amendment provides a more

convenient and safer route and better meets PCC aspirations of an

east/west cycle corridor.

An objection (R0019) has been raised to the proposed SRO in relation

to the provision of PRoWs at the eastern end of the Scheme. The

following paragraphs outline these proposals.

Miss Rowlands (R0019) has objected to the provision of the lengths of

PRoWs labelled 3/H and 3/I shown on Site Plan 3 of the proposed SRO.

This PRoW route would provide a link between the village of Llanddewi

Velfrey and PRoWs located to the east of the village.

For the length of PRoW listed as 3/H on Site Plan 3 of the SRO, there

is potential to incorporate this length of footpath within the highway

boundary to avoid the PRoW from passing though Miss Rowlands’ land.

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For the length of the public footpath labelled 3/I, there is insufficient

space within the highway boundary to incorporate a footpath. As such,

the PRoW would remain in its proposed position, which roughly equates

to the length of the access track leading from the field gate at Bryncoed

to Attenuation Pond D. Provision for crossing the highway fence line,

such as a kissing gate or similar, would be provided to allow access

across the highway fence line.

Public Transport

The only mode of public transport that is directly affected by the

Scheme is bus service 322 between Haverfordwest and Carmarthen.

The existing bus stops are located on the section of existing road that

would be detrunked. It is envisaged that the bus services would continue

to function as they do presently and therefore there would be no effects

arising from the operation of the proposed Scheme. Following Scheme

opening, the bus services would leave the proposed A40 Trunk Road

and travel through the village using the proposed Llanddewi Velfrey

West and East Junctions.

Accommodation Works

Where relevant, consultations have been held with adjoining

landowners and where needed, land is included in the CPO for

Accommodation Works.

For others, discussion and agreement for off-site Accommodation

Works, which do not require land to be included in the CPO, will continue

to be progressed and undertaken during detailed design.

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Carbon / Greenhouse Gas (GHG)

Methodology

An assessment of the potential impact of the Scheme on climate

change is reported upon within ES Chapter 18 (Ref 3.18.01). Andrew

Sumner provides further information in his evidence (WG 1.4.2).

ES Chapter 18, Section 18.4 (Ref 3.18.01) outlines the methodology

used for calculating Greenhouse Gas (GHG) emissions. The GHG

emissions for the Scheme have been quantified and comprise of three

components:

Construction (embodied) – includes Materials, Plant and Transport

emissions because of the construction of the Scheme;

Operational – emissions resulting from consumption of energy in all

network assets;

User – change in vehicular emissions because of the Scheme.

In the following paragraphs, I give an overview of the embodied and

operational methodology. My colleagues have prepared the assessment

against this methodology, which I adopt as my own. The ES Chapter 18

(Ref 3.18.01) refers to capital or embodied carbon, which I refer to as

Construction GHG emissions in my evidence

Construction GHG emissions comprises:

Materials – Emissions produced during resource extraction,

transportation, manufacturing and fabrication, to bring a product to

its existing state;

Plant – Emissions produced from the combustion of fuel or

consumption of energy by machinery, plant and vehicles used on

site, including vehicles used for moving fill within the alignment;

and

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Transport – Emissions produced from the combustion of fuel or

consumption of energy by the transportation of materials, plant and

people to and from site.

The method applied used the Scheme material quantities, derived from

the highways design model and drawings, which were then converted

into CO2e through the application of documented emission conversion

factors as outlined in ES Chapter 18 (Ref 3.18.01).

Operational GHG emissions comprises:

Maintenance –emissions that result from activities such as the

wearing course, road markings, fences, grass cutting or gritting for

example. As outlined in the assumptions below, the quantification

of maintenance emissions in this assessment is limited to the

embodied material emissions associated with resurfacing the road;

Street lighting – Emissions from electricity consumed by street

lighting along the road alignment.

Philip Thiele provides a description of the user emissions within his


John Davies provides further information in his evidence (WG 1.7.2) for

the wider Welsh Government policies on climate change.

Scheme development

Through development of the preliminary design, consideration has

been given to reducing both construction and operational GHG

emissions. The following paragraphs provide an overview of measures

that have been incorporated within the Scheme.

The lighting strategy has been proposed to minimise the extents of

lighting to: reduce operation and maintenance costs, ecological and

landscape impacts and reduce carbon. I discuss the Scheme’s lighting

provision in more detail in paragraphs 5.250 to 5.259 of my evidence.

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The highway alignment has been developed to minimise the earthwork

volumes required; both excavation and deposition. The Scheme

engineering design has been optimised with the aim to achieve a

balance of bulk cut and fill earthworks. This means that the excavated

material that is exported as waste to landfill has been minimised and the

majority would be reused in the construction of embankments,

landscaping and in the road build-up, therefore reducing the GHG

emissions impact. Earthworks is covered in further detail in my evidence

in paragraphs 5.192 to 5.198

The pavement design has considered the forecast traffic data, with a

view to minimise the thickness of material required. HD24/0612 requires

the National Road Traffic forecast (NRTF) to be used unless specific

alternative and more reliable local data is available. The traffic growth

data used to develop the strategic traffic model provides a more

accurate projection of traffic growth. Philip Thiele provides further

information on traffic growth in his evidence (Doc. 1.2.2). Pavement

materials are GHG intensive, so the pavement thicknesses were

optimised minimised as far as practicable without impacting durability.

An alternative junction arrangement at the Llanddewi Velfrey East

Junction was considered in order to reduce the GHG impact of stop-start

conditions. A staggered T- junction was considered, rather than a

roundabout. These were not adopted in the current design due to a

range of considerations, which are described further in my evidence in

paragraphs 5.29 to 5.47.

12 DMRB volume 7 section 2 part 1 - HD24/06 - Traffic Assessment

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6. Proposed Modifications to the draft Orders

At the time of writing my evidence, there are 15 proposed modifications,

which includes modifications to both the CPO and SRO. Section 5 of my

evidence provides the reason for the modifications to the SRO. Section 7

provides the reason for the modifications to the CPO. The changes have

been discussed and agreed in principle with those affected.

Modifications to the draft Orders are being prepared for these

amendments and will be presented at the Inquiry. Table 7 below

provides a summary of the modifications.

Table 7 Summary of proposed modifications

Reference Number

Relevant draft Order

Relevant Respondent or Landowner

Summary

MOD 01 SRO R0028 – John & Linda Smith

Respondent R0028 made Welsh Government (WG) aware of a drafting error on Site Plan 3 of the draft SRO. Their property was incorrectly referenced as ‘Caerau Farm’. The property is actually called ‘Valley View’. This drafting error will be corrected should the draft Orders be Made. Further ‘drafting’ errors (i.e. errors that do not have a material effect on the content of the Orders) will be captured by MOD 01 if and when they are identified.

MOD 02 CPO – Plots 3/6p and 3/6m

R0019 – Sandra Rowlands R0029 – Peter Thomas et al. R0041 – Tessa Plowden

Respondents R0019, R0029 and R0041 all objected to the Scheme to state that the land ownership of plots 3/6p and 3/6m were incorrect. These plots were included in the draft CPO as being in the ownership of Leslie Beaumont Rowlands, Glenfield Farm. This modification corrects the landownership details for plots 3/6p and 3/6m. Whilst amendments are required to the draft CPO detail, this modification does not impact on the draft CPO boundary.

MOD 03 SRO – New Highway 2/B

R0037 – Messrs AGP and JWP Lewis R0052 – Pembrokeshire County Council

Respondent R0037 objected to a lack of safe passing opportunities at Henllan Lodge Side Road (labelled 2/B on the draft SRO). A passing place has now been provided west of Henllan Lodge, and the paved width of the highway around Henllan Lodge has increased. As the paved width of the proposal has increased, a modification to the Side Roads Order has been prepared. As the relevant highway authority who will adopt highway 2/B, Pembrokeshire County Council have been consulted and have agreed to the proposals. This modification does not impact on the draft CPO boundary.

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Reference Number



Summary

MOD 04 SRO – PMAs 2/3a, 2/5a, 2/6a, 2/7a, 2/8a, 2/9a, 2/11a, 2/12a CPO – Plots 2/1e, 2/1f, 2/1h, 2/4d, 2/4e, 2/5, 2/5c, 2/5d, 2/6a, 2/7a, 2/7c, 2/7d, 2/7e, 2/8a, 2/8b, 2/8c, 2/8d, 2/8e

R0025 – David John Hughes R0034 – Karen & Michel Brown R0035 – Wynn Evans Griffiths R0059 – Trustees of Ffynnon Chapel R0052 – Pembrokeshire County Council

Respondents R0025, R0034 and R0035 have objected to the Scheme on the basis that the Private Means of Access leading to Ffynnon Chapel (otherwise known as Ffynnon Lane) should be adopted by PCC and should be a highway maintainable at public expense. Respondent R0059 support the Scheme on the basis that Ffynnon Lane is adopted by PCC. As the relevant highway authority responsible for the maintenance of Ffynnon Lane should it be adopted, PCC have been consulted and have agreed to the proposal. This modification therefore amends the draft SRO to remove the lengths of new PMA from Ffynnon Lane and adds new highway rights along Ffynnon Lane. Whilst amendments are required to the draft CPO detail, this modification does not impact on the draft CPO boundary.

MOD 05 SRO – PMAs 3/8a, 3/8b, 3/11a, 3/12a CPO – Plots 3/4w, 3/4y, 3/6y, 3/6z, 3/11a, 3/11b, 3/11e, 3/12, 3/12a.

R0027 – Trustees of Bethel Chapel R0028 – John & Linda Smith R0030 – Richard Watson R0031 – Talfan & Vera Evans

Respondents R0027, R0028, R0030 and R0031 have objected to the Scheme on the basis that the Private Means of Access leading to Bethel Chapel and other properties (otherwise known as Bethel Lane) should be adopted by PCC and should be a highway maintainable at public expense. As the relevant highway authority responsible for the maintenance of Bethel Lane should it be adopted, PCC have been consulted and have agreed to the proposal. This modification therefore amends the draft SRO to remove the lengths of new PMA from Bethel Lane and adds new highway rights along Bethel Lane. Whilst amendments are required to the draft CPO detail, this modification does not impact on the draft CPO boundary.

MOD 06 SRO – New Highway1/A CPO – 1/2d, 1/2g,

R0024 – Rayner & Carol Peett R0026 – Margaret Rhian Thomas R0037 – AGP & JWP Lewis

Respondents R0024, R0026 and R0037 have objected to the proposed alignment Trefangor Side Road with its junction with the A478, and the lack of passing provision along Trefangor Side Road (new highway 1/A on the SRO) This modification re-aligns Trefangor Side Road leading to its junction with the A478 and provides passing provision at regular intervals along the length of the lane. The modification also provides for a new PMA into land which is left severed by the Scheme. As the paved width of the proposal has increased, a modification to the Side Roads Order has been prepared. As the relevant highway authority who will adopt highway 1/A, Pembrokeshire County Council have been consulted and have agreed to the proposals. The proposals do amend the draft CPO boundary. The freeholder of the land is R0037. Messrs Lewis have been consulted on the proposals and have

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Reference Number



Summary

verbally agreed in principle, however at the time of writing, no written confirmation has been received. Should Messrs Lewis not agree to the proposals, the alignment of new highway 1/A would stay as per the published draft SRO, however passing places would still be provided.

MOD 07 SRO – New stopped-up PMA. New replacement PMA. CPO – New Licence (PMA)

R0037 – AGP & JWP Lewis

Respondent R0037 has objected on the grounds of the impact of Attenuation Pond/Basin B on the existing access track to Ffynnon Wood. This modification stops up the existing access, and re-provides a new access to Ffynnon Wood. Messrs Lewis have been consulted on the proposals. No written confirmation has been received at the time of writing.

MOD 08 SRO – New Highway 3/C CPO – 3/4, 3/4a, 3/4b, 3/4c, 3/4d, 3/4e, 3/4f, 3/4g, 3/2k, 3/2q, 3/2r

R0046 – Natural Resources Wales

Respondent R0046 has objected to the size of some bat mitigation culverts and the fact that proposed bat mitigation culverts do not lie on the flight lines of bats. A proposal has been developed for bat mitigation which involves combining underpass SBR-0260 with the adjacent bat underpass. The new alignment of the underpass is along the bat flight line. This modification seeks to amend the alignment of new highway 3/C to align with the bat flight line. NRW have been consulted on the proposals and have verbally agreed that this provides better bat mitigation that was provided previously. At the time of writing, written acceptance of the proposal was outstanding. Whilst amendments are required to the draft CPO detail, this modification does not impact on the draft CPO boundary.

MOD 09 SRO – New PMA to be provided CPO – New Licence PMA plot to be provided.

R0019 – Sandra Rowlands

Respondent R0019 has objected to severed parcels of land being left in her ownership as a result of the Scheme. This modification provides a new PMA into the severed portion of land. Miss Rowlands and her agent have been consulted on the proposal and have verbally accepted, however at the time of writing, written acceptance of the proposal was outstanding.

MOD 10 SRO – New Highway 3/E

R0052 – Pembrokeshire County Council

After publication of the draft SRO, it was discovered that the length of new highway 3/E (denoting the Llanddewi Velfrey Village Link) was not listed in the SRO Schedule. New highway 3/E is correctly shown on draft SRO Site Plan 3. This modification adds reference to new highway 3/E into the SRO Schedule. As the relevant highway authority responsible for the maintenance of new highway 3/E, PCC have been consulted and acknowledged that the intention of the proposals is clearly shown by Site Plan 3, and have accepted the proposal. This proposal does not impact on the CPO.

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Reference Number



Summary

MOD 11 SRO – New highway 3/H and 3/I. CPO – Plots 3/1n, 3/1s, 3/6x, 3/6aa, 3/6ab


Respondent R0019 has objected to the provision of a new footpath, labelled 3/H on the draft SRO, through her land. This modification amends the alignment of the proposed footpath so that it is now provided on the highway side of the highway fence line. Miss Rowlands and her agent have been consulted on the proposal and have verbally accepted, however at the time of writing written acceptance of the proposal was outstanding. This proposed modification reduces the amount of land being taken within the CPO.

MOD 12 SRO – New Highway 3/E. New highway to be provided

R0032 – Maureen Tinson and Paul Richardson R0033 – Bernard & Pearl Bill R0035 – Wynn Evans Griffiths R0052 – Pembrokeshire County Council

Respondents R0032, R0033 and R0035 have objected to the lack of turning provision within the proposed cul-de-sac at the eastern end of the village. This modification provides a turning area within the cul-de-sac. It also provides a wider width of junction with the proposed Llanddewi Velfrey Village Link to allow turning for agricultural vehicles. As the relevant highway authority responsible for the maintenance of the new widened junction and the proposed turning area, PCC have been consulted and have accepted the proposal. Whilst amendments are required to the draft CPO detail, this modification does not impact on the draft CPO boundary.

MOD 13 SRO – New PMA 3/6a


Respondent R0019 objected to the Scheme on the basis of the proposed stopping-up of PMA labelled 3/6 on Site Plan 3, and the provision of a new PMA labelled 3/6a. Miss Rowlands would rather keep her existing access location. This modification provides a new length of PMA, leading from the end of the cul-de-sac to the existing PMA, to allow continued access of the existing field gate entrance. Whilst amendments are required to the draft CPO detail, this modification does not impact on the draft CPO boundary.

MOD 14 CPO – Plot 3/6ac


Respondent R0019 objected to the Scheme on the basis of the impact that the Llanddewi Velfrey Link Road would have on her property. Miss Rowlands was specifically concerned about the impact on the oil tank that supplies the property with fuel. This modification has been prepared to reduce the amount of land being taken directly adjacent to Glenfield Farm where the Llanddewi Velfrey Link Road ties in to the existing A40 (that will be de-trunked). The amount of land being taken for the Scheme has been reduced to remove any impact on the oil tank, and to reduce the amount of agricultural land being taken. This modification reduces the amount of land being taken within the draft CPO.

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Reference Number



Summary

MOD 15 CPO – Plots 3/6s and 3/6q


Respondent R0019 objected to the Scheme on the basis of the impact of the proposed Attenuation pond/basin D on her agricultural holding and internal access routes. The location of attenuation pond/basin D has been amended which allows for the fence line / CPO boundary to be amended. The fence line has been amended to remove the impact on the internal access route. This modification reduces the amount of land being taken within the draft CPO.

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7. Land Interests in the Compulsory Purchase Order

Overview

This section of my evidence will address matters of land required for the

Scheme in relation to objections received from private individuals or

businesses with interests in the land, such as Freehold, Leasehold or

tenants in the CPO.

The Land Reference Schedule (Doc. 2.06.06) and the Land Reference

Plans with the engineering layout overlaid (Doc. 2.06.03 to 2.06.05)

provide additional information for each CPO plot in respect of the

requirement of the land for the Scheme.

Table 8 summarises the land designations of each different type of land

use shown on the Land Referencing drawings.

Table 8 Summary of Land Referencing requirements

Designation Colour Requirement

Title Pink Land required permanently for the Scheme

Title Mitigation Pink hatched red

Land required permanently for environmental mitigation purposes

Easement Blue Rights required for construction or maintenance. Ownership retained by the landowner.

Essential Licence Green hatched black

Land required temporarily to construct the Scheme. Intention is to return the land to the landowner post construction.

Title (PMA) Purple Land required to provide a PMA where there is more than one user or where the access crosses someone else’s land.

Licence (PMA) Orange Land required to provide a PMA for a single user over his own land.

Dedication Yellow Denotes lengths of public footpaths, cycleways or bridleways

Land in ownership of Welsh Ministers

White edged pink

Land that is already in the ownership of Welsh Ministers

My evidence has addressed the reasons why the areas of Title outlined

in the draft CPO are essential due to engineering features and for the

provision of PMA. My evidence has also addressed why rights of access

for future maintenance is required, as well as outlining why land classed

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as Essential Licence is required temporarily for the construction of the

Scheme.

Andrew Sumner will address in his evidence (WG 1.4.2) land for Title

Mitigation required for the Scheme. Andrew Sumner will also address

the viability of the agricultural holdings during and after construction of

the Scheme.

I have included in Appendix E of my evidence a plan which shows the

land interest locations of the objectors as discussed in the following

paragraphs.

Miss Sandra Rowlands - Glenfield Farm (R0019)

Sandra Rowlands of Glenfield Farm has objected to the Scheme on

behalf of her family. Her father, Leslie Beaumont Rowlands, is listed in

the CPO Schedule as the freeholder of the land. The main grounds of

objection are: land access to various land parcels, the alignment of the

proposed Village Link Road and its impact on the property of Glenfield

Farm, land ownership is incorrectly listed within the CPO, some land

parcels are left severed by the Scheme, the location of the proposed

attenuation basin/pond D and its impact on means of access to other

land owned by Glenfield Farm, and the alignment of the proposed

footpath listed as 3/H and 3/I in the draft SRO.

Plots 3/6, 3/6r and 3/6aa would be required as Title for the construction

of the new Trunk Road and all associated works. Plots 3/6ac and 3/6ak

would be required as Title for the construction of the attenuation

pond/basin and all associated works. Plot 3/6ak is shown separately as

the existing footpath along this alignment would be maintained.

Plots 3/6m, 3/6p, 3/6s, 3/6t, 3/6u would be required as Title for the

construction of a new side road and all associated works. Plots 3/6a,

3/6y, 3/6ah, 3/6aj and 3/6am would be required as Title for the localised

improvement of the alignment for PMA.

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Plots 3/6ae and 3/6an would be required as Title for the construction of a

headwall and all associated works.

Plots 3/6b, 3/6v, 3/6ab, 3/6am, 3/6af and 3/6ag are required as Licence

to construct a new PMA. This land would be handed back to the

landowner once complete.

Plot 3/6c is required for Essential Licence to stop-up existing PMA and

for environmental mitigation works. This land would be handed back to

the landowner once complete.

Plots 3/6h, 3/6n, 3/6q, 3/6w, 3/6x, 3/6y, 3/6z, 3/6ab, 3/6am and 3/6af

would be required as Easements for all access purposes connected with

the construction and maintenance of environmental fencing.

Plots 3/6ab, 3/6am and 3/6af would be required as Easements for

access for the future maintenance of attenuation basin/pond D.

Plot 3/6ad would be required as Easement for all purposes connected

with the cleansing, widening, deepening and maintenance of an existing

drainage ditch and maintenance of a drainage pipe.

Plots 3/6b, 3/6f, 3/6g, 3/6h, 3/6x, 3/6af and 3/6am would be required as

Dedication for a new footpath. The land would be handed back to the

landowner once complete.

Title Mitigation plots 3/6d, 3/6e, 3/6g, 3/6j, 3/6k have been included for

essential planting and landscaping.

Glenfield Farm own land to the west, south and east of the proposed

attenuation basin/pond D (plot 3/6ac). The primary access point to this

land is located at the far eastern end of the Scheme, adjacent to the

property of Bryncoed. Access to land to the west of the basin/pond

would be provided along a 4m wide corridor located between the

proposed basin/pond D and the proposed A40 Trunk Road. This corridor

is shown by plot 3/6ab on Sheet 3 of the CPO. CPO plots 3/6af and

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3/6am also form part of this access track, leading from the field access

at Bryncoed.

This existing access was proposed to be stopped-up as part of the draft

SRO due to the existing trunk road being stopped-up. An alternative

means of access is provided in the draft SRO (labelled 3/6a on the draft

SRO, or 3/6v on the draft CPO), located nearer to the property of Awelfa,

which moves the access closer to the Awelfa Cul-de-Sac. Following

discussions with Miss Rowlands, a proposed modification (MOD 13)

would remove the proposals for 3/6 and 3/6a, and access would revert to

the existing location of the field gate.

Plot 3/6ac would be required as Title for the construction of an

attenuation basin/pond. There is a current access route within the field

which 3/6ac forms a part of to reach the fields to the south of plot 3/6ac.

Due to the topography of this field, this access route currently passes

through plot 3/6ac and there is limited scope to realign this route.

Following discussions with Miss Rowlands, a proposed modification

(MOD 15) would relocate the attenuation basin/pond into the

westernmost portion of plot 3/6ac. This would allow a reduction in the

size of the plot to allow the existing access route to be retained.

CPO Plots 3/6m, 3/6p and 3/6s would be required as Title for the

provision of the Llanddewi Velfrey Village Link Road, labelled 3/E on the

draft SRO. Plots 3/6m and 3/6p would be for half widths of the existing

A40 trunk road which is unregistered. CPO plot 3/6q would be required

as an Easement to construct and maintain the Scheme’s environmental

fencing. I have covered in paragraphs 5.114 to 5.122 of my evidence,

the reasons for the alignment of the side road. Following discussions

with Miss Rowlands, a CPO Modification (CPO Mod) amends plots 3/6q

and 3/6s to reduce impact upon her farm holding and on the oil tank that

feeds the adjacent property.

The CPO listed the owner of plot 3/6p as being Leslie Beaumont

Rowlands of Glenfield Farm. The identity of the correct owners of the

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land located opposite Glenfield Farm is now known, and a Modification

to the CPO (MOD 02) will be prepared to outline the correct ownership

details.

Access is provided to the remaining portion of the field to the south of

plot 3/6h via a new proposed PMA, labelled 3/6b on SRO Plan 3. Access

to this proposed PMA would be via the lane leading to Blaen-Pentroydin

(draft CPO plots 3/3f, 3/5, 3/3h, 3/3k, 3/3p, 3/3q, 3/3r, 3/3s, 3/3u, 3/3v,

3/3w and 3/6a). A proposed Modification to the SRO and CPO (MOD 09)

now provides access to the severed portion of the field located north of

plot 3/6w.

CPO Plot 3/6aa would be required for the construction of the new Trunk

Road. Plot 3/6x would be required as Dedication for the provision of a

new footway and as an Easement to construct and maintain

environmental fencing.

At the time of writing my evidence, Miss Rowlands was maintaining her

objection.

Mr WG & & Mrs PM Reynolds – Pentroydin Fawr Farm (R0023)

Mr & Mrs Reynolds own land in the area around Llanfallteg Road at

Pentroydin Fawr Farm. Mr & Mrs Reynolds have objected to the Scheme

on the grounds of: concerns regarding private water supply, shared

underpass, adverse effects on drainage of two fields, use of an internal

access by WG for access to an attenuation pond/basin for maintenance,

and access to this private quarry.

Plots 2/10, 2/10j, 2/10m, 2/10n, 3/2, 3/2a, 3/2b, 3/2k, 3/2q, 3/2r, and 3/2s

would be required as Title for the construction of the new Trunk Road

and all associated works.

Plot 3/2g would be required as Title for the construction of the

attenuation basin/pond and all associated works.

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Plots 2/10d, 2/10e, 2/10f, 2/10g and 2/10h are required as Essential

Licence to construct a temporary diversion of Llanfallteg Road during the

construction of an overbridge.

Plot 2/10k is required as Licence to construct a new PMA. The land will

subsequently be returned to the owner.

Plots 2/10h, 3/2n, 3/2p and 3/2t are required as Dedication for lengths of

new footpath.

Plots 2/10a, 2/10b, 3/2e, 3/2f, 3/2h, and 3/2m would be required as

Easements for all purposes with cleansing, widening, deepening and

maintenance of an existing drainage ditch.

Plots 2/10a, 2/10c, 2/10d, 2/10e, 2/10h, 3/2m, 3/2n, 3/2p, 3/2t would be

required as Easements for all access purposes connected with the

construction and maintenance of environmental fencing.

Plot 3/2d would be required as an Easement for all access purposes

connected with the construction and maintenance of an attenuation

pond.

Title Mitigation plots 3/2c, 3/2j, 3/2u, 3/3ar have been included for


Mr Reynolds has a borehole and well used for private water supplies

located to the south of CPO plot 2/10c, which are used for private water

supply. The borehole locations are unaffected by the CPO. The well is

located within the Easement plot 2/10b. The location of the borehole and

the well have been surveyed. This confirmed that both are located

outside the footprint of the permanent land take required for the Scheme.

It is however acknowledged that the gravity-fed pipework leading from

both the borehole and well to the farm buildings would pass across the

Scheme footprint and would, therefore, be severed.

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Where the existing means of water supply cannot be maintained due to

the Scheme, an alternative means would be provided by the Welsh

Government to ensure continuity of provision to each land parcel

affected by the Scheme. Provision would be maintained throughout the

construction of the Scheme.

Mr Reynolds’ field to the west of Llanfallteg Road would be severed by

the proposed Scheme. CPO Plot 2/10k would be required to provide a

new PMA for access to the field. Discussions have previously taken

place to provide an underpass for use by both Pentroydin-Fawr and

Pentroydin-Fach. It has now been confirmed to Mr Reynolds that the

underpass referenced as SBR-0260, located on the land boundary

between Pentroydin Fawr Farm and Pentroydin Fach Farm, would be for

the sole use of Pentroydin Fach Farm.

The access track referred to as plot 3/2d in the CPO is intended to be

used for access to carry out routine maintenance of the proposed

attenuation pond / basin located in plot 3/2g. Routine planned

maintenance of the attenuation pond is expected to be carried out twice

yearly. This will typically involve a single visit from a lorry tanker at each

maintenance visit. Based on the intended frequency and nature of use

for pond maintenance, no improvements are proposed to be made to the

existing stone track.

As the existing track is currently used by farm machinery regularly, it is

not expected that the additional twice-yearly use by a single lorry tanker

would have any noticeable detrimental impact to the track condition or

integrity. Recompense concerning the shared access of the track would

be dealt with as a matter of compensation.

At the time of writing my evidence, Mr & Mrs Reynolds were maintaining

their objection.

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Mr Rayner and Mrs Carol Peett – Caermaenau Fawr (R0024)

Mr and Mrs Peett have objected to the Scheme on grounds of: concern

around diminution in value of retained property, adverse effects on the

Bed & Breakfast business, detail around the proposed Trefangor Side

Road, lack of noise monitoring at the property, proposed access to

fields, concerns over exacerbating existing surface water runoff issues

and speed limit on the A478. No part of their property’s freehold is

included within the draft CPO however Mrs Peett is registered as a

tenant on the plots described below.

Plots 1/2s would be required as Title for the construction of a drainage

pipe and headwall

Plot 1/2t would be required as Title for the construction of the attenuation

basin/pond and all associated works.

Plot 1/2v would be required as Title for the construction of the new Trunk

Road and all associated works.

Plot 1/2w would be required as Title for all purposes connected with the

construction of the new side road, drainage ditch, and all associated

works.

Plot 1/2y would be required as Title for the localised improvement of the

private means of access leading to Bounty Farm.

Plots 1/2u and 1/2z are required as Licence to construct a new PMA.

Plot 1/2m would be required as Easement for all access purposes

connected with the cleansing, widening, deepening and maintenance of

an existing drainage ditch.

Plot 1/2r would be required as an Easement for all access purposes

connected with the construction and maintenance of a drainage pipe.

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Title Mitigation plots 1/2k, 1/2x have been included for essential planting

and landscaping.

I have covered in sections 5.71 to 5.77 of my evidence the details

around the alignment of Trefangor Side Road and the proposed

modification to the draft Statutory Orders to accommodate amendments

made following engagement with Mr JWP Lewis.

David Hiller in his evidence (WG 1.6.2) provides details of impact of

Noise at the property of Caermaenau Fawr.

The entrance of Caermaenau Fawr is located off the A478, which is not

a Trunk Road. As such, drainage issues at the entrance of Caermaenau

Fawr are a matter for the local highway authority (in this case PCC) and

not for the Welsh Government. The proposed Trefangor Side Road joins

the A478 south of the crest (high point) of the road. As such, any surface

water runoff from the Trefangor Side Road will fall south towards

Penblewin Roundabout. A drainage ditch is proposed between the

proposed A40 Trunk Road and the Trefangor Side Road. The surface

water from the junction will either be directed into this ditch or will be

directed into the existing A478 drainage network which eventually falls

towards Penblewin Roundabout. As such, the Scheme would not

exacerbate any existing surface water runoff issues at the entrance to

Caermaenau Fawr.

The junction of the A478 with the proposed Trefangor Side Road would

be located approximately 25m south of the existing field access into the

field south of Caermaenau Fawr. 25m is considered sufficient separation

to avoid any conflict manoeuvres to/from the A478. As such, there are

no proposals to amend the current location of the field access.

The A478 is not a Trunk Road. As such, speed limits are generally a

matter for the local highway authority (in this case PCC) and not for the

Welsh Government. However, speed limits along the A478 have been

reviewed on the approach to Penblewin Roundabout due to the

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interaction of the Scheme on the local highway network. The national

speed limit (60mph) currently applies along the existing A478 leading

towards Penblewin Roundabout. The speed limit does not decrease on

the immediate approach to Penblewin Roundabout.

A meeting was held between members of the project team and PCC on

21 October 2019, at which the speed limit on the approach to Penblewin

junction was raised. PCC accepted in principle the proposal to decrease

the speed limit at a further distance away from Penblewin roundabout.

A 30mph speed limit would apply along the A478 starting at a point

between the entrance to Caermaenau Fawr and the proposed location of

the junction of the A478 and Trefangor Side Road. PCC also expressed

that they would be amenable to decreasing the speed limit to 50mph for

an additional length north of the entrance to Caermaenau Fawr. The

length of this speed restriction would be subject to a Traffic Regulation

Order by PCC and would not be a matter for the Welsh Government.

At the time of writing my evidence, Mr & Mrs Peet were maintaining their

objection.

Mr David Hughes – Ffynnon Uchaf (R0025)

Mr Hughes has objected to the Scheme on grounds of: their land interest

not being correctly referenced within the CPO, that the lane known as

Ffynnon Lane is listed as a PMA within the draft Orders, that Ffynnon

Lane should be two lanes wide and provision should be made for a

turning area at Beli-bach lane.

Mr Hughes has claimed that his leasehold/tenancy is not correctly

referenced in the CPO documentation, specifically on plots 2/8b, 2/8c

and 2/8d. A questionnaire has been sent to Mr Hughes in response and

he has been asked to outline the area of his land interest. His interest

would then be included within the CPO should it be made.

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Mr Hughes is included within the CPO has having an interest in the

provision of a PMA known as Ffynnon Lane (shown as the lengths

referenced 2/5a, 2/6a, 2/11a, 2/7a, 2/8a, 2/9a, 2/12a, and 2/10a in the

SRO.) Plots 2/1e, 2/4d, 2/4e, 2/5, 2/5a, 2/5c, 2/5d, 2/6a, 2/7a, 2/7c, 2/7d,

2/7e, 2/8b and 2/8d would be required as Title for the provision of

Ffynnon Lane.

I have covered in paragraphs 5.85 to 5.96 of my evidence the details

around Ffynnon Lane and the proposed modifications to the draft Orders

to accommodate several objectors’ requirements.

At the time of writing my evidence, Mr Hughes was maintaining his

objection.

Mrs Margaret Rhian Thomas – Pen-ca’rmaenau (R0026)

Mrs Thomas objects to the Scheme on the following grounds: that there

is no direct access proposed from the lane leading from her property to

the A40 trunk road, the lack of passing provision along the proposed

Trefangor Side Road, the proposals for the alignment of Trefangor Side

Road on the approach to its junction with the A478, the lack of central

reserve turning area in the A478 to turn into Trefangor Side Road, the

request of an inclusion of a PMA from Trefangor Side Road to the end of

Ffynnon Lane which would provide eastbound access, the position of the

bridleway labelled 2/C, and the effect on the property’s water supply.

Plots 1/5, 1/5a, 2/2, 2/2c, 2/2d and 3/11d would be required as Title for

all purpose connected with the construction a new side road, drainage

ditch, and all associated works.

Plots 2/2a and 2/2b are required as Licence to construct a new PMA.

The land would subsequently be returned to the owner.

Plot 2/2f would be required as Dedication for a length of new bridleway.

This land would be handed back to the landowner once complete.

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Title Mitigation plots 2/2e and 2/2g have been included for essential

planting and landscaping.

At the location of the existing junction of the access lane with the existing

A40, the proposed A40 would be on a section of 2+1 carriageway. Direct

accesses onto a section of 2+1 carriageway are prohibited on safety

grounds. As such, no direct access would be provided.

I have covered in sections 5.71 to 5.77 of my evidence the details

regarding the alignment of Trefangor Side Road and the proposed

modification to the draft Statutory Orders to accommodate amendments

made following engagement with Mr JWP Lewis.

No central turning bay (known as a ghost island) is proposed on the

A478. The predicted traffic volumes into and along Trefangor Lane do

not warrant anything greater than a simple T-junction to be provided at

this location. There is sufficient distance between the proposed junction

and the northern part of Penblewin Roundabout that queuing traffic

would not impact on the circulation traffic on the roundabout.

I have covered in section 5.128 to 5.131 of my evidence the details

around regarding PMAs. There is no SRO modification proposed for this

objection.

The bridleway labelled 2/C on the SRO is required to ensure continuity

of route along the existing bridleway leading north / south from Trefangor

Burial Ground to the south of Henllan Lodge. The bridleway has been

aligned to run along the proposed highway fenceline so as to reduce the

effect on Mrs Thomas’ land.

The Welsh Government would be obligated to cover the capital cost of

the replacement water supply and to provide an uninterrupted supply

during the construction of the Scheme.

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Trustees of Bethel Chapel (R0027)

The Trustees of Bethel Chapel have objected on the basis of: the

proposed PMA not being adopted by PCC, detail of the proposed

gradient, the surface treatment of the existing lane and concerns of

parking outside of the Chapel.

Plots 3/1r, 3/1x, 3/4w, 3/4y, 3/6y, 3/6z, 3/11, 3/11a, 3/11b, 3/11e, 3/12

and 3/12a would be required as Title for the localised improvement of

the alignment for the PMA known as Bethel Lane.

Plots 3/1r, 3/1x, 3/4w, 3/6y, 3/6z and 3/11, 3/11a, 3/11b, 3/11e and

3/12a would be required as Easements for all access purposes

connected with construction and maintenance of environmental fencing.

Paragraphs 5.97 to 5.106 of my evidence deals with the matters relating

to the adoption and detail of the side roads and PMA and the proposed

modifications to the draft Orders to accommodate several objectors’

requirements.

At the time of writing my evidence, the Trustees of Bethel Chapel were

maintaining their objection.

Mr John and Mrs Linda Smith – Valley View (R0028)

Mr and Mrs Smith have objected on the basis of: the proposed PMA not

being adopted by PCC, concerns over water main connection and

broadband connection.

Plots 3/4w, 3/4y and 3/6y would be required as Title for the localised


Plots 3/4w, 3/4y and 3/6y would be required as Easements for all access

purposes connected with construction and maintenance of


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to the adoption and detail of the side roads and PMAs, including that of

Bethel Lane and the proposed modifications to the draft Orders to

accommodate several objectors’ requirements.





any broadband supply and to provide an uninterrupted supply during the

construction of the Scheme.

At the time of writing my evidence, Mr and Mrs Smith were maintaining

their objection.

Peter Thomas, Huw Thomas, Ruth Thomas, Mai Johns and Linda

Bolton – c/o Hafod Llandissilio (R0029)

Peter Thomas, Huw Thomas, Ruth Thomas, Mai Johns and Linda Bolton

have objected to the Scheme on the basis of: the CPO incorrectly listing

land in the ownership of Glenfield Farm, confirmation of land access and

detail of earthwork arrangements.

The published draft CPO listed the owner of plot 3/6p as being in the

ownership of Leslie Beaumont Rowlands of Glenfield Farm, Llanddewi

Velfrey, Narberth. This has been confirmed as being incorrect. A

modification to the draft Orders has been prepared (MOD02) to correct

the information contained within the CPO.

CPO plot 3/6p would be required to construct the new link road into the

village. The intention would be to tie the new road into the existing

highway. There is no intention to amend the earth bund / embankment

on the northern edge of the plot. As such, access would be maintained

from the highway. It is not intended to provide access from the cul-de-

sac which would be located to the east of the plot.

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At the time of writing my evidence, the objection was being maintained.

Mr Richard Watson – Bryn Hafod (R0030)

Mr Watson has objected to the Scheme on the basis of: the proposed

PMA not being adopted by PCC, detail of gradient and surface treatment

of existing lane and concern about turning provision on Bethel Lane.

Plots 3/4w, 3/4y and 3/6y would be required as Title for the localised


Plots 3/4w, 3/4y and 3/6y would be required as Easements for all access

purposes connected with construction and maintenance of



to the adoption and detail of the side roads and PMA. and the proposed

modifications to the draft Orders to accommodate several objectors’

requirements

At the time of writing my evidence, Mr Watson was maintaining his

objection.

Mr Talfan and Mrs Vera Evans – Henglos Whitland (R0031)

Mr and Mrs Evans have objected to the Scheme on the basis of: the

proposed PMA not being adopted by PCC, concern over the

carriageway detail of the Bethel Lane, turning provision on Bethel Lane,

and concern over private water connection.

Plots 3/4, 3/4d, 3/4g, 3/4h, 3/4j, 3/4n, 3/4q, 3/4s, 3/4t, 3/4u, 3/4x, 3/4y

and 3/4z would be required as Title for all purposes connected with the

construction of the new Trunk Road and all associated works.

Plots 3/4w and 3/4y would be required as Title for the localised

improvement of the PMA alignment.

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Plots 3/4p, 3/4v, 3/4w and 3/4y would be required as Easements for all

access purposes connected with construction and maintenance of


Plots 3/4a, 3/4c, 3/4f 3/4k, 3/4m and 3/4w would be required for the

Dedication of a new footpath.

Title Mitigation plots 3/4b, 3/4e and 3/4r have been included for


Paragraphs 5.97 to 5.106 of my evidence deals with the matters

relating to the adoption and detail of the side roads and PMA. and the

proposed modifications to the draft Orders to accommodate several

objectors’ requirements




At the time of writing my evidence, Mr and Mrs Evans were maintaining

their objection.

Mrs Maureen Tinson & Mr Paul Richardson – Croft House (R0032)

Mrs Tinson and Mr Richardson have objected to the Scheme on the

following grounds: the draft CPO includes part of their property (concrete

hardstanding), clarity of proposals for the existing A40 road (cul-de-sac),

that the cul-de-sac should include a turning area, and what the street

lighting proposals would be for the cul-de-sac.


around the cul-de-sac and the proposed modifications to the draft Orders

to accommodate several objectors’ requirements. I have covered the

lighting requirements within paragraphs 5.250 to 5.259 of my evidence.

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CPO Plot 3/7 would be required as Title to undertake any

improvements to the existing highway. Plot 3/7 is the half width of the

existing A40 trunk road which is unregistered.

The CPO boundary has been drafted based on land ownership

information obtained from Land Registry. Whilst no part of the freehold of

the property is within the draft CPO, the raised concrete hardstanding

outside the property may protrude beyond the freehold boundary

provided to us by Land Registry. There are no proposals to alter this

area of concrete hardstanding as part of the Scheme.

At the time of writing my evidence, Mrs Tinson and Mr Richardson

were maintaining their objection.

Mr Bernard and Mrs Pearl Bill – Arfryn (R0033)

Mr and Mrs Bill have objected to the Scheme on the grounds of: clarity

of proposals for the existing A40 road (cul-de-sac), that the cul-de-sac

should include a turning area, and what the street lighting proposals

would be for the cul-de-sac.


around the cul-de-sac and the proposed modifications to the draft Orders

to accommodate several objectors’ requirements. I have covered the

lighting requirements within paragraphs 5.250 to 5.259 of my evidence.

CPO Plot 3/9 would be required as Title to undertake the

improvements to the existing highway. Plot 3/9 is the half width of the

existing A40 trunk road which is unregistered.

At the time of writing my evidence, Mr and Mrs Bill were maintaining

their objection.

Dr Karen and Mr Michael Brown – Penrhiw Cottage (R0034)

Dr and Mr Brown have objected to the Scheme on the following

grounds: their land being included within the CPO, the lane known as

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Ffynnon Lane being listed as PMA within the draft Orders, Ffynnon Lane

should be two lanes wide, provision of turning area at Beli-bach lane,

vehicle turning movement into Penrhiw Cottage, and concern of damage

to stone wall outside of property as a result of vehicle movements.

Plot 2/6a would be required as Title for the localised improvement of

the alignment for PMA. Plot 2/6 is required as Essential Licence to

construct the new access track and associated works. Plot 2/6a would

be handed back to the landowner once complete. Plot 2/6a is the half

width of the existing A40 trunk road which is unregistered. No part of Dr

and Mr Brown’s freehold property is included within the draft CPO.


regarding Ffynnon Lane and the proposed modifications to the draft

Orders to accommodate several objectors’ requirements.

Further consideration has been given to the turning manoeuvre from

Penrhiw Cottage onto the new length of lane immediately outside the

Cottage. The southern edge of the lane would be widened locally to

allow a car to turn into / out of the property without having to turn at the

turning area provided at the junction of Ffynnon Lane / Beili bach. A

modification to the draft Orders has been prepared (MOD 04) to include

the relocated access.

It has been proposed to Dr and Mr Brown that as part of the works, a

pre-condition survey would be undertaken of the stone retaining wall

located outside the property of Penrhiw Cottage. Should there be any

damage to the stone wall during the construction of the works, the

appointed contractors would be obliged to undertake the necessary

repairs to the stone wall.

At the time of writing my evidence, Dr and Mr Brown have not

withdrawn their objection, however they have written to the Programme

Officer to state their support for the Scheme.

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Mr Wynn Griffiths – Penllain (R0035)

Mr Griffiths has objected to the Scheme on the grounds of: the CPO

including part of the property known as Penllain, grounds of clarity of

proposals for the existing A40 road (cul-de-sac), that the cul-de-sac

should include a turning area, the street lighting proposals would be for

the cul-de-sac, and concerns of light pollution affecting the property of

Penllain. His objection is also related to: lane known as Ffynnon Lane

being listed as PMA within the draft Orders, Ffynnon Lane should be two

lanes wide and provision of turning area at Beili-bach Lane.


regarding the Awelfa Cul-de-sac and the proposed modifications to the

draft Orders to accommodate several objectors’ requirements. I have

covered the lighting requirements within paragraphs 5.250 to 5.259 of

my evidence.

CPO Plot 3/8 and 3/8a would be required as Title to undertake the

improvements to the existing highway. Plot 3/8 and 3/8a is the half width

of the existing A40 trunk road which is unregistered

A commitment has been made to Mr Griffiths to provide screening for

headlight glare from cars turning into the cul-de-sac, opposite the

property known as Penllain. This will be dealt with as matter of

accommodation works.


around Ffynnon Lane and the proposed modifications to the draft Orders

to accommodate several objectors’ requirements.

At the time of writing my evidence, Mr Griffiths was maintaining his

objection.

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Mr Thomas Carrington – Blaen-Pentroydin (R0036)

Mr Carrington have objected to the Scheme on the grounds of:

proposed improvements to the lane leading to Blaen-Pentroydin

including provision of passing places, lane resurfacing, and future

maintenance responsibilities of the lane.

Mr Carrington has an existing right of access right over CPO Plots 3/3f,

3/3h, 3/3k and 3/5. These plots are required for the Scheme to provide a

PMA for access to Blaen-Pentroydin and other severed parcels of land

as a result of the Scheme.

Mr Carrington objected to the provision of the access leading to Blaen-

Pentryodin. I have covered in paragraphs 5.141 to 5.147 of my evidence,

the details around the Blaen-Pentroydin access.

At the time of writing my evidence, Mr Carrington was maintaining his

objection.

Mr AGP Lewis and Mr JWP Lewis – Pen Gaer (R0037)

The objection to the Scheme has been raised on the grounds of:

access to woodland at Ffynnon Wood, amendments to hedgerows in the

area of Attenuation basin/pond A, the need for passing places on

Trefangor Side Road, the need for passing places at Henllan Lodge and

accommodation works leading to Blaen-Pentroydin.

Whilst Messrs AGP and JWP Lewis have submitted a single combined

objection, their freehold land interests are listed separately with Land

Registry (i.e. land is owned either by Mr AGP Lewis or Mr JWP Lewis,

but not by both). For clarity, this section describes the land as if all plots

were owned jointly by both persons (i.e. all land is owned by the Pen

Gaer estate). Where reference in made in the sections below to ‘Mr

Lewis’, this refers to Mr JWP Lewis unless stated otherwise.

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CPO Plots 1/2, 1/2c, 1/2g, 1/2h, 1/2p, 1/2s, 1/2t, 1/2v, 1/2w, 1/3, 1/3b,

1/3e, 1/3f, 1/3h, 1/3j, 1/3k, 1/3m, 1/3n, 2/3, 2/3a, 2/3g, 2/3k, 2/3n, 2/3q,

2/3s, 2/3t, 2/3v, 2/3w, 2/3ab, 2/3ac, 2/3ad, 2/3af, 3/3, 3/3a, 3/3b, 3/3aa,

2/3ad, 3/3ak, 3/3am, 3/3an, 3/3ap and 3/3aq would be required as Title

for the construction of the new Trunk Road and all associated works.

Plot 1/2y, 2/7a, 2/7c, 2/7e, 3/3f, 3/3h, 3/3k, 3/3n, 3/3p, 3/3q, 3/3r, 3/3s,

3/3u, 3/3v and 3/3w would be required as Title PMA.

Plots 1/2f, 1/2u, 1/2z, 1/3c, 1/3g, 3/3t and 3/3ah are required as

Licence PMA. This land will be handed back to the owner after

construction.

Plots 2/3y, 2/3ae, 2/7, 2/7b and 3/3x are required as Essential Licence

to construct a new PRoW. This land would be handed back to the owner

once complete.

Plots 2/3c, 2/3e, 2/3j, 2/3n, 2/3v, 2/3x, 2/3af, 2/7a, 3/3j, 3/3z, and 3/3ac

would be required for the Dedication of a new public right of way. The

land would be subsequently returned to the owner.

Title Mitigation plots 1/2d, 1/2j, 1/2k 1/2x, 1/3a, 1/3d, 2/3b, 2/3d, 2/3f,

2/3h, 2/7d, 3/3d, 3/3g 3/3m, 3/3y, 3/3ab, 3/3ae, 3/3af, 3/3ar and 3/3ar

have been included for essential planting and landscaping.

Plots 1/2a, 1/2b, 1/2e, 1/2m, 1/2n, 1/2q, 1/2r, 2/3j, 2/3m, 2/3p, 2/3r,

2/3u, 2/3x 2/3z, 2/3aa, 2/7a, 2/7c, 2/7e, 3/3c, 3/3e, 3/3f, 3/3g, 3/3h, 3/3j,

3/3k, 3/3p, 3/3q, 3/3r, 3/3s, 3/3ag, 3/3ah, 3/3aj and 3/3as would be

required as an Easement for all access purposes connected with

construction and maintenance of environmental fencing and/or the

cleansing, widening, deepening and maintenance of a drainage ditch.

It has been requested that a hedgerow (boundary of plot 1/2t) is

translocated to increase the size of the remaining parcels of land. As this

work is not essential for the Scheme, it is not considered that the works

should be undertaken as part of the Scheme.

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The location of the pond interferes with existing field gates which

provide connectivity to adjoining fields. Any field gates / access points

between fields would be re-provided as part of the Scheme. This would

include a field gate to link the fields either side of the hedgerow

discussed in the points above. A modification to the draft Orders has

been prepared (MOD 06) to include the relocated access.

We understand from meeting with Mr Lewis, that the existing access to

Ffynnon Wood is affected by the proposed attenuation pond (Pond B)

which is located south of the A40 at Ffynnon Wood. In order to ensure

continuity of access, we propose to realign Mr Lewis’ access so that is

follows the boundary fencing of the basin/pond. Any existing field gates

impacted by the Scheme would be replaced in order to provide continuity

of access. A modification to the draft Orders has been prepared (MOD

07) to include the relocated access route.

Mr Lewis objected to the lack of provision of adequate passing places

along Trefangor Side Road. I have covered in paragraphs 5.71 to 5.77 of

my evidence the details regarding the Trefangor Side Road and the

proposed modifications to the draft Orders to accommodate

amendments made following engagement with Mr Lewis and others.

Mr Lewis objected to the lack of provision of an adequate passing

place along Henllan Lodge Side Road. I have covered in paragraphs

5.78 to 5.84 of my evidence the details around the Henllan Lodge Side

Road and the proposed modification to the draft Orders to accommodate

amendments made following engagement with Mr Lewis.

Mr Lewis objected to matters relating to the PMA leading to Blaen-

Pentroydin. I have covered in paragraphs 5.141 to 5.147 of my evidence

the details regarding the Blaen-Pentroydin PMA.

At the time of writing my evidence, Messrs Lewis were maintaining

their objection.

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Ms Tessa Plowden - Abystree Crych (R0041)

Ms Plowden has objected to the Scheme on the basis of the CPO

incorrectly listing land ownership.

The published draft CPO listed the owner of plot 3/6p as being in the

ownership of Leslie Beaumont Rowlands of Glenfield Farm, Llanddewi

Velfrey, Narberth. This has been confirmed as being incorrect. A

modification to the draft Orders has been prepared (MOD 02) to correct

the information contained within the CPO.

At the time of writing my evidence, Ms Plowden was maintaining her

objection.

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8. Conclusion

Development of the Scheme

My evidence has presented the decisions made in determining the land

required in the CPO on the development of the Scheme from the

conceptual layout. I have demonstrated how I have taken into

consideration the environmental issues and proposed mitigation as

detailed in the ES.

I have worked closely with Andrew Sumner, the Environmental

Coordinator, to ensure that the engineering proposals have taken due

regards of the environmental factors, legislation and that appropriate

mitigation has been included within the CPO.

Route Selection

I was responsible for the development of the corridor of the proposed

new Trunk Road which passes to the north of Llanddewi Velfrey. The

route is aligned as follows (from west to east):

immediately north of the existing A40 between Penblewin and

Ffynnon;

online through the Ffynnon Wood, utilising the existing highway

embankment as far as practicably possible;

north of the existing A40, bypassing Llanddewi Velfrey;

between the farm known as Pen-troydin Fach (north of the proposal)

and property known as Maes-y-Rhos (south of the proposal);

south of the farm known as Pen-troydin Fawr;

north of the property known as Blaen-Pen-Trodyin and north of the

woodland located east of Ffynnon Road; and

south of Bethel Chapel and surrounding properties.

I have reviewed the historical selection of the corridor to the north of

Llanddewi Velfrey. I have considered the reasons recorded for the

decisions, and in my opinion, they are well considered reasons that are

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appropriately justified with physical characteristic and constraints

imposed by the topography and local features that are present today as

they were at the time.

A WelTAG Stage 1 and 2 Appraisal (Doc 4.03.03 and Doc 4.03.05) has

been undertaken during the development of the preliminary design to

review the problems and objectives and appraises the route options.

Mark Dixon provides further details within his evidence (WG 1.1.2).

In my opinion, the alignment of the proposed Trunk Road provides an

appropriate balance between the needs of the: environment, buildings,

landowners, communities, watercourses, ground conditions, physical

constraints, the local road network and statutory undertakers’ assets,

cost and programme.

Junctions

During the development of the preliminary design and the draft Orders, I

have led layout development to the design of the junctions along the

Scheme. These changes, the process of appraisal and the benefits that

they have brought to the Scheme are detailed in the Design Options


No direct access will be permitted onto the proposed Scheme other than

at the proposed junctions.

The existing four-arm Penblewin Roundabout would be replaced with an

enlarged five-arm roundabout. It would provide connectivity between the

proposed A40 (running east-west) and the A478 (running north-south).

The existing A40 would also tie-in to the roundabout, thereby providing

access to the existing rest area.

The proposed Llanddewi Velfrey West Junction would be a staggered T-

junction and would be constructed to the north of the existing A40. Right-

turn refuge areas in the central reserve would allow free-flow traffic

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conditions along the mainline whilst providing right-turn traffic with a safe

refuge whilst waiting for an opportunity to cross the mainline.

The proposed Llanddewi Velfrey East Junction would be a roundabout. It

would comprise four arms that provides access to Llanddewi Velfrey to

the south and Bethel Chapel to the north. It would be located north of the

existing A40, west of Bethel Chapel in a field that is on steep long sided

ground. The roundabout requires earthworks (both cut and fill) to support

the roundabout on the side of the hill.

In my opinion, the junction arrangements proposed at Penblewin,

Llanddewi Velfrey West and East Junctions would provide appropriate

safe, convenient, strategic connections between the Trunk Road

network, the local road network, communities and businesses (including

farms), whilst minimising impact on the environment and ancient

woodland.

Minimising the number of direct accesses onto the A40 would help

achieve the Scheme objectives to enhance network resilience and

improve accessibility along the east-west transport corridor to key

employment, community and tourism destinations (O1) and to reduce

the number and severity of collisions (O4).

I am content that all junctions on the Scheme are designed to

accommodate the forecast level of traffic passing through them.

Side Roads and Private Means of Access

The Scheme would maintain connectivity of all side road which are

crossed by the line of the Trunk Road by using bridges, new side road

links or junctions with the Trunk Road.

In-depth and detailed discussions with objectors, affected stakeholders,

and PCC have been held following publication of draft Orders.

Subsequent amendments to the draft Orders have been proposed and

will presented as modifications to the draft Orders.

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In my opinion, the provision of side roads crossings, junctions and new

links are appropriate and achieve a balance of the factors of

environment, local communities, land interest and the travelling public.

Some of those who have their access to the existing A40 affected by the

Scheme will experience a longer diversion to access the new A40 Trunk

Road, as objected to by Mrs Margaret Thomas of Pencaerinau (R0026).

However, in my opinion, the provision of new side roads and PMA would

facilitate access that is convenient and safer than the existing conditions.

Construction and Buildability

During the development of the preliminary design and the draft Orders,

consideration to the construction and buildability was a key part of the

decision-making process. The Construction and Buildability Report (Doc.

4.04.09) provides details and likely construction phasing for the Scheme

along with an outline construction programme.

In my opinion, the construction and buildability consideration in the

development of the preliminary design provides confidence that the

Scheme can successfully be delivered in an efficient and timely manner

with adequate recognition of the various environmental and engineering,

issues and impact on residents, businesses and traffic.

WCHRs

I have ensured that the needs of WCHRs have been considered in the

development of the Scheme both in the permanent and temporary

conditions. In my opinion, the needs of WCHRs have been

accommodated in the Scheme with all diversions and re-provision being

equally advantageous.

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Improvements to the existing A40 (to be detrunked)

The Welsh Government sees the proposed improvements enabled by

the detrunking of the existing A40 to be complementary to the Scheme

and draft Orders as described in Mark Dixon’s evidence (WG 1.1.2).

In my opinion, the Active Travel and Detrunking Proposals would

complement the main Scheme objectives and comply with the

requirements of the Active Travel (Wales) Act 2013 (Doc. 4.01.13) and

the Well-being of Future Generations (Wales) Act 2015 (Doc. 4.01.10).

In providing the Active Travel and Detrunking Proposals, along with the

provision within the draft Orders, the following Scheme Objectives are

achieved: reduce the number and severity of collisions (O4); promote

active travel by cycling horse riding and walking to provide opportunities

for healthy lifestyles (O5); to reduce community severance; and provide

health and amenity benefits (O2).

In my opinion, the Active Travel and Detrunking Proposals for the

existing A40 would complement and maximise the benefit of the

Scheme. The Active Travel and Detrunking Proposals do not form part of

the draft Orders, nor do they require any land take within the CPO.

Land in the Compulsory Purchase Order

The land required in the CPO for the permanent works arise from the

alignment and the engineering required to deliver the: proposed new

Trunk Road, junctions, side roads, structures, drainage and PMAs.

In my opinion, the footprint of the Scheme which requires Title land for

permanent works in the CPO and proposed modifications is appropriate

and achieves a balance between the factors of environment, land

interests, construction risk, programme and Scheme cost.

The CPO also includes the rights of access for the Welsh Government to

inspect and maintain the highway infrastructure.

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The CPO includes for Essential Licence for construction operations and

for essential mitigation.

In my opinion, the Title land for the permanent works and the rights of

access for inspection and maintenance included in the CPO (and the

proposed modifications) are essential for the Scheme.

The Scheme

The Scheme would provide improvements to the A40 Trunk Road which

comprises a proposed 4.3km length of Wide Single 2+1 Trunk Road,

heading eastwards from Penblewin Roundabout to the east of Llanddewi

Velfrey, Pembrokeshire.

The existing A40 has a highway layout which is not fully compliant with

design standards. In my opinion, the proposed new Trunk Road would

provide a safer journey for road users passing along (and local users

connecting onto) the strategic A40 corridor.

In my opinion, the Scheme would have a positive impact when

measured against the Scheme objectives which are within my area of

expertise:

O1 - To enhance network resilience and improve accessibility along

the east-west transport corridor to key employment, community

and tourism destinations

The Scheme provides the maximum possible length of 3,025m (950m -

Westbound and 2075m Eastbound) within the Scheme extent of WS2+1

carriageway and therefore maximises safe overtaking opportunities

within the section of the Trunk Road which in turn will positively

contribute to improved resilience and journey time reliability.

As a key east-west route, the Scheme would improve accessibility along

the A40 to key towns such as Haverfordwest and Carmarthen. This

would provide associated benefits for car-based journeys as well as

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accessibility for those using public transport. Enhanced provision for

pedestrians would improve access to the bus stop connection in the

village, serving key employment, community and tourism destinations by

public transport.

The predominant offline nature of this Scheme is considered to offer

resilience in terms of providing a wholly new section of carriageway for

the A40 to the north of Llanddewi Velfrey.

O2 - To improve prosperity and provide better access to the county

town of Haverfordwest, the Haven Enterprise Zone and the West

Wales ports at Fishguard, Milford Haven and Pembroke Dock.

As a key east-west route, the Scheme would improve accessibility along

the A40 to key towns such as Haverfordwest and Carmarthen as well as

key employment areas. Maximising the extent of WS2+1 carriageway

would provide the maximum benefit in terms of journey reliability and

wider prosperity.

The improvements would bring up to modern standards the “lowest

standard of TEN-T road in the UK”13, and would provide strategic access

to the key communities and employment areas in the region and beyond.

O3 - To reduce community severance and provide health and

amenity benefits

The Scheme would result in significantly reduced traffic through

Llanddewi Velfrey, including HGVs, helping improve accessibility and

movement in the village. The Active Travel and Detrunking Proposals

would enhance the provision and user experience through the village,

thus encouraging road users and residents to make local journeys on

foot or by bike.

13 Paragraph 4.3.4 -Trunk Road Forward Programme 2002 (Doc. 4.01.44)

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Reduced through traffic in the village would deliver associated

improvements in terms of traffic related noise and air quality within the

settlement, benefiting local residents accordingly.

O4 - To reduce the number and severity of collisions

The predominant offline nature of the Scheme and improved lengths of

WS2+1 carriageway provides the greatest benefit in terms of removing

direct accesses onto the trunk road and providing the maximum extent of

safe, unambiguous overtaking opportunities, reducing the likelihood of

collisions through risky manoeuvres (in turn helping reduce the number

of potential accidents now and in the future).

The types of severe accidents that are associated with the current road

conditions would be mitigated, with significant benefits to be realised by

the improved road safety conditions.

The Scheme also provides a bypass of Llanddewi Velfrey and therefore

reduces potential conflict between vehicles and WCHR users within the

village.

O5 - To promote active travel by cycling, horse riding and walking

to provide opportunities for healthy lifestyles

The Scheme would sever a number of PRoWs. Associated impacts

would be mitigated through diversions and reinstatements, thereby

improving the existing provision.

The Scheme also provides the opportunity to improve / enhance walking,

cycling and horse-riding links from the settlement of Llanddewi Velfrey

and would seek to establish a number of circular walking routes from the

village during the detailed design phase.

Conditions for pedestrian movements within the village would be

improved with reduced through traffic.

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O6 - To deliver a Scheme that promotes social inclusion and

integrates with the local transport network to better connect local

communities to key transport hubs

The Scheme would provide slight benefits for journeys to key public

transport hubs through improvements to journey time reliability.

Conditions for walking and cycling to the bus stop in the village would be

improved with less through traffic, which would also benefit people

wishing to use public transport (the bus).

There would also be benefits to bus operators and users with reduced

public and private transport conflicts in the village.

Reduced severance, improved connectivity and improved access to

employment opportunities would improve social inclusion.

O7 - To deliver a project which is sustainable in a globally

responsible Wales, taking steps to reduce or offset waste and

carbon

Slight increased journey lengths and higher traffic speeds are likely to

result in marginally increased User GHG emissions. Construction of the

new road would result in GHG emissions in addition to the operational

and user GHG emissions.

The Scheme has been designed to re-use excavated material within the

works. It is currently anticipated that no bulk earthworks materials would

need to be imported to or exported from the site. Excavations from

cuttings would be used to construct embankments and for landscaping

purposes.

Through increasing overtaking opportunities, the Scheme would provide

benefits in terms of the overall resilience and efficiency of journeys as

well as improving access to key employment areas, supporting

economic growth and prosperity for all.

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O8 - Give due consideration to the impact of transport on the

environment and provide enhancement when practicable

Through creating a bypass of Llanddewi Velfrey, the Scheme would

reduce air and noise pollution to existing communities but increase

levels along the new route (where there are less receptors).

There would be land take required with associated environmental

impacts on the landscape, biodiversity, soils etc, which needs to be

balanced against the opportunities for mitigation and enhancement and

wider Scheme benefits.

Final Remarks

The design of the Scheme, which I have led, seeks to minimise

environmental impacts whilst providing an appropriately balanced

solution for the environment, local communities and the travelling public.

Factors that have been taken into account include the impact on

environmental and topographical constraints, traffic patterns and

volumes, and safety.

In my opinion, these solutions strike a balance between the interests of

local residents, the environment, those with a land interest in the

Scheme and the travelling public, such that the design is the most

appropriate, taking into account the constraints and factors influencing

the Scheme.

Pembrokeshire County Council (PCC) has expressed their support for

the Scheme and to the draft Orders (R0052). In my opinion, the

proposals for treatment of the detrunked A40 are compatible with the

long term aspirations of PCC. Through discussions with PCC on the

detrunking (included within the Line Order) and the measures proposed

for the detrunked A40, PCC are agreeable.

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I have reviewed the effect of the proposals in the Scheme for stopping

up and for the closure of private means of access: the alternative routes

for the public under the Scheme are reasonably convenient.

I have assessed the line order as against the detrunking order: I cannot

see any reason why they are incompatible.

In my opinion, the draft Orders and modification to the draft Orders to be

presented to the Inquiry, provide the most appropriate solution. The Line

Order (and associated detrunking) reflects the Scheme proposals and is

the most expedient in the public interest. The Side Roads Order

providing routes and access that are reasonably convenient to those

affected. The land included within the Compulsory Purchase Order is

essential for the Scheme.

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9. References – Drawings

This section of my evidence provides a list (with revision numbers) of the

relevant engineering drawings and environmental master plans that are

included in the Public Inquiry Library and the locations thereof. The list is

correct at the time of publishing evidence.

General Arrangement Drawings

Name Title Line 1 Title Line 2 Revision Location

A40LVP-

HGN-SWI-

DR-D-0001

General

Arrangement

Sheet 1 P07 ES Appendix 2.6

Inquiry Doc 3.02.03

A40LVP-

HGN-SWI-

DR-D-0002

General

Arrangement


Inquiry Doc 3.02.03

A40LVP-

HGN-SWI-

DR-D-0003

General

Arrangement


Inquiry Doc 3.02.03

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Highway Drainage Drawings


A40LVP-

ARP-

HDG-

SWI-DR-

0001

Highway

Drainage

Layout

Sheet 1 P04 A40LVP-ARP-

HDG-SWI-RP-D-

0002 Drainage

Strategy Report –

Appendix A (Doc.

4.04.04)

A40LVP-

ARP-

HDG-

SWI-DR-

0002

Highway

Drainage

Layout


HDG-SWI-RP-D-

0002 Drainage

Strategy Report –

Appendix A (Doc.

4.04.04)

A40LVP-

ARP-

HDG-

SWI-DR-

0003

Highway

Drainage

Layout


HDG-SWI-RP-D-

0002 Drainage

Strategy Report –

Appendix A (Doc.

4.04.04)

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Page 107 of 113

Landscape Environmental Master Plans


A40LVP-

RML-EGN-

SWI-DR-L-

0006

Environmental

Masterplan

Sheet 1 of 6 P05 ES Appendix 2.5

Inquiry Doc 3.02.03

A40LVP-

RML-EGN-

SWI-DR-L-

0007

Environmental

Masterplan


Inquiry Doc 3.02.03

A40LVP-

RML-EGN-

SWI-DR-L-

0008

Environmental

Masterplan


Inquiry Doc 3.02.03

A40LVP-

RML-EGN-

SWI-DR-L-

0009

Environmental

Masterplan


Inquiry Doc 3.02.03

A40LVP-

RML-EGN-

SWI-DR-L-

0010

Environmental

Masterplan


Inquiry Doc 3.02.03

A40LVP-

RML-EGN-

SWI-DR-L-

0011

Environmental

Masterplan


Inquiry Doc 3.02.03

Welsh Government


Page 108 of 113

Highway Geometry Plan and Profile Drawings


A40LVP-

ARP-HML-

SWI-DR-D-

0001

Mainline Plan

And Profile

Sheet 1 P04 Alignment and Junction Strategy Report A40LVP-ARP-HGN-

SWI-RP-C-0002

Doc. 4.04.02

A40LVP-

ARP-HML-

SWI-DR-D-

0002

Mainline Plan

And Profile


SWI-RP-C-0002

Doc. 4.04.02

A40LVP-

ARP-HML-

SWI-DR-D-

0003

Mainline Plan

And Profile


SWI-RP-C-0002

Doc. 4.04.02

A40LVP-

ARP-HSR-

SR01-DR-D-

0002

Ffynnon Private

Means Of

Access

Plan and Profile P03 Alignment and Junction Strategy Report A40LVP-ARP-HGN-

SWI-RP-C-0002

Doc. 4.04.02

40LVP-

ARP-HSR-

SR01-DR-D-

0003

Henllan Lodge

Lane


SWI-RP-C-0002

Doc. 4.04.02

A40LVP-

ARP-HSR-

SR01-DR-D-

0004

Llanddewi

Velfrey Link

And Bethel

Private Means

Of Access


SWI-RP-C-0002

Doc. 4.04.02

Welsh Government


Page 109 of 113


A40LVP-

ARP-HSR-

SR02-DR-D-

0001

Llanfallteg

Overbridge


SWI-RP-C-0002

Doc. 4.04.02

A40LVP-

ARP-HSR-

SR01-DR-D-

0001

Trefangor

Cemetrery Side

Road


SWI-RP-C-0002

Doc. 4.04.02

Welsh Government


Page 110 of 113

Active Travel and Detrunking Proposals


A40LVP-

ARP-HGN-

DTK-DR-D-

0001

Detrunking

Proposals

Sheet 1 of 2 P01 Active Travel and

Detrunking Proposals

Report (A40LVP-ARP-

HSR-SWI-RP-C-0001)

Appendix A

Doc. 4.04.07

A40LVP-

ARP-HGN-

DTK-DR-D-

0002

Detrunking

Proposals

Sheet 1 of 2 P01 Active Travel and

Detrunking Proposals

Report (A40LVP-ARP-

HSR-SWI-RP-C-0001)

Appendix A

Doc. 4.04.07

Welsh Government


Page 111 of 113

10. Appendices (Separate Volume)

Appendix A - Figures

Figure 1 - Visualisation showing Penblewin Roundabout (Looking north-

east)

Figure 2 - Visualisation showing Llanddewi Velfrey West Junction

(looking south-west)

Figure 3 - Visualisation showing Llanddewi Velfrey East Junction

(looking south-west)

Figure 4 - Visualisation showing the A40 Trunk Road - looking west

towards Penblewin Roundabout

Figure 5 Exhibition board extract from April 2017 Public Information

Exhibition

Figure 6 - Proposed Underpass at Ch3+270

Figure 7 - Additional structures following NRW meeting

Figure 8 - Location of DCWW Waste Water Treatment

Welsh Government


Page 112 of 113

Appendix B – Amendments following publication of draft Orders

Drawing - A40LVP-ARP-GEN-SWI-SK-D-0018_P02– East Llanddewi Velfrey Junction Bethel Lane Proposals

Drawing - A40LVP-ARP-HAW-SWI-SK-C-0001_ P03 – Glenfield Farm access to land by Bethel Chapel

Drawing - A40LVP-ARP-HAW-SWI-SK-C-0002_P02 – Glenfield Farm Access to Land South of A40

Drawing - A40LVP-ARP-HGN-J03-DR-D-0001_P03 – Access Track on Plot 3/6AC KS4 Drawing Detail

Drawing - A40LVP-ARP-HGN-J03-SK-D-0001_P03 – Llanddewi Velfrey Side Road Glenfield Fenceline Modification

Drawing - A40LVP-ARP-HGN-SR01-DR-D-0001_P03 – Ffynnon Lane Proposals

Drawing - A40LVP-ARP-HGN-SR01-DR-D-0002_P02 – Ffynnon Lane Beili Bach Lane Turning Movements

Drawing - A40LVP-ARP-HGN-SR01-SK-D-0001_P01 – Access Provision to Ffynnon Wood

Drawing - A40LVP-ARP-HGN-SWI-DR-D-0010_P01 – General Arrangement Blaen-Pen-Troydin Track

Drawing - A40LVP-ARP-HSR-J01-SK-D-0001_P02 – Connector Road into Village Cul-de-sac Proposals

Drawing - A40LVP-ARP-HSR-SR01-SK-D-0001_P03 – Trefangor Burial Ground KS4 Side Road Proposals

Drawing - A40LVP-ARP-HSR-SR01-SK-D-0003_P01 – Henllan Farm Side Road

Drawing - A40LVP-ARP-LLO-J03-SK-ZL-0001_P01 – Bethel Chapel PMA

Appendix C – Structure General Arrangement Drawings

SBR0170

Drawing – A40LVP-ARP-SBR-0170-DR-C-0001 P04- NMU Underpass

General Arrangement Sheet 1 of 2.

Drawing – A40LVP-ARP-SBR-0170-DR-C-0002 P04- NMU Underpass


SBR0260

Drawing – A40LVP-ARP-SBR-0260-DR-C-0001 P03- Farm Access

Underpass General Arrangement Sheet 1 of 2.

Welsh Government


Page 113 of 113

Drawing – A40LVP-ARP-SBR-0260-DR-C-0002 P03- Farm Access

Underpass General Arrangement Sheet 2 of 2.

SBR0285

Drawing – A40LVP-ARP-SBR-0285-DR-C-0001 P03- Llanfallteg

Overbridge General Arrangement Sheet 1 of 2.

Drawing – A40LVP-ARP-SBR-0285-DR-C-0002 P03- Llanfallteg

Overbridge General Arrangement Sheet 2 of 2.

SBR0330

Drawing – A40LVP-ARP-SBR-0330-DR-C-0001 P03- Arch Underpass


Drawing – A40LVP-ARP-SBR-0330-DR-C-0002 P03- Arch Underpass


Appendix D – Eastbound Cycle route

Drawing – A40LVP-ARP-GEN-J03-SK-C-0001 P01 Llanddewi Velfrey

Roundabout Cycleway Provision - Plan and Cross-Section

Appendix E – Objection location plan

Drawing - A40LVP-ARP-HGN-SWI-SK-D-0004 P01 - Objection Location

Plan

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