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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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A40 Llanddewi Velfrey to Penblewin Improvements Proof of Evidence – Engineering
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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A40 Llanddewi Velfrey to Penblewin Improvements Proof of Evidence – Engineering
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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A40 Llanddewi Velfrey to Penblewin Improvements Proof of Evidence – Engineering
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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A40 Llanddewi Velfrey to Penblewin Improvements Proof of Evidence – Engineering
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).
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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.
1DMRB Volume 6 Section 1 Part 1 - TD 9/93 – Highway Link Design
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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).
2 DMRB Volume 6 Section 1 Part 1 - TD 9/93 – Highway Link Design
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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
Report (Doc. 4.04.01).
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
Report (Doc. 4.04.01).
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
Report (Doc. 4.04.01).
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
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 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.
Modifications to the CPO and SRO (MOD 03) 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.
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
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).
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.
Modifications to the CPO and SRO (MOD 04) are being prepared to
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).
Following the publication of draft Orders, several objections have been
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.
Modifications to the CPO and SRO (MOD 05) are being prepared to
accommodate the changes discussed following the publication of draft
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.
Following the publication of draft Orders, several objections have been
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
accommodate the changes discussed following the publication of draft
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.
Following the publication of draft Orders, several objections have been
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.
Connectivity to the existing PRoW network is through new routes
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’
evidence (WG 1.5.2).
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.
Connectivity to the existing PRoW network is through new routes
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
Report (Doc. 4.04.07).
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
Embankment 4 2+460 2+720 Embankment 11m
Cutting 2 2+720 2+950 Cutting 14m
Embankment 5 2+950 3+480 Embankment 24m
Cutting 3 3+480 3+850 Cutting 21m
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
Report (Doc. 4.04.04).
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
evidence (WG 1.2.2).
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
Relevant draft Order
Relevant Respondent or Landowner
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
Relevant draft Order
Relevant Respondent or Landowner
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
Relevant draft Order
Relevant Respondent or Landowner
Summary
MOD 11 SRO – New highway 3/H and 3/I. CPO – Plots 3/1n, 3/1s, 3/6x, 3/6aa, 3/6ab
R0019 – Sandra Rowlands
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
R0019 – Sandra Rowlands
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
R0019 – Sandra Rowlands
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
Relevant draft Order
Relevant Respondent or Landowner
Summary
MOD 15 CPO – Plots 3/6s and 3/6q
R0019 – Sandra Rowlands
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
essential planting and landscaping.
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
improvement of the alignment for PMA.
Plots 3/4w, 3/4y and 3/6y would be required as Easements for all access
purposes connected with construction and maintenance of
environmental fencing.
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Paragraphs 5.97 to 5.106 of my evidence deals with the matters relating
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.
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.
The Welsh Government would be obligated to cover the capital cost of
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
improvement of the alignment for PMA.
Plots 3/4w, 3/4y and 3/6y 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, 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
environmental fencing.
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
essential planting and landscaping.
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
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.
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.
I have covered in paragraphs 5.107 to 5.113 of my evidence the details
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.
I have covered in paragraphs 5.107 to 5.113 of my evidence the details
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.
I have covered in paragraphs 5.85 to 5.96 of my evidence the details
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.
I have covered in paragraphs 5.107 to 5.113 of my evidence the details
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.
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 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
Report (Doc. 4.04.01).
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
Sheet 2 P07 ES Appendix 2.6
Inquiry Doc 3.02.03
A40LVP-
HGN-SWI-
DR-D-0003
General
Arrangement
Sheet 3 P08 ES Appendix 2.6
Inquiry Doc 3.02.03
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Highway Drainage Drawings
Name Title Line 1 Title Line 2 Revision Location
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
Sheet 2 P03 A40LVP-ARP-
HDG-SWI-RP-D-
0002 Drainage
Strategy Report –
Appendix A (Doc.
4.04.04)
A40LVP-
ARP-
HDG-
SWI-DR-
0003
Highway
Drainage
Layout
Sheet 3 P04 A40LVP-ARP-
HDG-SWI-RP-D-
0002 Drainage
Strategy Report –
Appendix A (Doc.
4.04.04)
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Landscape Environmental Master Plans
Name Title Line 1 Title Line 2 Revision Location
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
Sheet 2 of 6 P05 ES Appendix 2.5
Inquiry Doc 3.02.03
A40LVP-
RML-EGN-
SWI-DR-L-
0008
Environmental
Masterplan
Sheet 3 of 6 P05 ES Appendix 2.5
Inquiry Doc 3.02.03
A40LVP-
RML-EGN-
SWI-DR-L-
0009
Environmental
Masterplan
Sheet 4 of 6 P03 ES Appendix 2.5
Inquiry Doc 3.02.03
A40LVP-
RML-EGN-
SWI-DR-L-
0010
Environmental
Masterplan
Sheet 5 of 6 P05 ES Appendix 2.5
Inquiry Doc 3.02.03
A40LVP-
RML-EGN-
SWI-DR-L-
0011
Environmental
Masterplan
Sheet 6 of 6 P06 ES Appendix 2.5
Inquiry Doc 3.02.03
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Highway Geometry Plan and Profile Drawings
Name Title Line 1 Title Line 2 Revision Location
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
Sheet 2 P04 Alignment and Junction Strategy Report A40LVP-ARP-HGN-
SWI-RP-C-0002
Doc. 4.04.02
A40LVP-
ARP-HML-
SWI-DR-D-
0003
Mainline Plan
And Profile
Sheet 3 P04 Alignment and Junction Strategy Report A40LVP-ARP-HGN-
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
Plan and Profile P02 Alignment and Junction Strategy Report A40LVP-ARP-HGN-
SWI-RP-C-0002
Doc. 4.04.02
A40LVP-
ARP-HSR-
SR01-DR-D-
0004
Llanddewi
Velfrey Link
And Bethel
Private Means
Of Access
Plan and Profile P04 Alignment and Junction Strategy Report A40LVP-ARP-HGN-
SWI-RP-C-0002
Doc. 4.04.02
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Name Title Line 1 Title Line 2 Revision Location
A40LVP-
ARP-HSR-
SR02-DR-D-
0001
Llanfallteg
Overbridge
Plan and Profile P03 Alignment and Junction Strategy Report A40LVP-ARP-HGN-
SWI-RP-C-0002
Doc. 4.04.02
A40LVP-
ARP-HSR-
SR01-DR-D-
0001
Trefangor
Cemetrery Side
Road
Plan and Profile P02 Alignment and Junction Strategy Report A40LVP-ARP-HGN-
SWI-RP-C-0002
Doc. 4.04.02
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Active Travel and Detrunking Proposals
Name Title Line 1 Title Line 2 Revision Location
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
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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
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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
General Arrangement Sheet 2 of 2.
SBR0260
Drawing – A40LVP-ARP-SBR-0260-DR-C-0001 P03- Farm Access
Underpass General Arrangement Sheet 1 of 2.
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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
General Arrangement Sheet 1 of 2.
Drawing – A40LVP-ARP-SBR-0330-DR-C-0002 P03- Arch Underpass
General Arrangement Sheet 2 of 2.
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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