Carmarthenshire County Council

 

 

 

Environment Act 1995

 

 

 

Local Air Quality Management

 

 

 

 

2016 Llandeilo AQMA Action Plan

Second Year Review

 

 

 

(March 2017)

 

 

 

Llandeilo AQMA Action Planning Group

 

 

Contents                                                                               Page

 

1.0 Purpose of the Review                                                                                     3

2.0 Phase 1 – Interventions Assessed in first review                                        4

3.0 Phase 1 – Interventions Assessed in second review                                 5

            3.1 Proposal 3b & 3d                                                                                   5

3.2 Proposal C2                                                                             5

            3.3 Proposal C3                                                                                         5

            3.4 Proposal 8 & 9                                                                                       7

            3.5 Proposal 21                                                                                            7

            3.6 Proposal 22                                                                                            7

            3.7 Proposal C4                                                                                           9

            3.8 Proposal C1                                                                                           9

4.0 Pre-Action Plan Interventions                                                                        10

            4.1 Llandeilo Train Station Improvements                                              10                                                                                                        

 

 

Table 1 – Crescent Road Car Park Utilisation                                                   6

Table 2 – Traffic/NO2 Assessment – Rhosmaen Street, Llandeilo                 8

Table 3 – Llandeilo ‘All Passenger’ Data                                                                        10

 

 

References

 

 

Appendix 1 – Llandeilo AQMA Action Plan – Phase 1                                    

Appendix 2 – Rhosmaen Street & Bridge Street Traffic Orders

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

1.0 Purpose of the Review

 

 

This Review is the second review of the Llandeilo Action Plan presenting the work carried out on the interventions that remained in Phase 1 of the Action Plan (Appendix 1) after the first year review. The review identifies whether any of the remaining Phase 1 intervention proposals can be, or have been, implemented. Each intervention option is dealt with and the methods used to assess viability are discussed. This Second Review document compliments the Action Plan Update Report that is submitted as part of the Local Air Quality Management annual reporting requirements. It should be noted that this is the second year of Phase 1 and year one interventions were reported in 2016.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2.0 Phase 1 - Interventions Assessed in first review

 

The proposals assessed in the first year review are listed below.

 

3a - To assess and reduce parking provision along Bridge Street if possible (Gerwyn’s Fruit and Veg).

3b - To assess and reduce parking provision along Rhosmaen Street if possible (St Teilo’s Church).

3c - To assess and reduce parking provision along Rhosmaen Street if possible (Cawdor Hotel).

3d - To assess and reduce parking provision along Rhosmaen Street if possible (opposite and south of Principality Building Society).

C2 - To review parking provision in town with respect to removing residents parking during the day to allow shared use thereby alleviating the need to park on Rhosmaen Street and supplementing Crescent Road car park.

7 - Look at the possibility of service delivery to the rear of premises rather than along Rhosmaen Street.

11 - Improve parking issues on the street with additional or more frequent enforcement.

20 - Identify if bus stops along the street can be improved to allow free flow of traffic.

 

 

 

 

 

 

 

   

 

 

 

 

 

 

 

 

 

3.0 Phase 1 – Interventions Assessed in second year

 

3.1Proposals 3b and 3d

Assess and reduce parking provision along sections of Rhosmaen Street.

 

As part of the proposals to assess parking provision, last year the South Wales Trunk Road Agent reviewed parking and loading bay provisions along Rhosmaen Street and location of double yellow lines and waiting time restrictions. The review identified some improvements and traffic orders were drawn up to implement the changes. The changes resulting from the issue of the Orders came in to effect on the 17th March 2017. A copy of the Traffic Order and Plan are shown in Appendix 2.

 

Whilst initially it appeared that the changes had resulted in a reduction of NO2 in a couple of locations it is too early to determine any actual impact from the changes made through the Traffic Order. Monitoring results will be reviewed at the end of 2017 to determine if there has been any perceivable change.

 

3.2Proposal C2

Review parking provision in town with respect to removing residents parking during the day to allow shared use thereby alleviating the need to park on Rhosmaen Street and supplementing Crescent Road car park.

 

The review was completed and traffic orders have been issued providing shared used of spaces. In addition, coaches now drop off and pick up in Crescent Road car park rather than along Rhosmaen Street which improves road safety and reduces congestion on the trunk road.

 

It is too early to determine any perceivable improvement from the implementation of this proposal.

 

3.3Proposal C3

The assessment of car parking charges in the town to determine any benefits from reduction or removal of charges particularly to encourage more appropriate parking.

 

The car park data for Crescent Road has been analysed for the period 2010 to 2016 to ascertain whether there has been an increase in the use of the car park facilities. Table 1 below provides the annual data.

 

Table 1 – Crescent Road Car Park Utilisation

 

2010

2011

2012

2013

2014

2015

2016

103163

99228

105584

92092

109087

119054

114240

 

The most noticeable figure in the above table is the result for 2013 which is significantly lower than the other years. Further analysis of the data identified that that week’s 1 through to 14 of the year 2013 were visibly lower in numbers than the comparative weeks in all other years, and for weeks 6 to 13 were all less than 1000 visits. There are only six other weekly totals in the whole assessment period that has a total of less than 1000 visits.

 

The cause of the low visits number at the start of 2013 is very likely to be related to the full road closure of Rhosmaen Street connected with the replacement of the main gas pipeline and property connections that took place between January and March 2013. Traffic was diverted during this period around Crescent Road and King George Street/New Road, resulting in significant congestion.

 

The figures show there has been a definite increased use of the car park with 2015 having the highest number of visitors. This would coincide with enhanced parking enforcement work that was carried out for the town.

 

In terms of assessing whether there is any merit in reducing or removing parking charges there are a number of considerations to take in to account. Revenue generated from car park fees are re-invested in the facilities with improved standards over the last few years. The revenue also helps to finance the parking enforcement function. A reduction or removal of fees reduces the finances available to maintain the car park facility and also risks delivery of the parking enforcement function. This function is delivered county wide and so could impact on other areas, particularly those associated with the two other Air Quality Management Areas in the county.

 

There is a need to strike a balance between ensuring sufficient finances to deliver the parking enforcement function, keep charges to a level that will not put off visitors and ensuring that there is minimal negative impact on the local economy and air quality. A review of the car park charges across the county was assessed last year and reported through council. There was insufficient evidence or supporting data that would identify an improvement in air quality from the reduction or removal of parking charges within Llandeilo that could be submitted for assessment and review as part of the report for council.

 

 

3.4Proposal 8 & 9

Promote cycling and walking to school more, and, Promote car sharing to work/school.

 

Work progressing with the Press and Communications Office to engage with social media and other means of advertising / highlighting the initiatives. We are looking at opportunities to merge the concepts with the ‘General Air Quality Action Plan Interventions’ that have been generated for the Carmarthen and Llanelli Draft Action Plans that are due for public consultation.

 

3.5Proposal 21

Publicise alternative routes (possibly through road haulage associations) to destinations north of Llandeilo so that vehicles can avoid the town.

 

This is still under consideration although it may be closely linked to Proposals C4 and C1, below.

 

 

3.6Proposal 22

Identify peak use of the road e.g. school run, mart days and markets – then target improvements / restrictions / alternative routes during these times.

 

In order to assess the peak use of the road through Llandeilo and how it may impact on air quality, a review of traffic count data and indicative air quality monitoring data was carried out. Data from a traffic count performed from Saturday 5th July to Friday 11th July 2014 was analysed along with NO2 data from the same period.

 

 

 

Table 2 - Traffic / NO2 Assessment – Rhosmaen Street, Llandeilo (05 – 11/07/2014)

 

Day

SAT

SUN

MON

TUE

WED

THU

FRI

2-way vehicle count

 

8625

 

8342

 

8531

 

8566

 

9399

 

7450

 

5962

All vehicle peak hour / count (NO2)

11.00 / 646 (4.1)

14.00 / 533 (0.0)

08.00 / 784 (34.2)

08.00 / 832 (30.8)

08.00 / 853 (21.8)

08.00 / 734 (47.7)

15.00 / 805 (8.1)

Cars peak hour/count (NO2)

11.00 / 598 (4.1)

12.00 / 463 (6.7)

08.00 / 673 (34.2)

08.00 / 729 (30.8)

08.00 / 736 (21.8)

08.00 / 650 (47.7)

16.00 / 725 (8.6)

LDV peak hour/count (NO2)

10.00 / 43

 (3.7)

16.00 / 32

 (0.0)

08.00 / 83 (34.2)

15.00 / 70 (48.0)

08.00 / 73 (21.8)

15.00 / 69 (38.4)

10.00 / 68

(4.8)

HDV peak hour/count (NO2)

09.00 /          25

 (6.0)

14.00 / 20

 (0.0)

10.00 / 30 (68.3)

10.00 / 36

 (0.0)

08.00 / 41 (21.8)

15.00 / 34 (38.4)

09.00 / 42 (16.9)

Total HDV daily count

198

158

357

347

368

367

369

% HDV

2.3

1.9

4.2

4.1

3.9

4.9

6.2

Daily NO2 Avg (µg/m3)

 

26.6

 

27.0

 

46.8

 

31.8

 

37.1

 

38.8

 

27.1

 

Figures in bold represent highest in each data set whilst those in italics represent the lowest.

 

 

Whilst it is difficult to determine any particular pattern with the data presented in the Table 2 above there some interesting comparisons. Wednesday experienced the highest two way vehicle count and also the highest all vehicle and car peak hour counts. Perhaps unsurprisingly the peak hour was between 08.00 and 09.00. In contrast Sunday experienced the lowest all vehicle and car peak hour counts, but for different times during the day.

 

The data for Friday provides some interesting results. For example it had the lowest two way vehicle count, which was not expected, but also had the highest HDV peak hour count, HDV total daily count and therefore highest percentage of HDV for the daily period. The expectation would be that the pollution levels would be similarly high, however the NO2 levels throughout the day and the daily average are some of the lowest of the week. It is possible this may be due to the fact there were less vehicles on the road causing less congestion and that HDV generally managed to negotiate Rhosmaen Street without too much stop and start events. Free flowing traffic normally creates generally less pollution than congested traffic, particularly when gradients are involved, as is the case in Llandeilo.

Mart days are each Monday and the second Saturday of each month although it is known that the traffic count did not include the Saturday Mart day. The Monday did have the highest LDV count and peak hour HGV NO2 result, along with the highest daily NO2 average for the week. However, it is not possible to determine whether this was related to the fact it was a Mart day. It is worth noting that this day had the third highest HVG count of the week, which could be a significant contributory factor.

 

Any potential follow up work from this proposal is likely to be linked to proposals C4 and C1 below.

 

 

3.7Proposal C4

Assess feasibility of a six month trial of HGV diversion away from town (except for deliveries).

 

Discussions starting with Welsh Government and the South Wales Trunk Roads Agent to determine the feasibility of the proposal.

 

 

3.8Proposal C1

Assess the feasibility of implementing a 15t weight limit on bridge below Bridge Street to ensure that larger vehicles were diverted away from the town.

 

Discussions starting with Welsh Government and the South Wales Trunk Roads Agent to determine the feasibility of the proposal.

 

 

 

 

 

 

 

 

 

 

 

 

 

4.0 Pre-Action Plan Intervention

 

4.1 Llandeilo Train Station Improvements

 

 

The train station usage data has been reviewed and the ‘All Passenger Numbers’ figures from 2009/10 to 2015/16 are detailed below in Table 3.

 

Report Year

All Passenger Numbers (Access/Exit)

End of previous

End of reported

2009 / 10

13760

13656

2010 / 11

13656

14518

2011 / 12

14518

15338

2012 / 13

15338

16368

2013 / 14

16368

15786

2014 / 15

15786

17386

2015 / 16

17386

17562

 

                        Table 3 – Llandeilo ‘All Passenger’ data

 

The data suggests that the passenger numbers for the station are gradually increasing over the years.

 

 

The Heart of Wales Line Forum are working towards making improvements for various station locations along the route in order to provide more benefits and opportunities for train travel. Various organisations are involved and it is hoped that the work will result in greater passenger numbers.

 

 

 

 

 

 

 

 

 

 

 

References

 

 

Air Quality Management Areas: Turning Reviews Into Action (NSCA) – National Society for Clean Air and Environmental Protection

Carmarthenshire County Council – Llandeilo AQMA Action Plan

Carmarthenshire County Council – 2015 Llandeilo Action Plan First Review (2016)

Local Air Quality Management Policy Guidance Wales LAQM PG 09(W) – Welsh Government (2009)

Local Air Quality Management Technical Guidance TG (09) – Defra (2009)

http://orr.gov.uk/statistics/published-stats/station-usage-estimates

 

 


Appendix 1 – Llandeilo AQMA Action Plan - Phase 1 (Short Timescale and Easy Feasibility)

 

 

Proposal No.

Proposal Description

Predicted Reduction in NO2 (mg/m3)

Estimated Cost

Lead

Consequential Effects

3a

Assess and reduce parking provision along Bridge Street if possible. [Gerwyn’s Fruit & Veg]

1 - 2

£15K

WG / SWTRA

Possible –ve impact for Fruit & Veg shop. Residents may also complain about removal of parking provision. The removal of parking provision will result in a negative economic impact on local Business.

3b

Assess and reduce parking provision along Rhosmaen Street if possible. [St Teilo’s Church].

1 - 2

£15K

WG / SWTRA

May cause issues for grounds maintenance vehicle parking in respect of Park/Church grounds/people visiting graves.

3c

Assess and reduce parking provision along Rhosmaen Street if possible. [Cawdor Hotel].

3 - 5

£15K

WG / SWTRA

May cause issues for hotel deliveries/taxi waiting area/guests dropping off luggage. The removal of parking provision will result in a negative economic impact on local Business.

3d

Assess and reduce parking provision along Rhosmaen Street if possible. [Opposite Principality Building Society].

1 - 2

 

WG / SWTRA

 

Could be +ve impact for keeping traffic flowing but issues for removal of disable parking/loading and short stay bays. The removal of parking provision will result in a negative economic impact on local Business.

C2

Review parking provision in town with respect to removing residents parking during the day to allow shared use thereby alleviating the need to park on Rhosmaen Street and supplementing Crescent Road car park.

?

 

WG / SWTRA

CCC

+ve impact with improved use of on street parking. This is likely to move the issue of poor air quality elsewhere within the town of Llandeilo, and into residential areas. Also likely that people will continue to risk parking contraventions by parking on Rhosmaen Street, thereby making this option ineffective.

C3

Assess parking charges in the town to determine any benefits from reduction or removal of charges particularly to encourage more appropriate parking.

?

 

CCC

Limited potentials for air quality improvement. The car parking strategy helps to manage demand for highway space. If the reduction in car parking fees occurs, and results in the car parking facility being over-subscribed, this could lead to increased journeys being made within the Town as vehicles look (or wait) for spaces to become available. This would have a negative affect on Air Quality.

7

Look at possibility of service delivery to rear of business premises rather than along Rhosmaen Street.

3 - 4

Not known – feasibility study.

CCC

Should be +ve impact but limited number of businesses that may be able to adopt.

8

Promote cycling and walking to school more. Provide incentives such as free cycle helmets if children cycle to school more than 75 times in a year.

?

£15K

CCC

+ve impact, although road safety issues need to be taken in to account. The A483 Swansea to Manchester route is a Trunk Road that has a higher incidence of HGV’s using it. Encouraging children to travel on or in close proximity to this route is likely to increase the risk of road traffic incidents occurring. Both schools in the area also have wide catchment areas, which means increased journey times, making walking or cycling to school unrealistic due to journey constraints.

9

Promote car sharing to work/school. Website has been set up for the rural heartland north of Llandeilo for people commuting to Swansea/Llanelli/Carmarthen etc.

?

Minimal publicity costs

CCC

+ve impact.

11

Improve parking issues on the street with additional or more frequent enforcement.

2 - 3

Cost neutral

CCC

+ve impact and will improve traffic flows.

20

Identify if bus stops along the street can be improved to allow free flow of traffic.

?

£5K

CCC with WG / SWTRA

Assessment of bus stop locations will already have been made, particularly from the road safety perspective. May be very limited options, if any.

21

Publicise alternative routes (possibly through haulage associations) to destinations north of Llandeilo so that vehicles can avoid the town.

?

£10K

CCC with WG / SWTRA

Road signage alerting for Rhosmaen Street road closure highlighted there was little if any reduction in vehicle numbers. The A483 Manchester to Swansea Trunk Road is of major economical importance to wider industry, linking the Swansea Bay City Region with areas to the North. There is a lack of viable economical routes available to publicise as alternatives. Very likely that any alternative routes that are publicised would be uneconomical, both financially and in terms of travel times, and that they would therefore be ignored, making this option ineffective.

22

Identify peak use of the road e.g. school run, mart days and markets – then target improvements / restrictions / alternative routes during these times.

?

£5K

CCC with WG / SWTRA

Potential +ve impacts but may be logistically difficult to achieve.

C4

Assess feasibility of a six month trial of HGV diversion away from town (except for deliveries).

?

 

CCC with WG / SWTRA

Potential +ve impacts for AQ. Trial period would have to cover spring/summer or summer/autumn to determine effect on air quality with data then annualised to predict annual data. Problems with enforcement of the diversion may question the effectiveness of the trial. The A483 Manchester to Swansea Trunk Road is of major economical importance to wider industry, linking the Swansea Bay City Region with areas to the North. There is a lack of viable economical routes available as alternatives. Very likely that any alternative routes would be uneconomical, both financially and in terms of travel times, and that they would therefore be ignored, making this option ineffective.

C1

Assess the feasibility of implementing a 15t weight limit on bridge below Bridge Street to ensure that larger vehicles were diverted away from the town.

Need to review traffic data and base prediction on % vehicles removed.

 

WG / SWTRA

Potential +ve impacts but may cause problems for business deliveries, additional business transport costs, sustainability concerns. The A483 Manchester to Swansea Trunk Road is of major economical importance to wider industry, linking the Swansea Bay City Region with areas to the North. There is a lack of viable economical routes available as alternatives. Very likely that any alternative routes would be uneconomical, both financially and in terms of travel times, and that they would therefore be ignored, making this option ineffective. Also problems with the enforcement of this option.

Phase 1 – Options assessment and implementation (where possible) within 2 years (review after first year)

 

 

 


Appendix 2 – Rhosmaen Street & Bridge Street Traffic Orders