NP/DDD/1018/0911 Improvements and Expansion of the Existing Car

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NP/DDD/1018/0911 Improvements and expansion of the existing car park associated with Chatsworth House, together with the creation of a new access road via a spur off the existing A619/A621 roundabout east of Baslow

Additional Advice from the Transport Policy Planner in relation to the requirement for a Travel Plan

Key Issues arising in relation to traffic generation and visitor management

The application is being put forward as a means of addressing the demands of large numbers of visitors on busy days, but excluding those times of year when organised events such as the Christmas Fair or RHS Show, lead to visitor numbers above and beyond a normal operational day. However, the organised events lead to large numbers of visitors arriving on the site by private car, in addition to the business as normal levels, which already necessitate the use of formalised overflow parking. Therefore, it is important that in assessing the proposed scheme and the ways in which large numbers of car-borne visitors to impact on the House, Gardens and wider parkland, that the impact of the larger events is also taken into consideration. This is because of the overall cumulative impact of both large events and the business as usual scenario brought forward in support of the application.

As part of the application, consideration has been given to formalising and making permanent the ongoing use of regularised overflow parking areas, plus the exceptional use of other areas (during events) in close proximity to the bastion wall to the front of Chatsworth House.

Managing parking incorporating the use of overflow parking

The proposed extended car park will replace an existing informal car park of approximately 675 spaces, with a formal car park with marked bays for 895 cars, plus permanent bays for coaches. This scale of permanent parking provision is unusual within the Peak District National Park, with the Local Plan Policy LT14B(iii) stating that car parks of this size will not be permitted, although some exceptions at Bakewell and Dovedale are provided within the accompanying text. This approach is twofold in its aims.

As with other forms of development within the National Park, consideration needs to be given to both scale, setting and the landscape impact of new development. In the case of car parks, the area covered can be quite extensive, and therefore easily seen from a number of viewpoints. The Authority has also long advocated an approach of encouraging visitors to travel to, from and within the National Park by more sustainable means than the private car. This approach forms a key element of our Core Strategy (2011), with Policy T1 stating that “modal shift to sustainable transport will be encouraged”; and that “the impacts of traffic on environmentally sensitive locations will be minimised”.

The application then goes on to identify three areas of overflow parking that the Estate wishes to utilise when the permanent parking either exceeds or is likely to exceed capacity. It is unclear from the application how often such overflow use will be required or is anticipated to be required. In addition, whilst the application provides justification for the increase in permanent parking provision, by the cessation of the requirement to use land beneath the Bastion Wall for overflow parking; it goes on to identify the need to continue to use the location for overspill parking for events under the 28-day rule of the General Permitted Development Order (2015).

The application also seeks to provide firm, easy pedestrian and wheelchair access between the permanent car park and Chatsworth House.

Reducing the impact of car parking on the setting of Chatsworth House, and other valued characteristics

Whilst the application centres on catering for existing demand, the improvement in facilities may well act to increase the number of visitors. This is particularly the case in that the parking and access facilities will prove more attractive that at present, especially when wet weather and winter conditions make the existing parking and access routes muddy, dark and not welcoming for the elderly or those with a disability.

The likelihood and implied intent of the application is that the improved parking and associated facilities will increase the number of visitors to Chatsworth. If this is the case, the combination of the permanent parking plus the formalised overflow parking, provides a significant increase in parking provision above that which would normally be considered acceptable. Therefore, the application provides an opportune moment to consider the development of a Travel Plan across the site in order to further promote sustainable transport options for visitors and staff, and in doing so to promote a more sustainable approach to growth at this internationally important site.

The delivery of an access road to the site from the A619 / A621 roundabout would address some of the traffic issues within Baslow, particularly those associated with event management, but consideration needs to be given to both two-way access and the access being available on more than just busy days.

If the development goes ahead, the creation of a new access road brings the potential to improve visitor access to Chatsworth Park from both the north and south, whilst alleviating the impact of traffic through Baslow, Edensor and the parkland through to the existing access to the main car park. The current suggested option of having a road that is only open on certain days of the year brings an impact on the landscape of the Park in close proximity to the A619 / A621 roundabout, but delivers only limited benefit to offset the harm. At the same time the uncertainty associated with a part-time access point may compromise road safety, with drivers entering the roundabout from the A619 Chesterfield direction, not expecting traffic to emerge on to the roundabout from the new access road. As the roundabout has a 40 mph speed limit, the consequences of such confusion could lead to avoidable road traffic incidents.

The application and the interventions identified within it seek to address some of the current issues resulting from high levels of visitor pressure. The approach is strategic, both in terms of providing permanent and formalise overflow parking, whilst attempting to reduce some of the impacts on the House and Gardens of the current approach. It is also recognised that the proposal will improve amenity for visitors. However, we believe that the application does not fully reflect the likely increase in visitor numbers that improving visitor amenity will deliver. Any increase in visitor numbers above and beyond that allowed for in the permanent car park risks unsustainable pressure on both the formalised overflow parking areas, plus those more vulnerable parks of the grounds that already perform an overspill function; such as the area beneath the Bastion Wall. Overall, increasing the size of the car park, whilst also setting aside both formalised overspill and the informal overflow for the very busy days, or those days when the weather makes the use of two of the formal overspill car parks unachievable represents a cumulative harm to both the parkland, and the public’s ability to enjoy it.

Travel Plans

National Guidance on the requirement for Travel Plans was published by the Ministry for Housing, Communities and Local Government in March 20141. The Guidance puts forward the following criteria for whether a development should be accompanied by a Travel Plan: -

 the Travel Plan policies (if any) of the Local Plan;  the scale of the proposed development and its potential for additional trip generation (smaller applications with limited impacts may not need a Travel Plan);  existing intensity of transport use and the availability of public transport;  proximity to nearby environmental designations or sensitive areas;  impact on other priorities/ strategies (such as promoting walking and cycling);  the cumulative impacts of multiple developments within a particular area;  whether there are particular types of impacts around which to focus the Travel Plan (eg minimising traffic generated at peak times); and  relevant national policies, including the decision to abolish maximum parking standards for both residential and non-residential development.

We believe that the current proposal meets these criteria: -

1) The Travel Plan policies (if any) of the Local Plan The Peak District National Park Core Strategy (2011) Policy T2(F) states that: -

“Travel Plans will be used to encourage behavioural change to achieve a reduction in the need to travel, and to change public attitudes toward car usage and public transport, walking and cycling. Travel Plans to reduce traffic movements and safeguard transport infrastructure will be required on appropriate new developments and encouraged on existing developments.”

2) The scale of the proposed development and its potential for additional trip generation The application will lead to the development of a permanent car park, which is considered to be unacceptable within the National Park, with relatively few exceptions. In addition, it is formalising three overflow parking areas, plus the ability to use other areas for parking on event days. This level of traffic generation is significant within a National Park setting. We also believe that the improvements to parking and access will generate visits by those that may be put off by the current levels of amenity within the car park and the access routes providing onward links to the House and Gardens.

3) The existing intensity of transport use and the availability of public transport The application makes it clear that there is already quite a high level of existing use. Visitor traffic to Chatsworth from Chesterfield and Sheffield enter and leave

1 https://www.gov.uk/guidance/travel-plans-transport-assessments-and-statements#overarching- principles-on-travel-plans-transport-assessments-and-statements Baslow via the A619 and A621 respectively. The A619 through Baslow already carries significantly high levels of traffic heading towards Chapel-en-le-Frith and Stockport via the A623 and the A6. Traffic to Bakewell and Buxton also utilises this route.

Whilst there has been a general reduction in the levels of public transport across the National Park, there is good public transport access to the area: -

i) 58 Macclesfield – Buxton – Bakewell – Chatsworth (Sunday and Bank Holiday Monday) ii) 170 Chesterfield – Baslow – Bakewell (Weekday, Saturday, Sunday and Bank Holiday Monday) iii) 217 Matlock – Hackney – Rowsley – Chatsworth (Weekdays and Saturdays) iv) 218 Sheffield – Baslow – Chatsworth – Bakewell (Weekday, Saturday, Sunday and Bank Holiday Monday)

There is regular rail access to Chesterfield via the Midland Mainline linking London and Sheffield. Sheffield benefits from rail links from the South via the Midland Mainline; from the North via Leeds, the east via Doncaster and from the West via Manchester. Matlock has direct links via the Derwent Valley Branch line to Derby, Nottingham and Newark.

4) Proximity to nearby environmental designations or sensitive areas The area of the development forms part of the Grade I Chatsworth Registered Park & Garden. The permanent and formalised overspill parking, are in close proximity to three Grade I Listed Buildings (Chatsworth House – Listing 1373871; Former Stables – Listing 1088184 and Cascade Subway and Walls – Listing 1088181). In addition, there are a number of Grade II and Grade II* Listed Buildings in the vicinity, including the Bastion Wall.

5) Impact on other priorities/ strategies (such as promoting walking and cycling) Chatsworth House and Gardens has good walking links providing access to local settlements, including Bakewell, Baslow and Rowsley. There is also a good network of on and off-road cycle links in reasonable close proximity to Chatsworth. More could be done to enhance provision including off-road access and to promote access by walking and cycling.

6) The cumulative impacts of multiple developments within a particular area Whilst the development is aimed at addressing current demand, over recent years the number of events held at Chatsworth has grown. This has included the Christmas Fair, RHS Flower Show, plus the equestrian and Country Fair events. The combination of an already popular location, coupled with specific events has led to traffic impacts in neighbouring settlements, and the surrounding road network.

7) Whether there are particular types of impacts around which to focus the Travel Plan (e.g. minimising traffic generated at peak times) It is accepted that for many visitors to Chatsworth, as for much of the National Park, the preferred or most convenient mode of transport is the private car. However, given the available alternatives for both staff and visitors, a focus on both promoting and providing alternatives would be a positive approach The focus should be in relation to the busier periods at Chatsworth, both for specific events, when the number of staff and visitors are at their highest, and for busy weekend days. It would be useful to give some thought as to how the whole of the Park is accessed by visitors, including from Calton Lees car park.

Policy T7 of the Core Strategy seeks to promote Park and Ride and the introduction of the new access from the A619/A621 presents an opportunity to introduce a new parking area at the edge of the parkland, thus removing some of the impact of overflow space close to the Grade 1 listed building. This would strengthen the role of entry points such as those at Calton Lees and Baslow Village which broaden the experience of the parkland whilst reducing the impact on the setting of Chatsworth House.

8) Relevant national policies, including the decision to abolish maximum parking standards for both residential and non-residential development. The National Planning Policy Framework (2018) paragraph 111 states that

“All developments that will generate significant amounts of movement should be required to provide a travel plan.”

The National Planning Policy Guidance Document gives guidance as to the information that can be drawn from the Travel Plan: -

The form and scope of the travel plan In this instance, the travel plan will need to be linked to both visitor travel and staff travel. In the case of staff, it is easier to provide information and offer opportunities for modal shift. This is because staff travel is likely to be from a relatively local and stable catchment, and staff are easier to interact with.

For visitors, it is difficult to know who is arriving, from where, at what time, how long they are staying, or what their transport options are. Given the difference in catchment and journey times etc. we would recommend a two-part approach dealing with visitors and staff. It should be noted, that there will be common themes and actions across both target audiences.

There are a number of things that could be included within the Travel Plan. Whilst this list is not exhaustive, amongst the things that could be considered are: -

Visitors (General)

 Promoting public transport options on the Chatsworth website, including bus / rail links from Sheffield, Chesterfield, Matlock and Buxton. This may incorporate current approaches in relation to the 218 service. There may be opportunities to offer further discounted entries for public transport users.

 There may be opportunities to work with Community Transport Groups to encourage visits from the surrounding urban areas, for those who might otherwise fine it difficult to access Chatsworth other than by private car.

 Promotion of walking and cycling access to and from the site from surrounding settlements, plus the provision of enhanced cycle facilities.  With two entrances to the car park, make sure that the appropriate one is promoted to visitors from surrounding urban areas to address issues of Baslow through traffic from the A619 / A621 direction. This could be via the website and appropriate signage.

 Consider the installation of charging points for visitors with electric vehicles.

Staff (General)

 Promotion of public transport options, this could include the provision of discounted fares negotiated with bus operators.

 Promotion of walking and cycling access, including shower facilities and secure cycle and equipment storage. Look at the possibility of offering a cycle to work scheme.

 Promote car share amongst staff, either through Derbyshire car share scheme or via an in-house approach.

 Offer a guaranteed ride home if any of the above options fail for any reason.

Events

 Examine the potential of park & ride from outside of the Park, to protect overflow sites within the Park. This could be at Rowsley, Bakewell or Baslow (including Park & Walk for Baslow). This could be made available to both visitors and particularly seasonal / event staff.

 Continue to fund / part-fund additional bus services from surrounding urban areas. This may require specific local marketing for such events.

 Establish a protocol for directing traffic in and around the car parks to minimise wasted travel around the site, with savings on carbon emissions and other airborne pollutants. The outcomes sought by the Travel Plan The priority of a travel plan is to encourage modal shift of both staff and visitors to a site, and to reduce distance travelled plus the impact of travel for those staff or visitors who still arrive by private car.

In the case of this plan, the outcomes could include: -  A percentage increase in the number of visitors arriving by coach or public transport each year.

 A percentage increase in the proportion of visitors arriving by coach or public transport each year.

 A percentage increase in the number of visitors arriving by cycle each year.

 A percentage increase in the proportion of visitors arriving by cycle each year.

 A percentage increase in the number of staff arriving by public transport each year.

 A percentage increase in the proportion of staff arriving by public transport each year.

 A percentage increase in the number of staff arriving by walking or cycling each year.

 A percentage increase in the proportion of staff arriving by walking or cycling each year.

 The number of car share journeys made by staff each year.

 The number of Cyclescheme certificates issued each year.

The processes, timetables and costs potentially involved in delivering the required outcomes (including any relevant conditions and obligations)

It is probable that quite a lot of what is suggested above already forms part of the day-to- day operation of Chatsworth Estate. A useful first step would be to bring together the information in relation to the existing public transport provision, the number of discounted entries issued and any information about how staff travel.

From the staff perspective a travel to work survey would be useful, to give a baseline database moving forward.

Travel Plans are generally based around a strategy moving forward, building of the current situation to achieve the desired outcomes. We would suggest an approach based on short term (1 year), medium term (2 to 3 year) and longer term (3 to 5 year) projects, with a review of the Plan after 5 years.

Ongoing monitoring should form part of the Plan, particularly with regard to staff, this could take the form of a two-yearly travel to work survey, which will pick up on trends etc.

The scope of the information needed Should the application be successful, it is important that accurate records are made of the number of visitors arriving by different modes. Given that entry will be ticket controlled to the car parks, this should be straight forward, and may already take place.

For future promotion of public transport alternatives etc., it may be worth undertaking a visitor survey, including promotional prizes. This could take the form of an online survey with a link printed on entry tickets. This would give an idea of catchment & demographic, useful for marketing public transport access from particular catchment areas.

The proposals for the on-going management, implementation and review processes

For travel plans to work well, it is best if a member of the organisation takes on the role of travel plan coordinator. This could form part of an existing role, particularly if there is already a role in relation to sustainable transport.

The setting of yearly targets (short, medium & long term is useful), and success against them should be measured year on year. There may be a need to extend deadlines etc. on particular schemes if they are not achieved on time.

We would recommend reviewing the Plan based on outcomes on a 5-year basis.

Derbyshire County Council will be able to offer advice on the formulation and delivery of a Travel Plan, along with examples of Best Practice.