Transportation Advisory Note

Proposed Conversion of Parc Vean House Into Project: Flats With 3 New Houses, Land West of Parc Vean House, Coach Lane, , .

Subject: Access & Highway Appraisal

Date: 28 th April 2021

Overview

This highway access appraisal report is in respect of the proposed conversion of an existing office building into flats with 3 new houses at Parc Vean House, Coach Lane, Redruth. It provides an overview of the suitability of the existing/proposed access and local road network to serve the proposed residential units. The site is located within the centre of Redruth and accessed off Coach Lane – see Figure 1 below and proposed site layout (Appendix A).

Figure 1 - Site Location

Transportation Advisory Note

Related Planning Application History

▪ PA20/02520 - Pre-application advice for the conversion of the existing Parc Vean House building into flats and the construction of 3 (No.) x 2 (No.) bed houses with 16 (No.) carparking spaces to serve development. Status: Advice Given.

The planning officer stated: ‘The Highways Officer has confirmed that it will be necessary to review a Transport Statement before offering any further advice in relation to the trip rate of the existing and proposed development. It has been confirmed that the minimum carriageway width to accommodate an emergency/refuse vehicle is likely 2.75m as an absolute minimum but to confirm, you will need to include the tracking of an emergency/refuse vehicle so as to satisfy the RSA.’.

Highway officer stated: ‘"Following an assessment of the submitted plans and information, I have the highway comments below. I have concerns with this application. The emerging visibility from the access onto the U6044 is constrained in both directions, similarly the forward visibility of the access for vehicles travelling south on the U6044 is constrained by virtue of the alignment of the carriageway and railway bridge. The levels of inter-visibility between a vehicle entering the access lane and sighting a vehicle exiting the parking area are constrained with no formal passing places available. The trip generation of the proposals would result in approximately 72 to 96 two-way vehicle movements per day. I appreciate that the site has an existing trip rate and advise the following. A Transport Statement be submitted alongside any future full application outlining the existing trip rate to inform the appropriate quantum of development, including the trip rate from the dwellings already served by the lane. In addition, a passing place where the first parking spaces are shown on the site layout plan to give forward visibility of approaching vehicles down the lane. A widening of the footway on the bridge emerging to the right of the access to create a formal or informal priority working, informed by a Road Safety Audit, leaving the minimum carriageway width to accommodate an emergency/refuse vehicle, informed by a tracking drawing and supported by appropriate signage."’.

• PA14/09572 - Proposed erection of two semi-detached 2 bedroom dwellings - Land Adj To Number 1 Parc Vean, Coach Lane.

The planning officer stated:

‘Highways Any proposals should ensure that a safe means of access can be provided together with an appropriate provision of parking to meet the aims of paragraph 32 National Planning Policy Framework 2012. It appears that parking will be provided in the form of a single parking space at either side of each property, which is considered to be acceptable in terms of the size of the accommodation proposed and proximity to the town. Paragraph 32 of the National Planning Policy Framework 2012 specifically states that a safe and suitable access to the site can be

Transportation Advisory Note

achieved for all people; and development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe. The Highways Development Control Officer previously objected to the development resulting in one of the reasons for refusal, namely, 'The emerging visibility from the existing access is considered to be sub-standard, and the increase in vehicular movements generated by a new dwelling would be unacceptable in terms of highways safety, contrary to advice within paragraph 32 National Planning Policy Framework 2012. The applicants have addressed this issue by undertaking a Freedom of Information request to Devon and Cornwall Police to seek details on any accidents at this access point. It confirms that there were no formal reported collisions recorded in the requested area. It also confirms that there was one Damage Only incident which occurred in January 2014 (looking at the period of 1st April 2008 to 30th June 2014). The agent highlights that traffic is moving slowly in this area limited to 20 mph and there are speed humps, parked cars and the bridge which also require motorists to take care. The applicants are also offering to install a further sign highlighting the concealed entrance or hump back bridge if it was felt necessary. The main argument is that the addition of two small dwellings will not increase traffic significantly at this junction. Whilst it is considered to be sub-standard, it is used by the existing four dwellings and Park Vean House which is an office for Cornwall Consultants (which has numerous employees). The building was at one point a hotel and now is an office, which could fluctuate its level of employees. The Managing Director of Cornwall Consultants has confirmed that since using this site none of his staff or customers have had any incident/ collision using the access in the last 13 years. The Local Member Cllr Thomas has provided his support for the scheme (and specifically this aspect). The Highways Development Control Officer has completed a further site visit and also checked the safety record of the access onto Coach Lane which has no recorded injury accidents. Given the existing use by Cornwall Consultants he has no highways objection. In conclusion on this single issue, having balanced the issue of the poor emerging visibility from the existing access, with the small increase in vehicular movements generated by two new dwellings, the existing (and potentially fluctuating) vehicular movements that use the lane already, and the highways accident information, the proposal is considered to comply within advice within paragraph 32 National Planning Policy Framework 2012 and policy 27 Transport and Accessibility Cornwall Local Plan Strategic Policies 2013 (Submission Document March 2014).’.

The Highway officer recommended: ’I have completed a further site visit and also checked the safety record of the access onto Coach Lane which has no recorded injury accidents. Given the existing use by Cornwall Consultants I have no highways objection.’.

This TAN addresses the Highway Officers concerns and comments above.

Existing Site Use

The site is currently in use as office space and previously a hotel and restaurant.

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Access & Highway Appraisal

The existing access lane is private running east from its junction with Coach Lane (U6044) for approximately 60m. It currently serves seven existing residential properties, together with Parc Vean House, over its length and is devoid of streetlighting and footways. Past the proposed access point Coach Lane is approximately 5m wide with a 1.2m footway.

The existing/proposed access point (see Plate 1 below) is an historic junction used for many decades for vehicular access to Coach Lane. The previous use as a hotel and restaurant, prior to office use, generated far greater vehicular and pedestrian movements over the years. Whilst the access lane is single vehicle width only over much of its length there is intervisibility between the site and an informal passing place – see Plate 1 below:

Plate 1 – Existing Site Access With Site & Informal Vehicular Passing Place.

The highway officer has correctly highlighted his concerns regarding the Coach Lane access/junction whereby the ‘…emerging visibility from the access onto the U6044 is constrained in both directions, similarly the forward visibility of the access for vehicles travelling south on the

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U6044 is constrained by virtue of the alignment of the carriageway and railway bridge…’. Plates 2 & 3 below show the existing available emerging visibility onto Coach Lane from the access.

Plate 2 – Emerging Visibility South Onto Coach Lane From Access

Plate 3 – Emerging Visibility North Onto Coach Lane From Access

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It is accepted that there can be no improvement to the emerging visibility from the historic access, nor can it be widened from its current width but, as stated above, there is an existing informal passing place and intervisibility between it and the site (Plate 1).

The emerging visibility and width of the lane are historic and have been utilised for many decades by vehicles and consultation of online collision data shows that, for the last 22 years of recorded data there have been no collisions at the junction of the private access and Coach Lane. The safety of the junction was carefully considered during the application for two new dwellings off the lane in 2014 (see Relevant Planning History above) where the highway officer overruled a previous recommendation for refusal and stated that when he ‘…balanced the issue of the poor emerging visibility from the existing access, with the small increase in vehicular movements generated by two new dwellings, the existing (and potentially fluctuating) vehicular movements that use the lane already, and the highways accident information, the proposal is considered to comply within advice within paragraph 32 National Planning Policy Framework 2012 and policy 27 Transport and Accessibility Cornwall Local Plan Strategic Policies 2013 (Submission Document March 2014).’.

The lack of clear emerging visibility does not create a safety issue (see above), and this will most likely be due to the fact that drivers emerge with due care and diligence whilst drivers approaching the junction from both directions on Coach Lane have sufficient sight stopping distance (SSD). It should be noted that the Highway Code states that the SSD for vehicles travelling at 30mph is only 23m.

Given the sites existing use as a busy business office and previously as a hotel and restaurant it is felt that the change of use, to a total of 12 residential units (9 flats & 3 houses) is in fact likely to reduce vehicular movements given the proposed size, tenure and town centre location. It is proposed to provide a total of 16 parking spaces, approximately 135% provision. Previously, 100% parking provision was considered acceptable to (PA14/09572) for the two additional residential units.

In order to estimate the potential vehicular trip generation for the proposed development, reference has been made to the trip rates promoted by Cornwall Council. The relevant trip rate for open market housing (worse case ie houses not flats) is set out in Table 1 overleaf.

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AM Peak PM Peak (08.00-09.00) (17.00-18.00) Arrive Depart Total Arrive Depart Total Open Market 0.17 0.52 0.69 0.53 0.27 0.80 (per dwelling) Table 1 - Proposed Trip Rates

Table 2 below sets out the estimated vehicular trip generation for the site.

AM Peak PM Peak (08.00-09.00) (17.00-18.00) Arrive Depart Total Arrive Depart Total 12 Open Market 3 7 10 7 4 11

Table 2 - Estimated Vehicular Trip Generation

An approximate level of 10 - 11 residential vehicular trips within each peak hour does not indicate a high level of use and it is therefore concluded that the existing lane and junction with Coach Lane would satisfactorily accommodate the relatively low additional trips arising from the proposed residential development. These likely movements should be considered in comparison to both the vehicular trips associated with the existing and previous uses of the site. The likely traffic impact of the scheme is not considered to be ‘severe’ (as per NPPF) and therefore is considered acceptable.

Whilst it is accepted that there is only a single informal passing place within the 60m length of the access lane, the likelihood of such an occurrence, given the very low numbers of vehicular movements on the lane, which will mainly be ‘tidal’ ie residents leave in the morning and return in the evening, is very low.

The long-term effect of the Covid 19 crisis has yet to be fully assessed but it must be accepted that residents working practices, with an increase of home working, will have a major impact by reducing the peak hour travel rates over the coming years.

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The highway officer has requested a footway widening improvement to the north over the railway bridge on Coach Lane. This is an existing highway maintained footway provision which is approximately 1.2m wide, as most of the footway over the length of Coach lane. This proposed improvement was not sought previously by the authority (PA14/09572) nor has it been provided over the years as a low-cost safety improvement. There are no recorded pedestrian/vehicular injuries at the access lane junction, nor over the railway bridge. It should also be noted that there is an existing pedestrian link on the eastern boundary of the site providing access to Church Lane which is a Public Right of Way footpath (224/22/1). The PROW leads directly to the town centre and would be the natural desire line route for the future residents.

Sustainability

The frequency of car use (trips) and likelihood of conflict within the lane (although remote anyway) is greatly affected by the sustainability of the site ie how close is it to local services whereby all alternatives to using the car are more likely than using the car itself.

The proposal site is approximately 275m south west of the town centre, 600m from the mainline train station and town centre services. The nearest bus stops are located on West End approximately 335m to the north. Both Primary and secondary schools are within easy walking distance from the site. All local services are accessible by foot and cycle via level routes.

The Institute of Highways and Transportation (IHT) published guidelines on suggested acceptable walking distances in Providing for Journeys on Foot (2000). It states that “The average length of a walk journey is 1km (0.6 miles) and that this differs little by age or sex remaining consistent since 1975/76”.

The IHT guidance acknowledges that ‘acceptable’ walking distances will vary between individuals and circumstances. However, Table 4 of the document, shown overleaf, sets out suggested acceptable walking distances for pedestrians without mobility impairments.

Local Centre Commuting/School Elsewhere Desirable 200 500 400 Acceptable 400 1000 800 Maximum 800 2000 1200 Table 4 - Providing for Journeys on Foot – Suggested Acceptable Walking Distances - IHT

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Whilst the greater distances to areas of employment within the area may be challenging for residents given the sites location, walking and cycling could replace short car journeys to/from the local shops, schools etc.

Locally, in the general area of Redruth there is a well-maintained road system, conducive to encouraging cycling. Fuel prices and the ‘Wiggins effect’ (Sir Bradley Wiggins) following a successful Tour de France and London Olympics, has seen cycle sales soar with 1.6 more bikes bought than cars in 2015. Cycle sales are outstripping cars as families look to cut costs. Recent sales figures suggest that Britain is becoming a far more enthusiastic cycling nation than its major European counterparts with average UK sales of 3.6 million bikes per year, compared with just over 2 million cars – a gap of 1.6 million. The Covid effect over the past year has also encouraged more people to buy and use cycles as part of their daily exercise and hopefully, once they return to work, the realisation that commuting by bicycle is a realistic option. With the recent innovation and popularity of electrically assisted bicycles or ‘E-bikes’ helping riders get up hills more easily and greatly reduce journey times – outlying areas would be easily accessible.

The electric assisted bike can be a viable replacement for a car with all the environmental, financial and other benefits that this entails. E-Bikes also carry heavier loads more easily than with a regular bike, so many commuting residents and visitor trips would now be a realistic possibility.

The benefits of non-car travel are clear environmentally but there is also a health benefit for the participants from reduction of stress by removing the need to drive long distances to personal health through walking and cycling. An often hidden benefit is the cost savings for the individual from car free travel. An average total cost for running a standard car remains between 40 and 50 pence per mile (Automobile Association 2014), whilst a recent study commissioned by Kwik-Fit, has calculated that the average UK motorist spends £162 per month on running their car. That covers things like fuel, insurance, road tax and servicing, but not the initial cost of the car itself.

Kernow First Bus (the local provider) has created a ‘Commuter Travel Club’ scheme where companies and then their employees, sign-up and get unlimited bus travel in their chosen zone. First Bus (the local bus provider) has created a Commuter Travel Club scheme where companies and then their employees, sign-up and get unlimited bus travel in their chosen zone. Being part of the Commuter Travel Club means employees can use the bus for work or leisure, and pay less compared to the cheapest monthly ticket available. Weekly and monthly tickets

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are available which enable the use of any bus across zone for £14 and £7 and £55 and £22.50 for adults and children respectively.

Central Government has announced last year, proposals to improve both bus and cycling infrastructure. Cornwall Council's website states re buses 'Bus services in Cornwall are set to further improve from April 2020 when a new package of supported services is introduced with improved frequencies and routes, reduced fares for passengers, better links with rail, integrated school transport services and more environmentally friendly buses. A new eight year contract has been awarded to Go Cornwall Bus, a subsidiary of national company Go-Ahead, to deliver a network of Council subsided local bus routes which are essential to local residents but are not commercially viable....Improvements to public transport in Cornwall over the past 3 years has seen passenger satisfaction increase from 85% to 95% and passenger numbers increase by 5% year on year, bucking the national trend which has seen a reduction in bus travel.’.

Car sharing can save money and time. It is an enjoyable experience and particularly useful for similar daily trips i.e. commuting to , , , etc. Whilst home delivery is now a very popular way of food and clothes shopping there will be a desire or need to visit shopping locations. This is something residents could share and enjoy with neighbours.

There are many useful sharing websites on the internet such as ‘CarshareCornwall’ (www.carsharecornwall.com), Liftshare (www.liftshare.com) etc. Another exciting recent innovation in the UK is ‘Bla Bla Car’ (www.blablacar.com). This website enables a user to post an intended trip, long or short distance and those seeking to undertake the same journey are able to email and arrange a lift. The website calculates a suggested ‘fee’ for the journey. Conversely if not a car owner one may check for advertised journeys which would fit their needs. The cost of the trip is shared, and it can be much cheaper than long distance train fares and considerably more convenient and enjoyable.

There are a number of supermarkets locally which offer home grocery delivery service, and each has its own website for residents to access and order their weekly shop. Stores also offer ‘Click & Collect’ where residents may pick up ordered groceries at their convenience, driving home after work for example.

In summary, the application site is highly accessible by a range of other transport modes other than just the private car. The development site is accessible by foot, cycle, bus and train.

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It is intended that the development will operate in a sustainable manner that contributes to the wellbeing of the community by conforming to the core aims and objectives of the Cornwall Council ‘Local Transport Plan – Connecting Cornwall 2030’ (LTP3).

Summary & Conclusion

This Transportation Advisory Note has been produced to provide a highway access appraisal report in respect of the proposed conversion of Parc Vean House to flats together with 3 new houses off Coach Lane, Redruth.

From site inspection, it has been established that the proposed access lane and junction, will provide a safe and suitable access to serve the proposed low residential use without endangering existing or future highway users.

It is considered that the proposal would not have an unacceptably adverse or ‘severe’ effect on highway safety and is compliant with both paragraph 109 of the National Planning Policy Framework and Policy 27 of the Cornwall Local Plan, therefore the development should not be refused on transport grounds.

Jon Pearson FIHE Jon Pearson Ltd Transport & Highway Consultant

Appendix A General Notes

3 x 2 bed houses GIFA 71.4 sqm

Parking

1 space per flat = 9

2 spaces Unit 1 = 2

1 space Unit 2 = 1

1 Space Unit 3 = 1

Garage Unit 1 =1

Garage Unit 2 =1

Garage =1 Location Plan 1:1250 At A3 Ground Floor First Floor Total 16 spaces

Rear Elevation Front Elevation

No. Revision/Issue Date

B Carpark layout altered initial

Stratton Creber Commercial Property Consultants

Truro, Plymouth, Exeter

Contact: Matthew Williams 07834 996419

Section Project

Parc Vean House Redruth Illustrative Floor Plans and Elevations Proposed site plan and illustrative plans, elevations and Site Plan 1:500 At A3 1:200 at A3 sections

Ref Rev Drawing 002 C

Date 24.05.19

Scale As notes