Fore Consulting

Oakgate Group Ltd St George’s Terrace, Mill Street

Transport Statement

24 February 2021 Version 0.1 2 Oakgate Group Ltd 3877 ▪ St George’s Terrace, Mill Street ▪ Transport Statement 24 February 2021 ▪ Version 0.1 ▪

Contents

1 Introduction 1 1.1 Commission 1 1.2 Purpose of this Report 1 1.3 Structure of this Report 1 2 Existing Situation 2 2.1 Site Location 2 2.2 Pedestrian Access 2 2.3 Cycle Access 3 2.4 Public Transport 4 2.5 Local Highway Network 6 2.6 Summary 6 3 Transport Planning Policy 8 3.1 National Policy 8 3.2 Local Policy 10 3.3 Summary 13 4 Development Proposals 14 4.1 Proposed Land Use 14 4.2 Vehicle Access 14 4.3 Pedestrian and Cycle Access 15 5 Summary 16

Figures

Figure 1: Site Location Figure 2: Walking Catchment and Local-land Use Figure 3: Cycle Catchment and Long-distance Cycle Routes Figure 4: Public Transport Network Figure 5: Existing Parking Management Measures

Appendices

Appendix A: Development Proposals

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1 Introduction

1.1 Commission

Fore Consulting Limited (Fore) has been commissioned to prepare a Transport Statement (TS) to be submitted with a planning application for a proposed residential development adjacent Mill Street, York city centre.

Briefly, the application comprises a change of use of the existing Tramway’s Working Men’s Club to residential development comprising approximately 35 units.

The proposals are set out in further detail at section 4, and demonstrated on the drawings provided at Appendix A.

1.2 Purpose of this Report

Given the quantum and nature of the development proposals, and that the former use on the site generated some vehicular traffic, a detailed Transport Assessment is not considered to be necessary as part of the planning application.

Instead, this Transport Statement has been prepared to describe the proposals and provide the information necessary for the City of York Council (CoYC) as the Local Planning Authority and Highway Authority to determine the planning application.

1.3 Structure of this Report

The Transport Statement is structured as follows:

• Chapter 2 describes the existing situation of the site, providing an audit of the present transport network including pedestrian and cycle facilities, public transport provision and the local highway network.

• Chapter 3 summarises the local and national planning and transport policy context for the development site.

• Chapter 4 outlines the development proposals and how the site will be accessed by all modes of transport.

• Chapter 5 summarises and concludes the report.

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2 Existing Situation

This chapter outlines the development site and the present transport network that surrounds it, describing the opportunities to access the site by all modes of travel.

2.1 Site Location

The site is located adjacent to Mill Street, to the south of York’s main historic core in the city centre. The site is currently occupied by the Tramways Working Men’s Club, with vehicular access taken directly from Mill Street.

The site is bound by Mill Street to the north, George Street to the east, and St George’s Church cemetery to the south. and the Holiday Inn York City Centre and York County Court to the west.

The location of the site is shown on Figure 1.

2.2 Pedestrian Access

2.2.1 Pedestrian Catchment and Services

Although walking distances vary between individuals and circumstances, standard distances that are often used to describe short, medium and long walks are 0.5km, 1.0km and 2.0km respectively1. Figure 2 presents an isochrone for the walking distance thresholds, measured from the site access, assuming designated footways / footpaths are used.

This demonstrates that the wide range of local amenities and destinations within the city centre would be conveniently accessible for most people on foot from the site. Key amenities located within the 2.0km catchment are shown in Figure 2, demonstrating that the site is well located for walking due to being in the city centre.

2.2.2 Pedestrian Facilities

Pedestrian infrastructure in the immediate vicinity of the site comprises the following:

• On all roads in the vicinity of the site, footways are adjacent to both sides.

• To the north of the site, a short shared pedestrian / cycle route runs along Dixons Lane between George Street and Piccadilly.

1 Guidelines for Providing Journeys On Foot, Chartered Institution of Highways and Transportation, 2000, p49.

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• To the north, the Fossgate pedestrian and cycle zone begins / ends at the Walmgate / Merchantgate junction, with vehicles restricted from 08:00 to 18:00 except for access.

• Most crossings on the road network are informal and uncontrolled in character, with dropped kerbs, tactile paving, and adjacent footways. Signalised crossings are provided:

• At the A1036 Fishergate / A1036 Paragon Street junction, signalised crossings with tactile paving and road markings are present on all three arms with a central refuse island that connects all the crossings.

• At the A1036 Paragon Street / A1036 south / George St (Fishergate Bar) junction, signalised crossings with tactile paving and road markings are present on all arms, except for on the A1036 Paragon Street west arm for vehicles turning right onto A1036 south. On this arm, a zebra crossing with tactile paving and road marking is present. A refuge island connects all the crossings.

• At the A1036 Barbican Road / A1036 Foss Islands Road / A1079 Lawrence Street / Walmgate (Walmgate Bar) junction, signalised crossings with tactile paving and road markings are present on the A1036 Barbican Road, A1036 Foss Islands and A1079 Lawrence Street arms, with refuge islands where necessary.

2.3 Cycle Access

An 8.0km cycling isochrone from the site is demonstrated in Figure 3, a distance that is generally accepted for people willing to commute to work by cycle2. Based on this distance, the isochrone demonstrates that the York urban area and the surrounding towns and villages of Bishopthorpe, Copmanthorpe, Dunnington, Fulford, Heslington, Huntington, Nether Poppleton, Rawcliffe and Stockton-on-the-Forest can all be accessed within the catchment.

Cycle facilities in the immediate vicinity of the site include:

• As described in section 2.2.2, a short shared-use route is available on Dixons Lane between George Street and Piccadilly, with the Fossgate pedestrian and cycle zone available from the Walmgate / Merchantgate junction.

• On A1036 Paragon Street, shared-use pedestrian / cycleways are present on the southern side of the carriageway between the A1036 Paragon Street / A1036 Barbican Road and A1036 Paragon Street / A1036 south / George St (Fishergate Bar) junctions. At the A1036 Paragon Street / A1036 south / George St (Fishergate Bar) junction,

2 ‘Integrating Cycling Into Development Proposals’, Cycling England, 2009, p4.

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advanced stop lines are provided on the A1036 Paragon Street east arm. An additional shared use route is provided between A1036 Paragon Street and Kent Street that runs adjacent to the eastern side of the York Barbican.

• At the A1036 Barbican Road / A1036 Foss Islands Road / A1079 Lawrence Street / Walmgate (Walmgate Bar) junction, advanced stop lines are available on every lane of all four arms.

Several long-distance marked cycle routes are also within the cycle catchment. The following routes can be accessed as follows:

• National Cycle Route 658 connects Route 65 at the Scarborough Rail Bridge to the north-west of the site, to Route 66 at Tang Hall Lane.

• National Cycle Route 65 runs through York city centre and connects to Selby to the south and Nether Poppleton to the north-west. The route can be accessed on Terry Avenue via Skeldergate Bridge, to the west of the site.

• National Cycle Route 66 connects Route 65 at the Millennium Bridge to the south- west of the site, to Route 658 at Tang Hall Lane via The University of York campus. From Tang Hall Lane, the route continues east towards Dunnington and Stamford Bridge.

• National Cycle Route 665 can be accessed of Route 65, adjacent to the A64, to the south-west of the site. The route connects Bishopthorpe to Wetherby via Tadcaster.

2.4 Public Transport

The site is currently well served by several bus stops that are located within 400m of the site access, a distance that is generally accepted for new developments3.

The location of bus stops, and routes are shown on Figure 4, with a summary of the services available in the vicinity of the site outlined in Table 1. This demonstrates that a range of services, providing regular and high frequency links within the York district and regional destinations can be conveniently accessed from the development.

3 ‘Planning for Public Transport in Developments, Chartered Institution of Highways & Transportation, 1999, p.11.

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Table 1: Bus Services and Frequency Approx. Daytime Frequency Services Operator Route Weekday Saturday Sunday Askham Bar – York City 3 Centre (Circle) Designer Outlet – York 7 15 mins City Centre (Circle) First York Grimston Bar – York 8 City Centre (Circle) Poppleton – Stamford 10 / 10A 30 mins 60 mins Bridge 16 Connexions Buses York - Acomb 60 mins Holme on Spalding 18 East Yorkshire Moor - York 120 mins 22 York - Boroughbridge 23 1 per day No Service 24 Coastliner York - Acomb Fulford – York - 25 60 mins Derwenthorpe Fulford – York - 26 Southbank 42 Arriva Yorkshire Selby - York 90 mins Campus East – Campus 66 15 mins 20 mins East (Circle) First York Campus East - 67 20 mins Merchantgate 196 York Pullman Aughton - York 1 per day No Service Askham Bar – James 200 First York 3 per day (before 08:00) Street No Service Connexions Buses 412 York - Wetherby 120 mins (NYCC 1 per day) 415 Arriva Yorkshire Selby – York 30 mins

747 York – Pocklington 180 mins No Service

X46 East Yorkshire 60 mins Hull – Beverley - York 120 mins X47 2 per day Note: Operators may be operating a reduced timetable / routes may have been withdrawn following the outbreak of Coronavirus.

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The nearest rail station is York station, which is approximately 1.5km west of the site. The can be accessed using several bus services from the local bus stops. York is a major hub on the national rail network and provides frequent direct services to a range of national, regional and local destinations.

2.5 Local Highway Network

The key roads in the vicinity of the site comprise the following:

• Mill Street runs adjacent to the northern boundary of the site and provides vehicular access to the existing site. The road connects Piccadilly and George Street and is single carriageway in character with a road width of approximately 5.0m. Footways and double yellow line waiting restrictions are provided on both sides of the road.

• George Street runs adjacent to the eastern boundary of the site and connects Walmgate to Fishergate Bar. The road is single carriageway with footways adjacent to both sides of the road. Double yellow line waiting restrictions are present on the eastern side of the road, and a combination of single yellow line waiting restrictions (controlling parking between 08:00 and 18:00 on weekdays and Saturdays) and on- street parking (controlled for use by residential permit holders between 08:00 to 20:00 on weekdays and Saturdays, or for pay and display use for up to 1 hour) are provided on the western side.

• Lead Mill Lane runs adjacent to the southern boundary of the site and connects Piccadilly to George Street. Footways are adjacent to both sides of the road, with double yellow line waiting restrictions on the southern side of the road, and intermittent double yellow lines and on-street parking (controlled for use by residential permit holders between 08:00 to 20:00 on weekdays and Saturdays, or for pay and display use for up to 1 hour) on the northern side.

• Piccadilly runs to the west of the site and provides access from Tower Street (which forms part of the Inner Ring Road) to Coppergate, High Ousegate and Pavement, providing a key route into the city centre from the south. The road is single carriageway with footways and intermittent double yellow line waiting restrictions adjacent to both sides of the road. Where double lines are not present, a short section of on-street parking with a maximum stay of 2 hours is available. Mill Street and Lead Mill Lane both meet Piccadilly at priority-controlled junctions.

2.6 Summary

The site is extremely well located, close to York city centre as well as public transport facilities, and established walking and cycling networks. It is clear that journeys for all key

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purposes can be readily undertaken by sustainable transport modes, both within the city centre and beyond.

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3 Transport Planning Policy

This chapter identifies local and national transport policy relevant to the proposed development, and how the development proposals respond to and accord with these policies.

3.1 National Policy

3.1.1 National Planning Policy Framework

A revised ‘National Planning Policy Framework’ (NPPF)4 was published by the Ministry of Housing, Communities and Local Government (MHCLG) in February 2019. It sets out national planning policy for England and in particular how the planning system is to contribute to achieving sustainable development through the following interdependent objectives:

• An economic objective, contributing to building a strong, responsive and competitive economy through ensuring that land of the right type is available in the right places and at the right time to support growth, innovation and improved productivity.

• A social role, supporting strong, vibrant and healthy communities by ensuring that a sufficient number and range of homes can be provided to meet the needs of present and future generations; and by fostering a well-designed and safe built environment, with accessible services and open spaces that reflect current and future needs and support communities’ health, social and cultural well-being.

• An environmental role, protecting and enhancing the natural, built and historic environment through making effective use of land, helping to improve biodiversity, using natural resources prudently, minimising waste and pollution, and mitigating and adapting to climate change.

The NPPF sets out a presumption in favour of sustainable development. This means that development proposals that accord with the development plan should be approved without delay. Where there are no relevant development plan polices or the most important polices for determining the application are out-of-date, permission should be granted unless policies in the NPPF provide a clear reason for refusing the development proposed, or any adverse impacts of approving a development would demonstrably outweigh the benefits when assessed against the NPPF as a whole.

Specifically, in relation to transport, the NPPF states that the planning system should manage patterns of growth to address potential impacts of development on transport

4 National Planning Policy Framework, Department of Communities and Local Government, 2019.

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networks; realise opportunities from existing or proposed transport infrastructure and technology; promote walking, cycling and public transport; identify and assess the environmental impacts of traffic; and integrate transport consideration into the design of schemes.

In relation to considering development proposals, the NPPF states that all developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment to ensure the likely impacts of development are assessed.

Paragraph 108 of the NPPF states that:

“In assessing sites that may be allocated for development in plans, or specific applications for development, it should be ensured that:

• appropriate opportunities to promote sustainable transport modes can be – or have been - taken up depending on the type of development and its location;

• safe and suitable access to the site can be achieved for all users; and,

• any significant impacts from the development on the transport network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree.”

Paragraph 109 states:

“Development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe.”

3.1.2 Planning Practice Guidance

Planning Practice Guidance (PPG)5 was published by the Department for Communities and Local Government on 6 March 2014. It brings together many areas of English planning guidance into a new stream-lined format, set within the overarching NPPF. PPG provides advice on when Transport Assessments and Transport Statements are required, and what they should contain:

“Transport Assessments are thorough assessments of the transport implications of development, and Transport Statements are a ‘lighter-touch’ evaluation to be used where

5 Planning Practice Guidance, Department of Communities and Local Government, 2014.

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this would be more proportionate to the potential impact of the development (i.e. in the case of developments with anticipated limited transport impacts).”

Furthermore, it states that:

“Transport Assessments and Statements can be used to establish whether the residual transport impacts of a proposed development are likely to be “severe”, which may be a reason for refusal, in accordance with the National Planning Policy Framework.”

And:

“The Transport Assessment or Transport Statement may propose mitigation measures where these are necessary to avoid unacceptable or “severe” impacts.”

3.2 Local Policy

3.2.1 City of York Local Plan

At the time of writing, CoYC is making progress towards the adoption of a new Local Plan, in line with the NPPF. A Publication Draft Local Plan was submitted for independent examination on 25 May 2018. A consultation on ‘proposed modifications’ to the local plan was held between 10 June 2019 and 22 July 2019. Findings from this are yet to be published. Stage 1 hearings on the Local Plan were held in December 2019 where several fundamental matters were covered. CoYC submitted further evidence to the inspectors in January 2021 which is currently under consideration. Should this evidence be considered satisfactory, it is expected the Local Plan will move to stage 2 hearings.

Overall, the Plan seeks to support York fulfilling its role as a key driver in the Leeds City Region and the York, North Yorkshire and East Riding Local Enterprise Partnership. In particular, the Plan envisages that the city centre will be strengthened as a key commercial, shopping, leisure, culture, tourism and entertainment destination.

Key policies in relation to transport planning policy include:

• Policy DP2 (Sustainable Development), which seeks to ensure that development will deliver a fundamental shift in travel by prioritising public transport, cycle and pedestrian networks, and managing travel demand and modal choice.

• Policy T1 (Sustainable Access), which states that development will be supported where it minimises the need to travel and provides safe, suitable, and attractive access for all users, such that it maximises the use of more sustainable modes of transport.

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• Policy T7 (Minimising and Accommodating Generated Trips), which states that development proposals must be supported by a Transport Assessment and Travel Plan as appropriate relative to the scope and scale of the development, to fully demonstrate the expected transport impacts. This Transport Statement has been prepared accordingly.

• Policy T8 (Demand Management), which states that development that complies with the Council’s parking standards will be supported.

3.2.2 City of York Local Transport Plan 3

The third City of York Local Transport Plan (LTP3)6 was published in 2011 and sets out the long-term transport strategy for York to 2031. The document sets out a vision that everyone is able “to undertake their activities in the most sustainable way and to have a transport system that:

• Has people walking, cycling and using public transport more;

• Makes York easier to get around with reliable and sustainable links within its own area, to adjacent areas and cities and the rest of the UK;

• Enables people to travel in safety, comfort and security, whatever form of transport they use;

• Provides equal access to opportunities for employment, education, training, good health and leisure for all, and

• Addresses the transport-related climate change and local air quality issues in York.”

To achieve the vision, a transport strategy has been developed under five themes, as follows:

• “Providing Quality Alternatives to the car to provide more choice and enable more trips to be undertaken by sustainable means.

• Improving Strategic Links to enhance the wider connections with the key residential and employment areas in and around York, and beyond.

• Encouraging Behavioural Change to maximise the use of walking, cycling and public transport and continue improving road safety.

6 Local Transport Plan 2011-2031, City of York Council, 2011.

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• Tackling Transport Emissions to reduce the release of pollutants harmful to health and the environment.

• Enhancing Public Streets and Spaces to improve the quality of life, minimise the impact of motorised traffic and encourage economic, social and cultural activity.”

3.2.3 City of York Council Plan 2019-2023

The City of York Council Plan 2019-20237 is intended to shape the activity within the council, acting as a guide to prioritise resources and monitor progress. The plan is also intended to act as a guide for partner organisations, businesses, communities and residents to help identify shared objectives and areas of interest to create more effective work.

The plan aims to prioritise sustainable transport options and create attractive alternatives to car travel for residents in new development, achieving a largely car free city centre by 2023 and supporting CoYC’s aim to become a carbon neutral city by 2030.

Core objectives in transport planning policy include:

• ‘A greener and cleaner city’, which states that York’s environment is to be protected and enhanced through investment in the council’s frontline services, working towards becoming a carbon neutral city by 2030. The objective states that at the end of the four-year period:

• Options for sustainable transport, including public transport and rail, are to be improved to help reduce the need for car travel in the city.

• ‘Getting around sustainably’, which aims for more people to choose to travel by public transport, walking or cycling, and benefiting from improved roads, footpaths and cycle routes across the city; cutting congestion, pollution and carbon emissions as part of renewed efforts to tackle the climate emergency. The objective states that at the end of the four-year period:

• A new Local Transport Plan prioritising sustainable means of getting around and creating attractive alternatives to car travel for residents in new developments.

• Redevelopment of York Station Frontage will create an attractive enhanced setting for the city walls and welcoming first impression for visitors to the city with clear safe access to a new transport interchange.

7 City of York Council Plan 2019-2023, City of York Council, 2019.

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• More people will travel by sustainable means, such as walking, cycling and clean public transport throughout the year.

• Anti-idling measures and a bus-based clean air zone will be improving air quality in the city centre, with attractive new public realm around Clifford’s Tower and river Foss.

• Improvements to the outer ring road will help reduce congestion on the city’s highways network and reduce journeys made across the city centre.

• Greater availability of electric vehicle charging facilities across the city.

• Council’s fleet of vehicles upgraded to electric or ultra-low emissions standard.

• Partners across the city work more closely together to share expertise, reducing car travel and developing sustainable travel options such as workplace car share schemes.

3.3 Summary

The proposed development fully accords with the aims and objectives of the relevant local and national policy, and the associated transport impacts are set out in the form of this Transport Statement. The proposed site is in a location which is accessible by a range of transport modes, ensuring sustainable access within the district and beyond.

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4 Development Proposals

This chapter describes the proposed development and how it will be accessed by all modes of transport.

4.1 Proposed Land Use

The proposals comprise the redevelopment of a site at Mill Street, York, to accommodate 35 residential units, which the schedule of accommodation listed below:

• 21 1-bed apartments (60%).

• 12 2-bed apartments (34%).

• 2 3-bed apartments (6%).

The site is currently occupied by the former Tramways Working Men’s Club.

The proposed layout is demonstrated on the scheme drawings provided at Appendix A.

4.2 Vehicle Access

4.2.1 Parking

Given the nature of the development and location in York city centre, no dedicated car parking spaces will be provided. As outlined in chapter 2, the site is in a highly sustainable location with high quality public transport facilities and established walking and cycling networks that will minimise the need to travel by car for future residents. This approach aligns with CoYC’S aim to become a carbon neutral city by 2030, as outlined in section 3.2.3.

With no dedicated parking provided at the development, prospective future residents would be unlikely to own a car and visitors will be required to travel to the site by sustainable modes, in full knowledge that they would have to pay for city centre parking prices and no guaranteed parking available.

An assessment of existing parking controls within a 400m / 5-minute walking distance of the site has been carried out, as summarised on Figure 5. All roads in the catchment are subject to a range of controls including waiting and time restrictions, the Fossgate pedestrian and cycle zone, and resident permit parking areas. As such, on-street parking in the area of the development can be appropriately managed in line with the existing controls.

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4.2.2 Servicing

Refuse collection and other day-to-day servicing needs will be undertaken from the public highway, either on Mill Street or George Street. This is in line with the existing arrangements for residential and commercial premises in the immediate area. Access to refuse stores within the building will be via a proposed southern entrance to St Georges Terrace, which in turn provides a route to George Street.

In addition, it is proposed that a layby will be provided to the east of the building, accessed from George Street. This will be used as a pick-up / drop-off facility for residents, and for servicing by smaller vans.

4.3 Pedestrian and Cycle Access

It is proposed that the main entrance of the development will be directly accessible to pedestrians via footways on Mill Street. A separate access will be available for cycles, utilising the same access as refuse collection, with a path directly off George Street via St Georges Terrace.

A target of 42 cycles is proposed within secure stores. 4no external spaces are proposed for visitors. 100% of the provision will be accommodated by Sheffield-type stands, with the cycle storage area directly accessible from the southern entrance lobby. In addition, a platform lift for cycles will be provided within the internal layout. In accordance with the guidance set out in Appendix E of COYC’s 2005 draft Local Plan, a minimum of 37 cycle parking spaces would be required for the proposals; as such, the development accords with CoYC’s policy requirements.

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5 Summary

This Transport Statement has been prepared to demonstrate the transport impacts of the proposed redevelopment of a site at Mill Street, York, to accommodate residential development.

The report has examined the existing transport network in the vicinity of the site, considered relevant national and local transport policy and outlined the development proposals.

The report demonstrates that:

• The development accords with both national and local transport planning policy.

• The site is in a highly sustainable location within the city centre, and as such sustainable modes will be a realistic option for journeys for all key purposes. In relation to public transport, several bus stops are located close to the site that provide local and sub-regional connections. York rail station is also located close to the site, providing further transport links to additional local, regional and national destinations.

• Given the highly accessible location of the development, proximity to the city centre and public transport network, providing no dedicated parking for residents is appropriate. On-street parking in a 5-minute walking catchment of the development can be appropriately managed in line with the existing controls.

• Given that no parking is to be provided as part of the development, no significant traffic impact is anticipated. Compared to the former use of the site (which generated some vehicular traffic), the proposals will have a positive net impact on vehicle movements on the local highway network.

Considering all of the above, it is concluded that the development proposals can be supported from a transport and highways perspective.

16 Figures N Indicative Site Boundary Indicative Site Access

Contains OS data © Crown copyright and database rights (2021)

DLA Architecture

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Site Location

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Walking Catchment 500m 1.0km 2.0km

Local Land Use Retail

Employment

Health

Leisure

University

Nursery / Primary School

Secondary School

York Minster

Contains OS data © Crown copyright and database rights (2021)

DLA Architecture

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Walking Catchment and Local-land Use

1:13000 Issue

National Cycle Network Routes Cycle Network Route 65 Cycle Network Route 658 Cycle Network Route 66 Cycle Network Route 665

Contains OS data © Crown copyright and database rights (2021)

DLA Architecture

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Cycle Catchment and Long-distance Cycle Routes

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York Rail Station

Bus Routes

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16 / 22 / 23 / 24 / 42 / 412 / 415

7 / 42 / 200 / 415

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Public Transport Network

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Resident Priority Parking Scheme Areas Walmgate Foss Islands Fishergate

On-street parking: Pay and Display - max stay 2hrs with no return within 1hr

Resident Prioirity Parking Scheme Areas derived from: City of York Council - Residents priority parking scheme (ResPark).

DLA Architecture On-street parking: up to 1hr with no return within 1hr (Mon-Sat 08:00-18:00) St George's Terrace, Mill Street

Existing Parking Management Measures

1:2900 Issue

Development Proposals REVISIONS

A PLANT & CYCLE ROOMS HANDED. 19/04/21 ADJACENT HOUSING OUTLINE OF RISERS NOTED. SP SS B SITE PLAN UPDATED TO SHOW 22/04/21 PROPOSED LEVELS SP SS ADJACENT HOUSING

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2M MIN FOOTWAY 2M MIN FOOTWAY Vehicle Egress + 11.79 + 13.00 ST GEORGE'S + 13.5 CHURCH TERRACE TERRACE + 13.55 TERRACE TERRACE + 13.24 COVERED + 13.01 AREA

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LANDSCAPE BUFFER FOR PRIVACY TO GROUND KEY FLOOR ROOMS FFL + 13.37 + 13.57 APPLICATION BOUNDARY + 13.61 + 13.7 + 13.24 RESIDENTS REFUSE AND Vehicle Access EXISTING LEVELS TERRACE CYCLE STORE ACCESS + 13.55 TERRACE + 12.74 + 13.55 TERRACE + 13.55 TERRACE GARDEN + 13.50 PROPOSED LEVELS GARDEN FALL APPROX. GARDEN PLANTING 1 IN 20 RAISED TERRACE AREA & PLANTING PLANTING PLANTING STEPS ON FOOTPRINT OF + 13.35 FORMER OUTBUILDING TO PEDESTRIAN GATE TO RESIDENTS FOOTPATH CYCLE AND BIN STORE AVOID IMPACT ON RPA + 12.99 + 13.48 BIN HOLDING AREA + 13.76 + 12.7 N EXISTING HEDGE

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CYCLE STORE (42 SPACES)

LOCATION OF SV ABOVE 11.200 m

D HOTEL E-BIKE PROVISION ZONE G

LOCATION OF RISER ABOVE G TO BE DUCTED IN TO E PLANT ROOM PLATFORM S T

LIFT R REFUSE STORE FOR APPROX. 5 E

11.200 m NO. 1100L BINS AND 2 NO. E 1100L RECYCLING BINS T

E PLANT ROOM EXISTING BASEMENT LEVEL TO BE LOWERED BY 1.1m FROM 12.3m TO NOTE: MECHANICAL EXTRACT ASSUMED 11.2m (SUBJECT TO ARCHAEOLOGIST TO BASEMENT SUBJECT TO M&E INPUT OVERVIEW) F

G Notes:

Structure shown indicatively only, H and is TBC by Structural Engineer.

Key:

450 x 450mm Column

250 x 750mm Column

FOR PLANNING

www.dla-architecture.co.uk 55 St Pauls Street LEEDS | LS1 2TE T : 0113 887 3100 E : info@dla- architecture.co.uk

PROJECT 1 MILL STREET YORK REST GARDENS

TITLE BASEMENT FLOOR PLAN

SCALE DATE Note - Escape routes from flats with corridor/lobby access assumed in line 1 : 100 @ A1 01/03/2021 with BS 9991, clause 7.4 which states that travel distances may be extended from the furthest dwelling entrance door to the means of escape staircase by DRAWN REVIEWED inclusion of residential sprinklers and a smoke ventilation system in line with SP SS Clause 11, Table 2, 14.1.3 and Annex A. DRAWING NO REVISION 2018-059_0202 C 0 1 2 5 10 m FILE PATH C:\Users\stephanie.phillips\Documents\2018.059-B01-XX-M3-AR-1 PROPOSED BASEMENT FLOOR PLAN Mill St_Planning Model_B_stephanie.phillips.rvt 1 : 100 REVISIONS

TREET PEEL S

MILL STREET

VENTILATED CAVITY TO CLOSE GAP TO HOTEL

1 2 3 4 5 6 7 Apartment8 9 Vehicle Egress Apartment Type Key: 0.04 1 Bed ST GEORGE'S A Desk with folding doors to close away 2 Bed Terrace CHURCH Terrace Apartment Apartment Terrace Terrace Apartment 0.01 0.02 0.03 MAIN B Bedroom 1 Bedroom 2 ENTRANCE s s s r r r e o o o o o o d d d y y y b a a a g g g n w n w n w o i i i a a a d d d r l l l e e e o o o f f f s s s d o o o h l h l h l r t t t i i i c c c w w w o o o a t t t k k k s s s e e e W D D D s r o

Bedroom Bedroom o d Bedroom y a g n w i a d

C l e o f s o h l t i c Wardrobe w o t k s e D 2B_4P Living

Living Ensuite Entrance Lobby Wardrobe Wardrobe

Living Living Stair UP Bathroom 1B_2P 1B_2P 1B_2P Bathroom Bathroom Hall Bedroom 2 Bathroom Bathroom Hall Hall

Lift

Utility Utility Riser SV 1.5m2 Desk with folding doors Utility to close away D Utility HOTEL

G Hall Hall E Hall RESIDENTS O

DROP OFF/PICK UP R

2B_4P E Mech. Riser Elec. Riser REFUSE & S

CYCLE Ensuite T Bathroom Bathroom PLATFORM R Ensuite Utility LIFT E E

T Hall Hall Bathroom e b s r o o r o d y a d g Hall n w r i

2B_4P a 2B_4P 1B_2P d l

e Cycle and a o f s o h l t i c W w o t k

Utility s Ensuite e e Living D Bin Store

Desk with folding doors Living Utility b o

to close away r

d Access r

e Living a b W o r d

E r a e W b

o Bedroom 1 r Bedroom e d r b a o r

W Bedroom 1 d r

Bedroom 2 Bedroom 1 Bedroom 2 a e W Entrance Lobby b e o r b d o r r

F a d r W a W G Vehicle Access Cycle and Bin Store Notes: Access Terrace Terrace Structure shown indicatively only, Apartment and is TBC by Structural Engineer. H 0.05 Key: Apartment Apartment Apartment 0.08 0.07 0.06 450 x 450mm Column 250 x 750mm Column

FOR PLANNING

www.dla-architecture.co.uk 55 St Pauls Street LEEDS | LS1 2TE T : 0113 887 3100 E : info@dla- architecture.co.uk

PROJECT 1 MILL STREET YORK REST GARDENS

TITLE GROUND FLOOR PLAN Note - Full details of site landscape proposals are detailed in dwg. 1335-001 by the Landscape Agency. SCALE DATE Note - Escape routes from flats with corridor/lobby access assumed in line 1 : 100 @ A1 01/03/2021 with BS 9991, clause 7.4 which states that travel distances may be extended from the furthest dwelling entrance door to the means of escape staircase by DRAWN REVIEWED inclusion of residential sprinklers and a smoke ventilation system in line with SP SS Clause 11, Table 2, 14.1.3 and Annex A. Minor exceedance of travel distance to 15.4m approx to be agreed with BCo/Fire Engineer. DRAWING NO REVISION 2018-059_0203 C 0 1 2 5 10 m PROPOSED GROUND FLOOR PLAN FILE PATH C:\Users\stephanie.phillips\Documents\2018.059-B01-XX-M3-AR-1 1 : 100 Mill St_Planning Model_B_stephanie.phillips.rvt Fore Consulting Limited 2nd Floor, Queens House Wellington Street Leeds LS1 2DE

0113 2460204 [email protected] www.foreconsulting.co.uk

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