Proposed Church and Residential Development, Kerry Road, Abermule

TRANSPORT STATEMENT

Prepared by: Entran Ltd

DATE: August 2016

 Entran is committed to reducing unnecessary waste in the environment. For this reason our paper reports are printed:

 Double sided;  Using 10 point font; and  Report on recycled paper.

Additional copies of this report are available on CD-ROM. If you require this report in another format please ask.

Proposed Church and Residential Development, Kerry Road, Abermule

TRANSPORT STATEMENT

Revision Date Notes Author Checked Approved

Issue July 2016 1ST Issue DJA DTW RW

Entran Limited Unit 12 Greenway Farm Bath Road, Wick Bristol BS30 5RL

T: 0117 937 4077

Proposed Church and Residential Development, Abermule 1

CONTENTS

1. INTRODUCTION 4 2. EXISTING DEVELOPMENT SITE AND HIGHWAY CONDITIONS 5 3. REDEVELOPMENT PROPOSALS 11 4. TRIP GENERATION 15 5. TRAVEL PLANNING 17 6. OFF-SITE HIGHWAY WORKS 18 7. SUMMARY AND CONCLUSION 22

FIGURES

2.1 Site Location Plan 2.2 Existing Site Access Arrangements 2.3 5 and 10 Minute Walk Radii 2.4 5 and 10 Minute Cycle Radii 2.5 Local Highway Network and Facilities

3.1 Proposed Site Layout 3.2 Swept Path Analysis – Large 4-axle Refuse

6.1 Proposed relocated/realigned road 6.2 Current barrier in place 6.3 Proposed barrier upgrade (or similar approved)

APPENDICES

A Architects Layout B Previous footway link to the west along Kerry Road. C SK02- Proposed Site Access Arrangements D SK03- Swept Path Analysis E TRICS DATA F SK01 - Proposed Off Site Highway improvements G SK03 – Proposed Footway Link

Proposed Church and Residential Development, Abermule 2

Proposed Church and Residential Development, Abermule 3

1. INTRODUCTION

1.1 Background 1.1.1 Entran Ltd has been commissioned to provide an assessment of the traffic and transportation issues associated with the proposed development located off Kerry Road, Abermule for a Church and residential use with associated parking. 1.1.2 Additional offsite highway improvements are also being offered through this development. 1.1.3 This TS considers the implications of the proposed development on the local highway network. In addition, the TS and the development proposals have sought, where possible, to embrace the aspirations and policies identified in the Local Development Plan 2011-2026. 1.1.4 In addition, Technical Advice Note 18 () includes advice on the preparation of Transport Assessments and Statements. It refers to TA guidance produced by the Scottish Executive; however, since that document guidance was published by the DfT and the DCLG in 2007 provides further advice on the content and preparation of Transport Assessments and Transport Statements. All 3 documents (Welsh, Scottish and English) assist stakeholders to determine whether an assessment may be required and, if so, what the level and scope of the assessment should be. 1.1.5 Previous guidance on the assessment of traffic implications associated with development proposals was contained in the “Guidelines for Traffic Impact Assessment” published by the Institute of Highways and Transportation (IHT) in 1994. Since the IHT guidelines were produced, there has been a significant change in Welsh Assembly Government policy and general guidance regarding improved sustainability in transport. The fundamental difference between TAs and the old TIAs is that TAs seek to influence modes of travel and assess person-trips rather than vehicle trips, whereas TIAs were based on the principles of “predict and provide” for the private car. 1.1.6 The 2007 documents bring the guidance on transport assessment up to date with these changes in WAG policy, and expand it to address the assessment of the potential implications of development proposals on the entire transport system. 1.1.7 PCC have been consulted throughout the TS process. 1.1.8 Some information has also been referred to from a previous TA submitted as part of an application in July 2012. 1.1.9 The architects proposed site layout plans are attached as Appendix A.

1.2 Structure of Report 1.2.1 This report provides details of the traffic and transportation issues associated with the development proposals and addresses the following:  Chapter 2 - Existing development site and highway conditions.  Chapter 3 - Redevelopment proposals  Chapter 4 – Trip generation  Chapter 5 - Travel Planning  Chapter 6 - Off Site Highway Works  Chapter 7 - Summary and conclusions.

Proposed Church and Residential Development, Abermule 4

2. EXISTING DEVELOPMENT SITE AND HIGHWAY CONDITIONS

2.1 Existing Site Use 2.1.1 The development site is located off The B4368, Kerry Road, Abermule. The development site can be described as vacant land and has no buildings currently on it. 2.1.2 The site benefits from an existing point of access onto the B4368 but can be described as a farmer’s gated access only.

2.2 Existing Local Highway Network 2.2.1 Vehicular access is taken from the B4368 Kerry Road. 2.2.2 The B4368 Kerry Road can be described as a local road that connects the A483 and the A489. Kerry Road is rural in nature and has a railway crossing to the east of the development site. 2.2.3 Kerry Road has a minimum road width of 5m and forms a priority junction with which forms a priority junction with the B4386 to the east and with the A489 to the south. 2.2.4 The A483 to the south west provides access to Newtown; and further south the A483 meets the A470 at which provides access to . 2.2.5 The A483 north east provides access to and the A458, the A458 provides access to where the A5 is connected. From the A5 the M54 can be accessed via junction 7 which follows east to the M6 junction 11. 2.2.6 The A470 further south of Brecon leads to Merthyr Tydfil, Pontypridd and then to the M4 junction 32. 2.2.7 From the M4 and the M6 all major destinations can be connected to. 2.2.8 There is a comprehensive system of street lighting in place to the extent of the 30mph speed limit, where the speed limit changes to 60mph there is no street lighting currently in place, however, all local roads towards the village benefit from a speed limit of 30mph. 2.2.9 A level crossing is present on Kerry Road, approximately 190m west of the proposed site access. During peak periods the level crossing is closed once during a 60-minute period. 2.2.10 The sites contextual location is illustrated in Figure 2.1 and the existing site layout and access arrangements are illustrated in Figure 2.2 below:

Proposed Church and Residential Development, Abermule 5

Figure 2.1 – Site Location Plan

Figure 2.2 – Existing Site Layout

Proposed Church and Residential Development, Abermule 6

2.3 Accessibility by Sustainable Modes 2.3.1 The accessibility of the proposed site has been assessed in terms of existing sustainable travel modes including public transport, walking and cycling. All of these modes will be available to both the congregation and residents, although it is assumed that the majority of the Church congregation will car share.

Walking 2.3.2 There are no footways present along Kerry Road. Footways are present on both sides of the carriageway along B4368. 2.3.3 Planning Policy Wales’ guidance TAN/18 states that walking should be promoted for short trips as a main mode of transport. This is consistent with documents such as the formerly adopted guidance PPG13 (Transport) in England, which states that walking has the potential to replace short car journeys – particularly those less than 2km. Therefore, the whole village of Abermule and its surrounds are within acceptable walking distance of the Church as illustrated in Figure 2.3 below:

Figure 2.3 – 5 and 10 Minute Walk Radii

2.3.4 As detailed in the previous section, the proposals provide for improved highway infrastructure by the creation of a footway on the northern margin of Kerry Road from the site access to the Cefn-y-Coed Road (Parkside) junction east of the railway line. In conjunction with measures proposed by Powys

Proposed Church and Residential Development, Abermule 7

County Council for connection west of this junction, this will provide safe pedestrian connectivity between the proposed dwellings, the Church and Abermule local centre. See Section 3. 2.3.5 The footway link will also provide additional benefit with increased safety not only for the proposed development but for the existing local residents including the residents of Court Close.

Cycling 2.3.6 Planning Policy Wales’ guidance TAN/18 also states that cycling has the potential to act as a substitute for shorter car journeys in urban or rural areas. This is consistent with the formerly adopted guidance in England, PPG13 (Transport), which states that cycling has the potential to replace short car journeys – particularly those less than 5km. 2.3.7 Due to the rural nature of the location of the site, the traffic flows on the surrounding roads are low and therefore the majority of routes are suitable for cyclists. Therefore, the whole of Abermule and its outlying settlements are within this acceptable distance as illustrated in Figure 2.4 below (presented as radii for easy reference):

Figure 2.5 – 5 and 10 Minute Cycle Radii

2.3.8 In terms of specific infrastructure, an off-road cycle route links Abermule with Newtown to the south. The route runs alongside the then joins National Cycle Network (NCN) Route 81 north of . The NCN route then continues south to Newtown on a traffic free route, before heading north towards on a signed ‘on road’ route. 2.3.9 A comprehensive street lighting system and a continuous footway along the B4283 ensures that there are no obstacles to pedestrian movements to a wide range of local facilities. Kerry Road itself does not benefit from dedicated footways but slow vehicles speeds and grass verges ensure there is pedestrian refuge if/when required for the short distance of approximately 160m. However, this is not ideal for the safety of pedestrians and moving forward to the future with this application and the

Proposed Church and Residential Development, Abermule 8

creation of a much needed and improved pedestrian link to the benefit of all pedestrians and local residents. For reference, the site is approximately 450m from local facilities; these facilities consist of but are not exhaustive of:  Post Office  Convenience Store  Car repairs and MOT  Community Centre  Primary School  Pub/ Restaurant

2.3.10 The Local Highway Network and Facilities are illustrated below in Figure 2.5:

Figure 2.5 – Local Highway Network and Facilities

2.4 Public Transport Services 2.4.1 The nearest bus stops are located 400m west of the site, on the B4386 near to the Post Office. The bus stops are illustrated in Figure 3.1. These stops are served by four services and their routes are described below, with their frequencies summarised in Table 2.1. 2.4.2 Table 2.1 below, summarises the routes available from the stops within close proximity to the site:

Proposed Church and Residential Development, Abermule 9

Number Operator Service Frequency

77 Tanat Valley Llanymyech – Welshpool – 1 Daily – Abermule - Newtown

81 Tanat Valley Montgomery – – 2 Daily Abermule - Newtown

X75 Celtic Travel Rhayder – Llannidloes – Newtown 2 hrs – Welshpool - Shrewsbury

X4 Celtic Travel Oswestry – Welshpool – Newtown - 1 Daily

Table 2.1 – Summary of Bus Services

2.4.3 Full bus timetables with all services and maps can be found at; http://www.powys.gov.uk/en/roads-transport-and-parking/find-out-local-bus-times/

http://www.traveline.info/ 2.4.4 The X75 offers a service to Welshpool, Newtown and destinations further afield such as Shrewsbury, at a frequency of one bus every two hours Monday – Saturday daytime. The other bus services listed provide links to surrounding towns such as Newtown and Welshpool during the day Monday – Friday.

Train 2.4.5 Abermule sits adjacent to the Cambrian Rail Line which connects Aberystwyth to Shrewsbury passing through Abermule to Newtown. Newtown train station is the nearest station to Abermule and is approximately 7.5km (4.5 miles) from the development site. 2.4.6 Train is not a direct alternative to the private car in terms of alternative travel choice but, it is close enough to drive to Newtown Train station and use it as an interchange point for onward travel.

Proposed Church and Residential Development, Abermule 10

3. REDEVELOPMENT PROPOSALS

3.1 Redevelopment Proposals 3.1.1 The proposed development proposals comprise 4 open market apartments and to consist of  2No. 4 bed Houses;  2No. 3 bed Bungalows;  Church of area: 816sqm and 58 car parking spaces;  New vehicle access from the B4368;  Footway Improvements – the proposals include the provision of off- site works for creation of a footpath link with the village footpath network as far as the Cefn-Y-Coed Road (Parkside) junction adjacent to the railway line. Details of the footway are attached as Appendix B as submitted for the previous application.  Proposed realignment of Cefn–Y-Coed Road adjacent to railway line; and  Upgrading of railway crossing gates.

3.2 Proposed Means of Vehicular Access 3.2.1 Vehicular access to the development will be from a new access off the B4368 Kerry Road and will consist of the following:  6m in width  6m radii  Visibility 2.4m x 60m to the right and 2.4m x 96m to the left as previously agreed with PCC.

3.1.2 The proposed site access arrangements are illustrated in Figure 3.1 with a scaled plan SK02 attached as Appendix C. below:

Proposed Church and Residential Development, Abermule 11

Figure 3.1 – Proposed Site Access Arrangements

3.3 Servicing and Refuse 3.3.1 Servicing and refuse collection will be undertaken from the proposed vehicular access via Kerry Road where on site bin storage and turning will be provided for entry and egress in a forward gear for both the residential and the church development.

3.3.2 Figure 3.2 below illustrates the swept path analysis of a large refuse vehicle entering and exiting in a forward gear (also attached to scale SK03 as Appendix D):

Proposed Church and Residential Development, Abermule 12

Figure 3.2 – Swept Path Analysis - Large 4-axle Refuse

Proposed Church and Residential Development, Abermule 13

3.4 Internal Car and Cycle Parking

Residential 3.4.1 The CSS Wales Parking Standards 2008 have been used as a base to justify the parking levels proposed for this development. These standards are written by providing zones that best categorise a development site location, this site best fits within Zone 3 and 4 – Urban and Suburban. 3.4.2 The CSS parking standards Zone 3 and 4 for residential apartments suggests actual parking levels of 1 space per bedroom + 1 space per 5 units for visitors. 3.4.3 The above assumptions would mean according CSS parking standards that this development should theoretically provide 12 spaces parking spaces + 0 visitor spaces. 3.4.4 This development is to provide the 12 spaces for 4 units and is in accordance with CSS parking standards.

Church 3.4.5 The CSS parking standards Zone 3 and 4 for residential apartments suggests actual parking levels of 1 space per 8sqm of praying floor space or 10 seats. 3.4.6 The total praying floor space within the church will be approximately 460sqm, giving a requirement for 58 parking spaces associated with the church. 3.4.7 Based on the proposed 58 car parking spaces, a minimum of 3 spaces will be allocated for disabled car parking provision as per appendix 1 of the CSS parking standards. 3.4.8 According to the CSS parking standards as adopted by PCC 5% of the total car parking capacity should be allocated for motorcycle use. Based on the proposed 58 car parking spaces, 3 motorcycle parking spaces will be provided within the site. 3.4.9 It is therefore concluded that the proposed parking provision is in accordance with ’s current policies.

Cycle Parking 3.4.10 Cycle parking will also be provided in accordance with the CSS parking standards at 1 space per 50sqm of development. This equates to 16 cycle parking spaces which will be covered and secure and will consist of 8 Sheffield loops stands. 3.4.11 Cycle parking for the residential units will be provided for within each building.

Proposed Church and Residential Development, Abermule 14

4. TRIP GENERATION

4.1 Introduction 4.1.1 The following chapter has been prepared to identify the extant and future traffic generation profiles of the development site.

4.2 Existing Use – Trip Generation 4.2.1 As described in Chapter 2 of this TA, the existing site can be described as vacant land and has no existing trips associated with it. Therefore, for the purpose of any trip generation assessment there will be a zero baseline. 4.3 Proposed Use –Trip Generation 4.3.1 The redevelopment proposals consist of constructing 4 residential units and a church of approximately 816sqm GFA. 4.3.2 In order to assess the potential trip generation characteristics of the proposed development site, the Church trips have been derived from actual information recorded by the existing Church as illustrated in Table 4.1 below and the TRICS 7.2.3 database has been interrogated using the ‘Houses Privately Owned’ categories and is calculated per unit of development as illustrated in Table 4.2 below: 4.3.3 All TRICS data referenced in this report is attached as Appendix E. 4.3.4 The result of the weekday TRICS review is illustrated in Tables 4.1 and 4.2 below:

Attendance Vehicle Trip Day Start Finish Frequency Persons Generation 1 Sunday 06:00 07:00 Weekly 30-45 7-11 2 Sunday* 10:30 12:00 Fortnightly <290 <70 3 Sunday* 17:00 18:00 Fortnightly <136 <33

4 Monday 19:00 19:30 Weekly 30-45 7-11 5 Tuesday 19:00 20:00 Weekly <136 <33

6 Wed/ Thurs 19:00 20:00 Weekly <290 <70 7Friday Closed 8 Saturday 09:00 10:00 20 weeks per year <290 <70

9 Saturday 08:00 09:00 Monthly <136 <33

Table 4.1 – Proposed Trips – Place of worship

Houses Privately Owned 4 Units

Weekday

Trip Rate (per unit) Traffic Flows (per unit) Time Arrivals Departures trip rate Arrivals Departures Trips 0800-0900 0.158 0.427 0.585 1 2 2 1700-1800 0.404 0.223 0.627 2 1 3 Daily 2.605 2.689 5.294 10 11 21 Table 4.2 – Proposed Trips – Houses Privately Owned

Proposed Church and Residential Development, Abermule 15

4.3.5 The above table shows that this development would generate approximately 2 trips in the AM peak hour (approx. 1 vehicle every 30 minutes), 3 trips in the PM peak hour (approx. 1 vehicle every 20 minutes) and 21 two-way trips daily.

4.4 Traffic Impact 4.4.1 The transport impact of the proposed development is therefore determined by comparing the journeys associated with the existing use of the site and those anticipated for the proposed use. However, the trips associated with the Church are all outside of the weekday peak hour and are at the highest on a Saturday and Sunday, therefore, this has not been included in the impact of the development as the base traffic flows are significantly lower on a weekend and therefore, the church traffic will have a negligible impact on the local highway network. 4.4.2 In this regard, when assessing the impact during week day peak hours, when most traffic will be on the road at the same time, this development would generate 2 new trips in the AM peak, 3 new trips in the PM peak and approximately 21 trips daily. 4.4.3 Based on the evidence presented above, the potential impact of a church and 4 residential units in this location is negligible and in this regard therefore, further analysis in to the impact that the proposed development might have on the local highway network is considered to be unnecessary.

Proposed Church and Residential Development, Abermule 16

5. TRAVEL PLANNING 5.1 Introduction 5.1.1 An Active Travel Plan is not appropriate for such a development as the proposed, however, at this stage it is envisaged that each owner/occupier of a residential unit and the Church will be issued with a Travel Pack in order to provide as much information as possible about alternative modes of travel and encourage non-car trips. 5.1.2 It is therefore important that, with any development, a robust Travel Pack and initiatives be put in place to encourage any potential owner/occupier or visitor to the church to consider and use an alternative mode of travel where possible. 5.1.3 It will be the responsibility of the developer to ensure that all residents and the Church are provided with an information pack containing details of public transport timetables and maps, as well cycling and pedestrian infrastructure when they move in to their new home or visit the proposed Church.

5.2 The Plan 5.2.1 The information pack will include information and incentives for all purchasers. The information will enable the new residents and visitors to make informed decisions about their modes of travel. The incentives will be provided by the developer in the first instance and will be dependent on negotiating suitable packages with local shops and services. The likely content of the Residents’ and Visitors’ Travel Pack will be:

Residential Only  Powys Cycle route information;  Sustrans leaflets on the beneficial effects of walking and cycling ;  Free reflective clothing i.e. cycle bib, arm bands etc.;  Free bicycle locks/helmets;  Train timetable information;  Details of car-sharing website (e.g. www.Liftshare.com);  Taxi company information – possible discount vouchers for a taxi company;  Supermarket home delivery details; (residential packs only)

Both Uses  Notice/message board in main entrance to the church to allow people to car share/walk/cycle together;  Details of local cycle groups (e.g. Abermule/Powys cycling club /Action Group);  Details of Cycle hire options;  Bus route/timetable information;  http://www.powys.gov.uk/en/roads-transport-parking/transport-travel/  http://www.traveline.cymru/ 5.2.2 This list is not exhaustive or a prescriptive list of what will be in the travel pack but provides details of the likely content of the pack. Details of the final pack will be agreed in partnership with PCC. 5.2.3 Travel packs will be provided within each on the residential units at first sale with the church providing information on request via a notice on the notice board.

Proposed Church and Residential Development, Abermule 17

6. OFF-SITE HIGHWAY WORKS 6.1 Introduction 6.1.1 As part of the proposed development improvements to the public highway are also offered and will consist of the following:  The realignment of the existing road known as Cefn-Y-Coed Road (Parkside) that runs parallel to the railway line on the eastern side;  Proposed new footway along northern edge of Kerry Road;  Upgraded barriers to the level crossing from half to full barrier.

6.2 Proposals

Realignment of existing road

6.2.1 As part of this application/development it has been considered that the location Cefn-Y-Coed Road that runs parallel to the eastern side of the railway line is not best located, nor aligned, for local traffic to continue using it, especially with new development to the east.

6.2.2 It has also been acknowledged that queuing occurs with the B4386 and with the junction currently so close to the crossing that cars in fact queue on the level crossing when exiting Cefn-Y-Coed Road heading west.

6.2.2 In this regard, the applicant is offering to re-design the location and alignment of this road to pull its access with the B4368 away from the level crossing by approximately 20m.

6.2.3 The proposed redesigned and realigned road geometry is illustrated in Figure 6.1 below and attached to scale drawing SK01 as Appendix F:

Figure 6.1 – Proposed relocated/realigned road

Proposed Church and Residential Development, Abermule 18

6.2.4 The proposed redesign of the road as illustrated in Figure 6.1 above will consist of:  7.3m wide for the first 20m 6m thereafter before tying into the existing lane further up;  6m Radii;  Visibility splays of 2.4m x 43m to the right and 2.4m x 38 to the left (to centre line);  It is 20m further east away from level crossing; and  2 x 7.5T box vans can pass upon entry/egress improving road safety.  Subject to detailed design post planning.

Proposed new footway link

6.2.5 Currently there is no continuous footway which links existing residential housing to the level crossing to the west of Kerry Road therefore, as part of this application/development, it has been considered that, Kerry Road would benefit from a new footway link running west towards the Village of Abermule.

6.2.6 The proposed footway will run from the proposed development access to the level crossing as a continuous footway link, and will consist of:

 2m in width;  Approximately 180m in length; and  Will be surfaced using tarmacadam.

6.2.7 In this regard, the applicant is offering to provide this footway link albeit subject to potential negotiations with various land owners.

6.2.8 In addition, there is also an extent of lateral adoptable highway search currently being carried out which will in due course inform the design team of what negotiations will be required and what land is within the applicants control.

6.2.9 The proposed footway is illustrated in Figure 6.2 below and attached to scale drawing SK03 as Appendix G:

Proposed Church and Residential Development, Abermule 19

Figure 6.2 – Proposed Footway Link

Level crossing upgrade 6.2.10 It has been raised previously with local residents and with PCC that the level crossing currently only provides limited safety in terms of its barriers, they are currently only half barriers. 6.2.11 The developer has recognised this and would like to also provide 2No. Full barriers to replace the existing half barriers which are seen to be limited in terms of keeping vulnerable road users safe i.e. pedestrians and cyclists. 6.2.12 Details of the barriers to be provided are to be confirmed with PCC in due course but the current barrier and proposed barriers are illustrated in Figure 6.3 and 6.4 below for visual comparison:

Figure 6.3 - Current barrier in place

Proposed Church and Residential Development, Abermule 20

Figure 6.4 – Proposed barrier upgrade (Or similar approved)

Proposed Church and Residential Development, Abermule 21

7. SUMMARY AND CONCLUSION

7.1 Summary 7.1.1 This Transport Statement (TS) has been prepared in order to consider the highways and transport implications relating to the proposed development of a Church and 4 residential units at Kerry Road, Abermule, Powys: 7.1.2 A summary of the findings within the statement are provided below:

 The design of the transport provisions within the site accords with the development brief and is considered to meet PCC’s prevailing standards and guidelines;

 The site access has been designed to provide safe and efficient access for all vehicles, and is fully co-ordinated with the surrounding highway network;

 The location, prevailing adjacent transport provisions and site design proposals ensure that this site delivers a reasonable level of multi-modal transport sustainability with good links to public transport and no impediment to pedestrian/cyclists to the surrounding area;

 The site has been designed so as to provide a practical level of car parking and will provide secure cycle parking;

 All site access and internal movement have been tracked and found to be fit for purpose;

 The impact of the development on the local highway network has been tested, with the results of the analysis demonstrating that the impact of the development will be negligible; and

 Off-site highway measures are proposed to better integrate the site with local bus, cycle and pedestrian facilities. These proposals also offer a huge benefit to Abermule in terms of road safety and the safety of all road users along Kerry Road especially in the vicinity of the level crossing itself. 7.1.3 Based on these conclusions the impact of the development proposals on the surrounding transportation network should be considered negligible and not detrimental.

7.2 Conclusion 7.2.1 Based on these conclusions, in the context of the guidelines set out both locally and nationally, it is considered that there are no residual cumulative impacts in terms of highway safety or the operational capacity of the surrounding transport network and therefore planning permission should not be withheld on transport grounds.

Proposed Church and Residential Development, Abermule 22

Appendix A

Proposed Church and Residential Development, Abermule 23

Appendix B

Proposed Church and Residential Development, Abermule 24

Appendix C

Proposed Church and Residential Development, Abermule 25

Appendix D

Proposed Church and Residential Development, Abermule 26

Appendix E

Proposed Church and Residential Development, Abermule 27

Appendix F

Proposed Church and Residential Development, Abermule 28

APPENDIX G

Proposed Church and Residential Development, Abermule 29