3 Newton Lane

[Annette Fazzari]

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Originally part of the Trafalgar Estate, The Old Farmhouse is believed to date from the late 1700s and has been greatly improved over the years while retaining many of the original features. The beautifully presented house is set in grounds of circa 1.4 acres with formal gardens and a paddock.

The drawing room has a large bay window with southwesterly aspects is bathed in sunlight. The room has two back to back fireplaces, one with a large woodburner set into the original inglenook fireplace. The other has a Baxi open fire with cast iron surround and granite hearth. The beautiful kitchen was installed in 2019 by the current vendors and has the original beams dating from 1811.

There are plenty of kitchen units, a tiled floor, a Belling range oven and a breakfast bar area. The reception accommodation is further enhanced by a family room and the office. Doors lead from the kitchen to a boot room which connects the main house to the studio and a staircase leads to the fifth bedroom with en suite shower room.

The garage was converted to the studio by the current vendors in 2021. This space could be used for a multitude of purposes. A separate utility room and cloak room complete the ground floor accommodation. The intriguing semicircular staircase leads to the first floor landing.

The principal bedroom has a large en suite bathroom with a free standing roll top bath and a separate enclosed shower. There are a further three double bedrooms all well views over the surrounding countryside.

OUTSIDE

From the lane the electric gates open up onto a large gravel driveway with ample parking. The gardens are predominantly lawn with interspersed herbaceous borders and mature trees including a very pretty Willow and several fruit trees, ponds and a fruit patch. The garden is surrounded by native hedges and the boundary has stock fencing. A terrace beneath a large pergola covered by a grape vine and wisteria provides an ideal space for outside entertaining and has power and light. There are three sheds, two of which with electricity. At the rear of the property is a low maintenance Japanese style graveled garden with a delightful Magnolia Tree, pretty acers with seating area and water feature.

View payable Stamp Duty for this property

3 EVALUATION SUMMARY The projects that opened between April 07 and March 09 consist of two bypass projects, seven carriageway improvements and a junction improvement. A summary of the evaluations is provided below.

The comparison between pre and post opening traffic flows for the bypass projects indicates that whilst the total volume of traffic in the study area has increased following the opening of the projects, the bypassed routes have experienced a significant decrease in traffic flow as a result of traffic transferring to the bypasses.

The comparison between pre and post opening traffic flows for the carriageway and junction improvement projects indicates that all experienced a decrease in traffic flows over the period 2007 to 2010/11.

Given the nature of these projects, changes in post opening traffic levels are not likely to be as a consequence of the improvements and, in part, are likely to be as a result of reductions in traffic volumes across the wider trunk road network in recent years (the reduction between 2009 and 2010 was around 2%) due to the economic downturn.

The comparison between predicted and actual AADT flows for the bypass projects indicates that the actual flows on key routes within the Dalkeith Bypass study area are generally in line with predictions.

There are significant variations between the predicted and actual AADT flows on key routes within the Clackmannanshire Bridge study area, which suggests that the forecast increase in strategic trips using the bridge has not yet occurred.

The comparison between predicted and actual AADT flows for the carriageway and junction improvement projects indicates that the majority of predictions are within the National Audit Office's threshold of +/-20%, which suggests that the modelling techniques used for appraising these types of projects are generally appropriate.

It is considered that the variations between predicted and actual flows on the A75(T) and A77(T) routes have arisen from a combination of the general fall in traffic volumes in recent years across the wider trunk road network due to the economic downturn and changes in Sea Ferry operations. An overall reduction in the total number of cars using the ferry services may also have contributed to observed flows being lower than forecast (Ref. Scottish Transport Statistics No 29: 2010 Edition).

In order to satisfy the projects' objectives, a higher standard of carriageway has been constructed (generally as part of a series of improvements along the route), providing increased overtaking opportunities to help reduce platooning, reduce journey times and improve journey time reliability.

An assessment of the carriageway standard according to TA 46/97 - Economic Assessment and Recommended Flow Ranges for New Rural Road Links, which applied at the time of the projects' design, is shown in Table 3.3 based on the opening (or nearest to opening) year flow.

There are no specific flow ranges for the justification of a wide single 2+1, differential acceleration lane or climbing lane given in TA 46/97 and, given the projects' objectives and nature of traffic on a number of the routes, the constructed carriageway standards are considered appropriate.

The comparison indicates that the A77(T) Haggstone, A77(T) Glen App and A76(T) Glenairlie projects have increased the number of overtaking manoeuvres in the direction of the dedicated overtaking opportunity, which helps disperse vehicle platoons.

Post opening overtaking survey information was also collected for two projects where no pre opening data was available - the A75(T) Barfil to Bettyknowes and A75(T) Planting End to Drumflower projects. The post opening information for these projects suggests that platoons were dispersed in the direction of the dedicated overtaking opportunity.

The impact of the A75(T) Newton Stewart project on overtaking has been based on the evaluation of A75(T) Barfil to Bettyknowes and A75(T) Planting End to Drumflower projects implemented as part of a wider Route Action Plan.

The provision of the Differential Acceleration Lane in the westbound direction of travel is judged to have a positive impact on the number of overtaking manoeuvres in this direction. The impact in the eastbound direction, over which overtaking is restricted, is unlikely to be significant given that vehicles are likely to be slowing on approach to the A75(T)/A714 roundabout at the eastern extent of the project.

A comparison of pre and post opening travel times on key routes within the A68(T) Dalkeith Bypass project study area indicates time savings of around 2 to 4 minutes for vehicles using the bypass, whilst travel times on the bypassed route through Dalkeith remain largely unchanged.

Mean vehicle speeds for the A77(T) Haggstone, A77(T) Glen App and A76(T) Glenairlie projects have been estimated from the information collected as part of the pre and post opening overtaking surveys as a proxy for travel times. A comparison of the survey data indicates that the mean vehicle speeds in both directions of travel over the extents of the A77(T) project survey sites remain largely unchanged and mean speeds over the extents of the A76(T) project survey site have increased.

Based on the evaluation of other projects providing dedicated overtaking opportunities in the same geographic region, it is likely that the A75(T) Barfil to Bettyknowes, A75(T) Newton Stewart and A75(T) Planting End to Drumflower projects will have improved journey times in the direction of the dedicated overtaking opportunity.

Whilst post opening travel times have not been measured for the A9(T) Ballinluig junction, it can be expected that journey times will have reduced as a result of the grade separated junction on the A9(T) and the removal of the temporary 50mph speed limit within the vicinity of the junction.

A comparison between predicted and actual travel times has been undertaken for the A68(T) Dalkeith Bypass and indicates that the predicted AM peak northbound journey times are consistent with the actual journey times on the A68(T) Dalkeith Bypass and on the bypassed route through Dalkeith.

Predicted AM peak journey times are significantly longer than actual times on the A720(T) Edinburgh City Bypass and this may be due to improvements implemented at Sheriffhall Roundabout in 2008 that were not considered as part of the original modelling of the project.

The environmental mitigation measures contained in the environmental reports, produced at the time the projects were originally assessed, have been examined and compared against the actual measures put in place.

Whilst some variations from the proposed mitigation measures had been identified, these were not considered to have had a material detrimental impact on the general integration of the project into its surrounding.

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