Blackburn with Darwen Local Development Framework

Transcription

1 5.03 Blackburn with Local Development Framework ast Distributor Corridor Feasibility Assessment December 03

2 Blackburn with Local Development Framework Quality Management Quality Management Job o Project Location itle C/ Blackburn ast Distributor Corridor Feasibility Assessment Document Ref Final Issue / Revision Final Ver B File reference Date December 03 Prepared by Paul Williams ignature (for file) Prepared by Prepared by 3 ignature (for file) ignature (for file) Checked by Andrew Brown ignature (for file) Checked by ignature (for file) Authorised by Richard aint ignature (for file) Revision tatus / History Rev Date Issue / Purpose/ Comment Prepared Checked Authorised A /3 Draft / For Comments / Ver A PW AMB R B 05/4 Final V PW AMB R

3 Contents Contents xecutive ummary. Introduction 3. Background 3. Context 3.3 Purpose 4.4 Report tructure. ational and Local Planning Policy 6. ational Planning Policy Framework 6. Plan 6 3. xisting Corridor Conditions 8 3. Overview 8 3. Potential Development ites xisting Highway etwork Constraints Local Highway etwork Modelling 3.5 Land Ownership 3.6 Key Route Constraints 3.7 Identification of Future Infrastructure Requirements 4. Route Option Development 3 4. Purpose 3 4. Data ources 4.3 Accessibility and Connectivity Assessment 4.4 Route Layout Options 5. Route and Corridor Option Assessment 9 5. Impact on nvironment and cology 5. MU Linkages 5.3 Impact on xisting etwork Infrastructure 5.4 Route Corridor Layout Construction stimates 5.5 xisting and Proposed Cross-ections 5.6 Delivery Programme 5.7 ummary Findings 5.8 Recommendations from Assessment 5.9 Developer Contributions 6. Conclusions 6 6. Corridor Options Assessment 6. Future Infrastructure Requirements and Funding 6.3 hird Party Interaction 6.4 Recommendations for Future Investigation i

4 Contents Appendices Appendix A Appendix B Appendix C Appendix D Appendix Appendix F Appendix G ii

5 xecutive ummary Blackburn with Borough Council is currently exploring the possibility of disposing of council owned land adjacent to Marsh House Lane for housing and that as such there is now a pressing need to undertake a detailed assessment of the proposals to assist in land evaluation and provide evidence for new road infrastructure in a future revision of the LP and the Local Plan. Potential Local Plan land allocations up to 06 across Blackburn with as of December 0 consist of a total of 66 hectares of net site area for employment development over 38 sites and 9,365 residential units across 9 sites. he conclusions from the report ransport Implications on the Local Highway etwork 03 (ILH) identified that the existing highway network in Blackburn with already experiences congestion in the AM period and in particular at some key junctions within the local highway network. When considering the potential impact of additional traffic from development identified in the Local Plan this increases pressures further on the local highway network. he DDC was considered as a potential mitigation measure as a result of development in the area. his was considered in the ILH. Access from the development area to the main highway network is via a limited number of access points across the existing Blackburn Bolton Manchester railway line. he existing crossing points all have their own constraint characteristics. he existing local highway network has a number of junctions that will require improvement to facilitate access to development sites. his initial feasibility study seeks to undertake a detailed review and strategic feasibility study of the ast Distributor Corridor (DDC), to show where the potential route of the corridor and set out the potential approach to implementation based on the information and previous studies to date. It also confirms the understanding of previous work on the ransport Implications for the Local Highway etwork. In developing detailed route proposals and road specification the infrastructure provision has been considered in accordance with the existing constraints with the A666 and Blacksnape Road links and their interconnectivity. he Corridor Route Layout Options have been assessed against a number of accessibility and technical criteria to determine a preferred option with indicative scheme construction estimates and an implementation and delivery programme provided. he roadway considered for the corridor is a local distributor road that

6 provides a single two lane carriageway with a width of generally 7.65 metres. he cross section includes for.0 to.5 metre wide footways on both sides of the roadway Route Option Layout has, from assessment been deemed the preferred option to take forward for further consideration and development with risk identified with respect to the land and rail crossings required. A construction budget of 4.35M including Optimism Bias and two year implementation programme is estimated based on the current technical assessment. A comprehensive review and amendments to the existing parking and traffic orders along the preferred route would also be required. Funding options have been identified which include developer contributions. to the existing highway directly affected by a development will be subject to ection 78 agreements under the Highways Act. Developer contributions will be sought under ection 06 Agreements under the own and Country Planning Act. At the planning application stage the developer contribution secured will be subject to an assessment of development viability. he contribution is based on a calculation per housing unit identified for each plot developed. his is calculated to be,880 per unit. Further details are provided later in this document. o confirm the viability of both the DDC and associated development land parcels further assessment work is recommended including a topographical survey, initial Flood Risk Assessment and environmental and ecological impact due to the DDC zone encroaching in to both Green Belt and Moorland designation land. It is also seen as vital to complete an initial assessment of the existing utilities and potential supply requirements for the DDC and developable land parcels.

7 . Introduction. Background Capita has been commissioned by Blackburn with Council (BwDBC) to undertake a detailed review and feasibility assessment of the highways implications for the ast Development Corridor (DDC) with regards to the local highway network. It is intended that this proposal and work interfaces with the Local Plan (ite Allocations and Development Management Policies and recent ransport Implications on the Local Highway etwork 03 Report (ILH) guiding future infrastructure planning proposals.. Context he Core trategy forms the Local Plan Part describing the overall development strategy for the plan area up to 06. Local Plan ite Allocations, Development Management Policies and the Development Management Development Plan Document forms the Local Plan Part and allocates land required to deliver the development strategy contained within the Core trategy. It will guide development so that it occurs in the right place, at the right time and in tandem with the necessary new infrastructure. he Blackburn with Core trategy sets a targeted growth strategy over the Plan period directing new development to the two towns of Blackburn and. It is important for BwDBC to understand the transport and highway network impacts of the development strategy and proposals detailed in the Local Plan. his informs Blackburn with s Local ransport Plan trategy and Implementation Plans. his also allows potential future impacts on the highway network and constraint identified, which may, without intervention make development in a particular location unsustainable. he ast Development Corridor is seen as a key driver and opportunity to enhance access and infrastructure supporting the release of developable land in the area. he economic viability of the corridor requires identification and quantification as significant costs associated with delivering such schemes are likely to influence the corridors routing and provision. It is proposed at this stage of scheme development that the costs associated with the scheme should be developed, tested and assessed to reflect any difference in the standard of road network required and 3

8 any associated junction upgrades at intersections with other routes, primarily those being the A666 and Blacksnape Road..3 Purpose Risk exists where a new development which is intended to boost the local and regional economies results in increased congestion and travel delay that would be detrimental to those economies and local environment. BwDBC is currently exploring the possibility of disposing of council owned land adjacent to Marsh House Lane for housing and that as such there is a pressing need to undertake a detailed assessment of the proposals to assist in valuation and land sale discussions and provide evidence for new road infrastructure in a future revision of the LP and the Local Plan. In order to support an evidence base is required which demonstrates that the corridor and allocated sites are deliverable. his includes showing that the necessary physical infrastructure is in place and will not constrain development going forward. his is further supplemented by the DPD assessment which has shown that key routes/junctions are congested at peak times in proximity to the A666 corridor through and Blackburn. It is intended that the findings of this study will act as a base for the allocation of development land in the DPD. When adopted, the DPD will form the statutory Development Plan for Blackburn with along with the Core trategy. he work is required to: - Assess and review in detail the potential impacts of the ast Distributor Corridor and potential development sites on the local highways network; - Identify and develop detailed route alignment options; - Identify and develop the road specification to ensure the infrastructure provision is suitable as consideration of the future corridor proposals; and - Develop a realistic delivery approach for the road/corridor taking into account council powers, land acquisition, construction phasing and buildability. 4

9 .4 Report tructure he report includes the following: - - ational and Local Planning Policy; - xisting Corridor Conditions; - Route Option Development - Route and Corridor Option Assessment - Conclusions and Recommendations. 5

10 . ational and Local Planning Policy. ational Planning Policy Framework he ational Planning Policy Framework (PPF) provides the starting point for infrastructure planning. Paragraph 6 of the PPF states: Local Planning authorities should work with other authorities and providers to: - assess the quality and capacity of infrastructure for transport, water supply, wastewater and its treatment, energy (including heat), telecommunications, utilities, waste, health, social care, education, flood risk and coastal change management, and its ability to meet forecast demands; and - take account of the need for strategic infrastructure including nationally significant infrastructure within their areas. he PPF states that: - Local development plans should be supported by a proportionate evidence base; - Infrastructure requirements should be assessed to enable the amount of development proposed for the area, taking account of its type and distribution; - he preparation of development plans need to integrate infrastructure planning within overall development strategies; and - he infrastructure planning process should identify, as far as possible: o infrastructure needs and costs; o phasing of development; o funding sources; and o responsibilities for delivery.. Plan he Blackburn with Core trategy forms Part of the new Local Plan and was adopted in January 0: it is the borough's overarching local development planning document. It sets out priorities for future planning and development within the borough and is a key policy document used for determining planning applications. Following the adoption of the Core trategy, some policies contained within the Plan (00) were saved where they remain consistent with the principles set out within the Core trategy. 6

11 As described in the previous ILH report, Blackburn with 's emerging Local Plan Part - ite Allocations and Development Management Policies has been published for public consultation provides site allocations and development management policies for the borough and when adopted and will supersede the saved policies in the 00 Local Plan. he patial trategy contained within the Core trategy makes provision for a minimum of 9,365 new homes and up to 66 hectares of new employment land. A key component of the patial trategy is the delivery of key infrastructure required to support this significant level of growth. he Core trategy contains an Infrastructure Priority List which identifies different elements of infrastructure, known capacity issues, possible solutions and where known the likely scheme costs, timeframes, funding sources and delivery leads. his study seeks to provide the evidence base in relation to the local highways network, identifying the DDC as a key enabler for the patial trategy. 7

12 3. xisting Corridor Conditions 3. Overview he A666 is current one of the key transport corridors linking Blackburn and and both with Bolton, Manchester and the wider northwest region. he corridor passes through town centre within the base of the topographical valley with multiple local and side roads accessing and egressing the arterial route providing public and commercial connectivity. In the southern extent of the BwDBC boundary with Bolton, the A666 corridor links to the secondary Blacksnape Road/Roman Road corridor by means of a number of principal routes which provide interconnectivity for the conurbations and businesses. he principal corridor links are via Pole Lane, Marshhouse Lane (noted as location A on map below) and Hollins Grove treet/pot House Lane prior to both the A666 and Blacksnape Road passing under the M65. 8

13 he assessment of DDC within A666 and Blacksnape Road constraints has been undertaken in five stages as follows: - Potential development plot areas; - xisting highway network constraints; - Local highway network modelling; - Land and ownership within the corridor extents; - Identification and appraisal of future infrastructure requirements. 3. Potential Development ites he accessibility of a potential development site is key within the development of a strategic corridor and patial Plan. he accessibility of a site should score positively according to and potential for sustainable modes of travel and nearby facilities. hree primary sites have been identified within the A666, Blacksnape Road and potential DDC those being; - Land to the northeast of the existing Watery Lane and ough Road, adjacent to Pole Lane; - Land to the northeast of Marshhouse Lane - Land to the southwest of Blacksnape Road between llison Fold Lane and Hawthorn Avenue/Coniston Drive Drawing H in Appendix A shows the existing A666 and safe guarded sites for future development. he sites identified are in close proximity to the A666 and Blacksnape primary routes and adjacent to the interconnecting link network allowing multimodal access to key local infrastructure. 3.3 xisting Highway etwork Constraints he existing highway network within the DDC influence zone is the arterial route between Blackburn and with Bolton and its surrounding boroughs other than utilising the motorway network by means of the M65 and M6. 9

14 From previous studies and the ILH assessment the A666 has a number of current constraints and traffic management measures in proximity to the potential developments and serving DDC. he primary finding of the ILH report in proximity to the potential DDC was high traffic volumes and the constrained nature of the junction of the A666 with Watery Lane and Grimshaw treet, where junction intervention measures could be provided. here are also multiple locations of non-motorised user facilities highlighted along the A666 route between Watery Lane and own Centre providing key infrastructure. Between the A666 and Blacksnape Road the existing highway and transport infrastructure has a further level of constraints which affect the interconnectivity links which are shown on drawing H in Appendix C. he key constraints are listed below: - Watery Lane / Causeway treet / Cranberry Lane Reduced cross-section: - ough Road Railway Bridge reduced cross-section with railway parapets (Clitheroe to Manchester Line): - ough Road / Grimshaw treet Junction current crossroads: - Grimshaw treet / Pole Lane / Pickup Fold Road skewed junction: - Pole Lane / Priory Drive Junction - Restricted Height rail crossings at Fredrick treet and Dove Lane sub 4.0m; - Rail crossing (over) at nape treet and udell Road; - Former school and college to the north and south of Moor Lane and Ivinson Lane; - Goose House Lane / Moor Lane junction. 3.4 Local Highway etwork Modelling he impact of future development on the local highway network has been assessed using the Blackburn with Borough Council s borough wide AUR traffic model as part of the previous ILH study. he AUR model has been used to interrogate the impacts of development on highway links, junctions and route choice across the local and wider network which may impact the DDC. 0

15 his study provides consideration in development of the route layout options for the DDC in line with the findings of the ILH study and highlighting network constraints at locations such as Watery Lane and Grimshaw treet. 3.5 Land Ownership Appendix B contains drawing H where existing known land ownership within the potential DDC zone has been identified from the BwDBC records. hree main stakeholders and landowners are evident within the potential DDC and may be affected by the proposals, those being BwD, win Valley Homes and etwork Rail. here are also a number of individual private landowners in the area close to the DDC. As the local highway authority, BwDBC have adoption and ownership rights on the existing highway network within the potential development zone and corridor. A number of land parcels are owned, predominantly being to the north of the potential development zone adjacent to Ivinson Road and Moor Lane, by win Valley Homes. However it should be noted that BwDBC maintains ownership and adoption rights on the highways that cross this land. A number of existing public footpaths have been identified within the DDC zone and are shown on the drawing in Appendix C. he routes provide connectivity to Blacksnape Road and northeastern routes towards Grane Road and surrounding areas of interest. he proposed route layouts and level of infrastructure to be provided will interface and make provision of existing links and routes in order that the connectivity and links are not severed. 3.6 Key Route Constraints ection 3.4 describes the constraints which are likely to arise on the local highway network as a consequence of future development corridor routing. Consideration has been given to these specific constraints, practicality and affordability in determining the most feasible route layout which is discussed in sections 4 and 5 of this study. he interaction of the proposed DDC with the potential severance of the development plots and optimisation of the developable land is considered so as to not compromise the viability of the proposals in provision of access and egress to the sites.

16 3.7 Identification of Future Infrastructure Requirements Having identified the future issues likely to arise on the local highway network as a consequence of the DDC and future developments, possible routing and improvement schemes are identified. In order to minimise potential impact on the existing network, properties and infrastructure a balance and accord with current infrastructure including highway cross-section and the rail network is required. he connectivity to the existing public footway routes is fundamental to the connectivity and sustainability of the sites with links between Pole Lane / Grimshaw treet and Moor Lane and Ivinson Road prioritised for the corridor with the former education facilities nearby. on-motorised user (MU) provision is also seen as a key driver where cyclists and equestrian users may be able to access the development area and corridor optimising sustainability, by means of wider MU facilities being provided where possible. Additional widening where possible will also assist in providing spatial area within the cross-section in order to accommodate future statutory undertaker s infrastructure. At this stage of assessment, a specific utilities corridor has not been identified or assessed however as with all new developments, corridors for supplies and integration with the current network is of high importance. It is envisaged that utilities and statutory undertaker s infrastructure would be accommodated in the footways and verges adjacent to the new carriageway where applicable.

17 4. Route Option Development 4. Purpose In order to inform each of the stages of assessment it was essential to undertake a review of the existing area, key links and site constraints as discussed in ection 3 of this report. As a consequence of the challenging economic conditions it was not practicable to undertake a significant new data collection exercise in conjunction with the ILH report assessment and as such an approach which makes best use of existing data sources and previous reports and investigations wherever possible. he data collected has been interrogated in order to provide an overview of existing links and modal travel characteristics within the DDC area of impact. A site visit was completed to review the practical constraints and observe current traffic and MU activity in support of the historical data. 4. Data ources hese following data sources have been reviewed and used in developing the route layout options for the DDC: i) O Mapping, Google Maps, treet View and Local Knowledge; ii) Borough wide permanent automatic traffic monitoring data and additional 00 and 008 origin/destination data; iii) Blackburn with Core trategy; iv) ransport Plan; v) Design Manual for Roads and Bridges; and vi) Blackburn with Report ransport Implications on the Local Highway etwork Accessibility and Connectivity Assessment he current development proposals for the primary areas adjacent to Blacksnape Road, Marshhouse Lane and Pole Lane have been identified as potential housing sites with a potential maximum footprint area at this stage. ach of the sites has been assessed in order to develop Route Layout Options taking in to account a number of criteria relating to accessibility, linkage to the existing highway network, adjacent conurbation, third party infrastructure and proximity of services. hese have been identified using available mapping, Google treetview, 3

18 highways and transportation standards, design good practice, other web based resources and local knowledge Local Highway etwork Modelling he original Blackburn with AUR model was developed to assess the ast Lancashire Rapid ransit (now known as Pennine Reach) major scheme business case proposal with a base year model representing 005 network conditions. he model network was developed using O mapping and local knowledge with model calibration and validation using available traffic count data and journey time survey data respectively and evaluated within the previous ILH report. he assessment findings and output from the ILH report have also been considered in the development of the Route Layout Options and identification of junction and intervention measures which are required in order to ensure option viability. 4.4 Route Layout Options Based on the consideration of accessibility, constraints, connectivity and findings from the highway network modelling, four primary Route Layout Options have been developed and are as shown on drawings H and 08 in the Appendices to this report. A layered approach has been taken in assessing the existing network which can be seen from drawings H , 0 and 03 which assists in understanding the potential DDC zone Route Layout Option (RL) RL is the historic route as shown on drawings H and 08 travelling from the A666 to the Marsh House Lane area utilising Watery Lane. It is proposed to upgrade the A666/Watery Lane junction from a priority junction to a traffic signal controlled junction. From travelling along Watery Lane vehicles will turn left at Causeway treet and onto ough Road. here is currently a narrow bridge on ough Road which passes over the Clitheroe to Manchester railway line. he bridge is currently wide enough to accommodate one vehicle at a time to pass over it. It is proposed to widen this bridge to allow two vehicles to pass each other with works to both the deck and parapets which would require a possession from etwork Rail. hese works may also require the purchase of a small quantity of private land adjacent to the crossing. 4

19 Upon negotiating ough Road, vehicles will travel along Pole Lane and Priory Road. Priory Road has previously been currently been constructed to a distributor road (carriageway width of 7.5m) standard and makes a suitable route for vehicles to reach Marsh House Lane. When vehicles reach Marsh House Lane, from Priory Road, a new junction is proposed with the addition of an extra arm. his will allow a new link to be created from this junction to Ivinson Road. he new Link will match the current standard of Priory Drive and Ivinson Road and will consist of a 7.3m carriageway with soft verges and footways to provide MU facilities. A design speed of 60kph (30mph speed limit) is proposed for this link and thus desirable minimum standards would be met. his proposed Link will connect Priory Drive with Ivinson Road, which has again been constructed to a high standard of distributor road (minimum carriageway width of 7.0m). o complete the route layout option and connectivity a final link to Goose House Lane is required taking the form of a new signal controlled junction to replace the existing and accommodating a new link from Ivinson Road. his option utilises the existing infrastructure as intended, by connecting the previously constructed distributor standard highways allowing a suitable alternative route to the A666 and Blacksnape Road. he route layout option also takes accord of the development proposals with the new offline alignment located so as to allow significant development and internal links to be optimised to the north of the route Route Layout Option (RL) RL is similar to RL utilising the historic route as shown on drawings H and 08 travelling from the A666 to the Marsh House Lane area and Watery Lane. It is proposed to upgrade the A666/Watery Lane junction from a priority junction to a traffic signal controlled junction. From travelling along Watery Lane vehicles will turn left at Causeway treet and onto ough Road here is currently a narrow bridge on ough Road which passes over the Clitheroe to Manchester railway line. he bridge is currently wide enough to accommodate one vehicle at a time to pass over it. It is proposed to widen this bridge to allow two vehicles to pass each other with works to both the deck and parapets which would require a possession from etwork Rail. hese works may also require the purchase of a small quantity of private land adjacent to the crossing. 5

20 Upon negotiating ough Road, vehicles will travel along Pole Lane and Priory Road. Priory Road has previously been currently been constructed to a distributor road (carriageway width of 7.5m) standard and makes a suitable route for vehicles to reach Marsh House Lane. When vehicles reach Marsh House Lane, from Priory Road, a new junction is proposed with the addition of an extra arm. his will allow a new link to be created from this junction to Hawthorn Road. he new Link will match the current standard of Priory Drive and will consist of a 7.3m carriageway with soft verges and footways to provide MU facilities, this will then need to reduce in width to tie in with the narrower cross section of 4.5m at Hawthorn Road and ultimately Moor Lane. he proposed link will consist of a reverse curve utilising suitable horizontal and vertical curves within current standards and will connect directly to the existing Hawthorn Road without the requirement for a junction. Although this option utilises a lesser standard of existing infrastructure in Hawthorn Road/Moore Lane, it minimises the new junction/link to be provided at Goose House Lane as the existing arrangements as practical would be utilised Route Layout 3 (RL3) RL3 is similar to RL and RL utilising the historic route as shown on drawings H and 08 travelling from the A666 to the Marsh House Lane area and Watery Lane. It is proposed to upgrade the A666/Watery Lane junction from a priority junction to a traffic signal controlled junction. From travelling along Watery Lane vehicles will turn left at Causeway treet and onto ough Road here is currently a narrow bridge on ough Road which passes over the Clitheroe to Manchester railway line. he bridge is currently wide enough to accommodate one vehicle at a time to pass over it. It is proposed to widen this bridge to allow two vehicles to pass each other with works to both the deck and parapets which would require a possession from etwork Rail. hese works may also require the purchase of a small quantity of private land adjacent to the crossing. Following negotiating ough Road, vehicles will travel along Pole Lane, a new junction will be required on Poole Lane orth of tork treet, this will allow the new link to be created heading orth towards and crossing Marsh House Lane with a further Junction and continuing through the proposed development site connecting to Ivinson Road. As with RL, this link would be created to the same standard providing a 7.3m carriageway with verges and MU facilities. 6

21 A further link will connect Poole Lane with Ivinson Road, which is proposed to be constructed to a high standard of distributor road (minimum carriageway width of 7.0m). o complete the route a final connection to Goose House Lane would be required; this would take the form of a new signal controlled junction to replace the existing and accommodating a new link from Ivinson Road. his option, although not utilising Priory Drive, provides direct access to the northern land parcels with the longer proposed primary link from Marshhouse Lane Route Layout 4 (RL4) RL4 proposes a new arterial route running north-south feeding traffic from Lisbon Drive at the southern end, to Hawthorn Avenue at the northern end via a new 7.3m wide single carriageway. his route will require development through open fields and grassland over a distance of approximately 700 metres by opening up both local culde-sac roads at either end and forming new junctions. his route option is significantly shorter than the previous options and provides accessibility to the land parcel adjacent to Blacksnape Road only. he route will re-direct north bound traffic from Priory Drive by turning right on to Marsh House Lane then left onto Lisbon Drive before meeting the new link which will also supply unobstructed access to the potential development land parcel. he route will then leave Hawthorn Avenue by joining Holden Fold and continuing on to Moor Lane before turning left and rejoining Goose House Lane as shown in route options, and 3. Improvement opportunities are restricted on Lisbon Drive as the highway is currently fronted by residential properties for its full length and accommodates on-street parking by a series of build-out areas leaving an effective width of 4 metres for opposing flows of traffic. Hawthorn Avenue also introduces cross sectional constraints due to the current carriageway width of 4.5 metres and level differences between the footways and adjacent private properties. Hawthorn Avenue is also currently utilised by many residents for regular on-street parking thus potentially requiring provision of parking facilities and relevant traffic orders to be considered as part of any proposal. 7

22 4.4.5 ub Route Options he three primary route options which are linked to the A666 are proposed to be accessed via a junction improvement scheme at the existing A666 / Watery Lane junction. As part of the route option development two sub alignments have been developed which support access off the A666 by means of Grimshaw treet and the use of Pickup Fold Road instead of works to the existing ough Bridge Railway Bridge. Both sub alignment options are shown on drawings H and 08 for context with the main route layouts. he sub alignment option at Grimshaw treet provides an alternate A666 junction improvement scheme and link east along Grimshaw treet to Pole Lane with the requirement for a revised crossing of the existing Clitheroe to Manchester rail line. he current bridge is of restricted width and weight and at a skew angle requiring reconstruction however with the land available it is thought feasible to straighten the bridge and potential construct and launch a new crossing with minimal impact on the existing route and traffic flow. A potential option of utilising Pickup Fold Road has also been considered where a new crossing of the railway line would be required with junction intervention measures at both the northern and southern ends of the existing road. Due to the topography of the area a crossing of the rail line achieving suitable headroom to standard would be extremely difficult and may require short steep highway gradients on approach from Watery Lane. Although achievable, departures from standard for the vertical elevation of the new carriageway, would most likely be required and gradients in excess of 6%. 8

23 5. Route and Corridor Option Assessment A feasibility assessment of each route layout option has been undertaken by reviewing the option against a number of different criteria with scores awarded out of 5 for each category. hese include: - Impact on nvironment and cology; - MU Linkages and everance; - Impact on xisting etwork Infrastructure; - Construction Cost (benchmarked against the average of the four primary options); - Delivery Programme; - Buildability; he scoring assessment criteria are determined as below: - ignificantly Unbeneficial / Disadvantageous Unbeneficial / Disadvantageous 3 Moderate 4 Beneficial /Advantageous 5 ignificantly Beneficial / Advantageous Descriptions of the impacts or benefits of the criteria and their context for each route layout are described in detail in following sections. 5. Impact on nvironment and cology he potential corridor route and development area encroach within and are adjacent to Green Belt land as identified in the BwDBC Local Plan. he area and DDC zone has also been identified to impact land of West Pennine Moors designation. he option Route Layout Options assessment is based on minimising the impact on the potential habitats and considerations noted in the BwDBC Local Plan noting clause 0.4: he Council attaches great importance to Green Belts. he Council will promote positive planning policies which check the outward spread of the built-up areas, safeguard the surrounding countryside from development and pursue the objectives of urban regeneration. he fundamental aim of Green Belt policy is to keep land 9

24 predominantly open and its essential characteristic is its permanence. here are four purposes of the Green Belts in Blackburn with : to check the unrestricted sprawl of large built-up areas; to prevent neighbouring towns from merging into one another; to assist in safeguarding the countryside from encroachment; and to assist in urban regeneration by encouraging the recycling of derelict and other urban land. Further investigation, survey and consultation with respect to the environmental and ecological constraints within the DDC impacted zone are required to complete a detailed assessment of any significant obstacles to delivery. 5. MU Linkages Public footpath links dissect all four primary route layout options between Priory Drive and Blacksnape Road. As discussed earlier in this study, the ability to maintain and improve MU linkages between the A666, land development parcels and Blacksnape Road are seem as vital in providing a sustainable transport corridor. RL Option 3 has the most significant impact on the existing east/west links dissecting both adjacent to Marshhouse Lane and llison Fold Lane. Connectivity would need to be provided along the route option and further considered in any development proposals in order to negate severance. 5.3 Impact on xisting etwork Infrastructure 5.3. Local Highway etwork Junction Capacity he analysis of aggregate values of capacity at key junctions within the DDC zone shows the requirement for intervention and junction improvement measures at the A666 / Watery Lane and A666 / Grimshaw treet locations dependent on which sub alignment option is taken forward. Analysis of the results for the do-something modelling as compared to the do-minimum modelling indicates that the proposed mitigation measures on the whole improve the operation of the junctions where they are implemented both for traffic and MU s. However, given the nature of the model as a strategic local highway network model as described in the ILH report, further detailed junction analysis is required to inform detailed design proposals. 0

25 5.3. Utilisation of the xisting Highway etwork RL Option 4 is the shortest option providing access to the land parcel adjacent to Blacksnape road only. RL Option utilises the longest length of existing carriageway and optimises the existing network as much as practical in conjunction with being the shortest RL Option in overall length. RL Option 3 is the longest route option at 3.8km in length he utilisation of the existing network does not at this stage take in account works which may be required i.e. full pavement reconstruction due to condition and is based on resurfacing and strategic widening. his approach is reflected in the cost estimates developed in ection Route Corridor Layout Construction stimates Construction estimates have been produced for each Route Layout Option based on BwD previous scheme costs and benchmarked against PO 03 typical unit rates. Route Layout ub Alignment Option Highway Construction stimate ( ) Intervention Measure ( ) Optimism Bias ( ) Construction stimate ( ) RL /A,66, ,000,39,43 4,350,867 RL /A,845,56 880,000,639, 5,364,370 RL 3 /A 3,687,94 880,000,009,886 6,577,80 RL4 /A,785,88 00, ,788,859,670 RL (Grimshaw treet) Variance on RL, and 3 RL (Pickup Fold Rd) Variance on RL, and 3 4,70 30,000 87,97 939,90 (-) 76,60 378,333 35, , ,400 (+) 35,970 Based on the stage of development of the Route Layout Options an Optimism Bias factor of 44% of the construction works total has been applied to each option. Optimism Bias is a factor which provides a level of risk and allowance for the scheme data and assessment available at key stages within the scheme. he factor allows for items such as statutory undertakers impact, risk, and contingency, inflation prior to construction and third party fees. As a scheme develops in detail through its lifecycle from concept to preliminary design to detailed design and construction the factor reduces from 44% to % and /0% accordingly.

26 he construction estimates show RL 4 to be the least cost which is in accord with the low impact nature of this option. Option is the least cost of, and 3 which corresponds with the reduced length of the option and increased length of utilisation of the existing carriageway where possible. wo potential areas of land would be required in order to construct the Route Layout Options depending on which option is taken forward. Where works are proposed to the existing bridges at ough Lane or Grimshaw treet. Appendix G contains a more detailed breakdown of the construction estimates for each option, including the intervention and junction improvement works. 5.5 xisting and Proposed Cross-ections Assessment for each RL Option of the existing highway network has been completed in order to ensure the concepts and interfaces are suitable within the context of the DDC proposals. he strategic links between the A666 and Blacksnape Road are predominantly (Marshhouse Lane and Pole Lane) constructed to 7.0m or wider with a minimum verge width of 0.6m up to.4m to one or both sides. Wider cross-sections can be found on Ivinson Road. Moor Lane however to the northern extents of the scheme is not currently to Distributor standard and is of a reduced cross-section of 4.5m with varying parking and traffic order status as it is akin to a residential road. he new proposals for all new link roads in each option is to construct a carriageway of distributor standard with a 7.3m standard single carriageway, minimum 0.6m verges to both sides and a.0m and.5m footways to accommodate MU s. he cross-section is suitable to provide shared cycleway facilities to one side should off-road provision be required. In all RL options the proposed cross-section would continue within the existing highway footprint where achievable however for RL Option and 4 the cross-section of the new link would reduce upon adjoining Moor Lane. A full review and revisions to the existing parking arrangements, carriageway build-outs and traffic orders would be required along this section of existing highway in order to facilitate the extension of the DDC. 5.6 Delivery Programme Route Layout options, and 3 all require works to the Clitheroe to Manchester etwork Rail line. he current bridges on ough Lane and Grimshaw treet would

27 require either widening or replacement deck, and parapet works dependent on the sub alignment option taken forward. he works to Grimshaw treet would most likely consist of construction of a new crossing, with the new bridge constructed on a straighter alignment which may allow construction to be partially offline enabling a shorter diversion or period of contraflow and etwork Rail possession. to either bridge would require assessment and approval from etwork Rail through their GRIP (Guide to Railway Investment Process) process and would require a possession of a number of weeks for working in proximity or over the existing railway line. his process is extensive in terms of gateways which are required to be achieved and the planning of a rail possession can take a substantial time period. his element can extend from six months to potentially eighteen months depending on the complexity. At this stage we would estimate a modest saving on the programme with the inclusion of the Grimshaw treet option should offline construction be suitable. Detailed further assessment of this option is required to confirm this opportunity. he overall programme for delivery of RL Options, or 3 is anticipated to be completed as the developments are progressed. As noted should an option be taken forward where a new rail crossing could be constructed offline it may be possible to reduce the programme by a modest period. A further consideration which would significantly impact the delivery programme is the requirement for land by means of Compulsory Purchase (CPO). hould this be required following further preliminary design this may be viable in tandem with the rail GRIP process confirming most likely a 4 month delivery programme or extend it beyond this estimate due to consultation and statutory approval periods. RL Option 4 could be developed and constructed in a much shorter period due to reduced size of the DDC proposal and lack of interaction with a rail crossing and third party interaction. here may be the requirement for CPO however most likely the motorised user trip generation would be substantial less and therefore the opportunity to develop a junction arrangement within the existing highway ownership footprint at the Goose House Lane / Knowles Lane increased. 3

28 5.7 ummary Findings In assessment of the RL Options a scoring matrix has been developed based on the criteria discussed earlier in this section and is shown below: coring* ( ignificant Unbeneficial/Disadvantageous, Unbeneficial / Disadvantageous, 3 Moderate, 4 Beneficial / Advantageous, 5 ignificantly Beneficial / Advantageous) 5.8 Recommendations from Assessment he assessment indicates that there would be relatively no difference in benefit between RL Options and 4 however the premise and extent of works including within the scope of RL Option 4 is significantly different than that of Options, and 3. hould a reduced scheme be proposed RL Option 4, its alignment, connectivity, construction value and impact on the existing network shows clear benefits and that this option should be developed further however it would be prudent to develop and compare the feasibility of subsequent reduced scheme options of a similar scale and objective. RL Option from the matrix is shown to be the more preferred route option for the potential DDC highway network link being least costly option ( 4.35M approx) and optimising the land parcel access, linkages with the existing network and reducing severance. he potential delivery programme includes risk with the crossing of the existing rail line however this is applicable to RL Options and 3 similarly. All options are subject to further detailed investigation as to the feasibility of works to Grimshaw treet in preference to Watery Lane which may both save programme and cost. 4

29 5.9 Developer Contributions An assessment of the potential developments linked to the ast area has been undertaken and forms part of the Local Plan ite Allocations and Development Management Policies (DPD). his indicates a potential for a total of 890 units contributing towards the DDC as follows. ite Ref Location Housing units in DPD 6/ Former Moorlands High 00 chool 6/4 ast 400 6/5 Pole Lane, 30 6/6 llerslie House 50 6/7 Kirkhams Farm, Cranberry Lane 0 otal 890 he estimated costs for the mitigation interventions at the junction s and highways that form the route are.05m. his excludes the site specific junction s impacts directly attributable to individual development sites. he offsite online highway improvements to existing highways are estimated to be.547m. otal,56m. his indicates a development contribution of,880 per unit. Based on the contribution the development contributions are estimated as: Housing units in DPD Contribution to DDC per housing unit (06) pecific site contribution (78) ite Ref Location 6/ Former Moorlands High chool ,000 6/4 ast 400,5,000 08,000 6/5 Pole Lane, ,400 08,000 6/6 llerslie House 50 44,000 6/7 Kirkhams Farm, Cranberry Lane 0 36,800 otals 890,044,800 6,000 to the existing highway directly affected by a development will be subject to ection 78 agreements under the Highways Act. Developer contributions will be sought under ection 06 Agreements under the own and Country Planning Act. At the planning application stage the development contribution secured will be subject to an assessment of development viability. his will be presented for assessment to the Council. 5

30 6. Conclusions he feasibility investigation and assessment undertaken demonstrates that there are a broad range of Route Layout Options and sub alignment options which at the concept level could be further developed as the arterial route of the ast Distributor Corridor and therefore enabling developable land packages in conjunction with BwD patial and Local Plans. In line with government guidance provided in the ational Planning Policy Framework and other supporting documentation, key principles with respect to motorised, nonmotorised and infrastructure constraints need detailed consideration in developing and the assessment of the Route Layout Options. he DDC will provide a link and route providing north south connectivity supporting the A666 and Blacksnape / Roman Road in combination with acting as access and egress for potential development land parcels. he primary route principles and considerations are the interface with the A666 by means of Watery Lane or Grimshaw treet, alignment from Pole Lane and Marshhouse Lane, and junction connectivity at Goose House / Knowles Lane at the northern extent. A significant constraint in the choice of the Route Layout Option for the DDC is the crossing of the existing Clitheroe to Manchester railway line, by means of existing or new bridge structure. As identified in the recent ILH report, the junctions in proximity and direct link to the potential DDC from the A666 although currently not at critical capacity saturation require improvement works in order to facilitate improved links and access to the existing conurbation and new potential development land parcels. Utilising a number of data sources, investigations and existing route knowledge a layered approach was completed identifying the key drivers, constraints and challenges of a potential DDC route. In overlaying the various layers of constraints, existing infrastructure and land ownership four Route Layout Options were developed of varying lengths, standards and alignments. he delivery of a package of sustainable transport measures to drive the DDC will improve the level of accessibility of potential sites. Where the DDC link is provided and therefore connectivity with the A666 and Blacksnape Road improved, sustainable transport links to any potential development should be delivered through the planning process prior to occupation to ensure travel choices exist from the outset. 6

31 6. Corridor Options Assessment In order to establish a preferred Route Layout Option for the proposed DDC a scoring matrix on key drivers and criteria which the link impacts or needs to achieve was developed. he criteria was based purely not on cost but also on the buildability, delivery programme, severance of existing and potential development land and impact on the environment and ecology. he assessment completed shows that although four options were developed and assessed a reduced option as in Option 4 has significant benefits but is a substantially different scheme than Options, and 3 and potential biased in appraisal. Of the three core Route Layout Options, Option was identified as the preferred option based on the assessment completed. he option optimises the use of the existing highway network as much as practical and also the developable land parcels. It is also has a clear benefit in the carriageway cross-section between the new and existing sections of the route would be comparable to a Distributor standard with minimal change in width of complications with existing parking and traffic orders. Further investigation is required in to the viability and inclusion of the two sub alignment options in proximity to ough Road and the Pole Lane Junction i.e. Grimshaw treet and Pickup Fold Lane as benefits in both cost and programme terms may be achievable. 6. Future Infrastructure Requirements and Funding his strategic feasibility study has been developed in order to identify and assess the strategic transport impacts of planned development and to develop a coherent route and scheme package which would act as a driver for the potential developments. he assessment and scoring matrix identified Route Layout Option as the preferred delivery vehicle at this stage: Route Layout Option - (Preferred Route Option) 4,350,870 he construction estimate for Option includes an Optimism Bias factor of 44% which would be refined should the scheme be progressed in more detail through concept and preliminary design stages. Under the current premise and statutory guidelines it is anticipated that the route would be completed as the developments are progressed. However, advance co-ordination would be required to strategise land purchase and etwork Rail coordination. 7

32 Capita understands that Blackburn with Borough Council are currently considering mechanisms for jointly funding scheme delivery with partners including the Highways Agency, etwork Rail, orthern Rail, Department for ransport, Local nterprise Partnership and private developers. he DDC will form access through pockets of developable land and as such the significant costs associated with delivering such schemes could likely be borne by a series of developers. As such the costs associated with these schemes should reflect any difference in the standard of road required and any associated intervention or junction upgrades by means of potential ection 78 or 06 contributions. he size of contribution has be based on the number of units from sites and hence the contributing level of impact on the network. he resulting funding split for the DDC which based on the Route Layout Option construction estimate could be estimated as follows: - Development Access Road -.93M - Developer Contribution to 06/78 interventions -.60M - Potential Funding Gap M he figures above and apportionment should be taken as an estimate and early indication only at this stage of the schemes development and subject to detailed development and negotiation. 6.3 hird Party Interaction From recent traffic model analysis, the existing highway network in Blackburn with already experiences congestion in the AM period at some key junctions within the local highway network and A666. When the Local Plan developments are considered in 06 the level of congestion increases, demonstrating that the existing highway network would not be able to accommodate the proposed levels of Local Plan development without additional reinforcement of the network which the DDC would support. 6.4 Recommendations for Future Investigation It is recommended that further detailed development and assessment is completed based on the initial findings of this study. Clarification and detailed assessment of the range of intervention measures identified should be considered and determined. 8

33 o confirm the viability of both the DDC and associated development land parcels we would advise that a topographical survey and assessment be completed in conjunction with a drainage strategy and potentially initial Flood Risk Assessment in line with PPF requirements. Further assessment of the environmental and ecological impact is would also be of significant benefit due to the DDC zone being within both Green Belt and Moorland designation. As noted in this study an assessment of the existing utilities and potential supply requirements for the DDC and developable land parcels would also be of significant benefit in assessing proposals for viability as substantial diversions may be required and or energy and communications upgrades out with the study extents in order to supply the DDC as required. 9

34 Appendix A xisting Corridor

35 6 Cottages GOO O:- A FALCO 4 Langriggs Farm haw Fold HOU Mill AL rack rst unnyhu Waterside errace Allotment Gardens Allot Gdns he Old Co-op Fairview ARD 8 6 PDRIA CROIG POI 7 's Cuthbert t nard Leo ace err HAZARD/WARIG Dandy KOWL 5 PRCIVAL 9 Row GILLIBRAD Und IR WM MOOR Beehive Mill High Moorland ports Ground MR LL MOOR A666 ROU UR chool Plane ree Cottage AP Harwood Fold BLACKB ARGYL ROMA IR LYDHU Y GRWA WM R R CAVDIH UR Duke of York Cottage LYDH B quare Bury HAM Oak HOLD CHAPL GORDO Heyfo aw ld Mills RH k of ngland Primary chool COI PC PRRY R R Allotment Gardens Fatten Houses Farm WOR LLIO FW Recreation Ground DUCK Perseverance Mill Vicarage R A Alexandra IDUR Hotel Y WALM LY R CLO L R R R HIGH way d Rail antle Dism RRA R WO AYO R LODO O GRAF RRA POWL MLR O COUR FC DAL LORD AVO he Old Rectory Drain Lower Wood Bank Bowling Club ADR Childrens Centre ALX ILD Y BARL VIW ubscription PDRIA CROIG POI DRA Def ALXA CORF BAK H WOODBAK AVU AVU ILD CORF Play Area R BCH A Def R WOOD RR R AVU RICK R BARO Claymoor LAURL HIGHR R BARO A O BRIGH RIVR RR a Y DRIV HALL FRD R LO O MARH A OLIV DRIV t Walk R R ROBI Matloc treet k Graveyard ROMA BAK Olive Mill RY IDU Def POIAL DVLOPM I PRRY R WO R Bennet CHARL CHARL CRW Century RRA R FIZG DO OD RALD R D OR RICHM Orchard Mill HIDL R LLIO RR DRIV RRA LODO OCKHOL R L ORH R CHO GARD D R DUCKW GRIM GIFFOR WAY R Derwent Hall ARAH UDLL JOH UDOR IV DR 5 K DU 7 X 5 ORFOLK GL 5 9 U A GL AV a 5 POL ARRO GLC l 5 9 CLO 5 DRIV KI RA GL CARR O PLAC RY PRIO RA KI DR IV ta ub 5 57 AV U 59 6 R CROW 35 GADF ILD R RCORY POL CLO Lane HOR Primary chool Heys CHAP Blacksnape Playing Fields t Peter's C of ARKI MLI LIM Moseley Mill R GARD PRIG GRGO H BLFRY A AVU 64 BOLO AD Blacksnape Playing Fields DRIV R Reservoir 67 GROV F CRO 69 PIR CLIF R CAR CAMBRIDG X PROGR BLGRAV RRA RH AHWO RH errace CLM horne R HIGH W R JAM R RVOI R GH AHWO RRA BOROU 7 RAILWAY O IG WLL R W WILLO R a Greent RAV 38 BLG 6 8 AWLY RCO R MOOR JPO R R HOLK 58 DRIV ORD RADF urncroft Playing Field ABBY CRC PRIORY AVU India Mill 6 34 RY IDIA MAOR UR 4 0 PIR MIR CLO R' BAR ARH re V ROF URC 50 BLGRA 56 Baptist CHAPL COBD PDRIA CROIG POI Mill Gap Hotel PARK 47 A Blacksnape House 45 R DRIV BALL LD Bowling Green 38 AVU LIM CHAP AHO GAP HILO MILL t Joseph's RC AV Lower rees Farm RADFI R JOH W MADO MLVILL Avenu PRI BOLY HILO HORROCK BALL e ld Radfie RUDYARD ' L RADFILD 43 Playing Field Cottage RADFORD al-y-brin OWR Lower Coney Higher Coney OBL AVU ARLIGO GARD FOUAI Ventu BAK 8 Flats tork treet P RD ILL 6 RACLIFF CR GRAV 3 U 40 ALMOD ALI AV AVU ALMOD U WAY GL HI BIHAM VICARAG DRIV JOH' pringfield PRIGFILD AFILD 30 Pavilion AIDA' PI IVR 6 BAUMO R HAAH U AV AV AYLOR AV 8 L QUIY L CHAL WAY AVU HIGHFILD RYDA P g Playin Fields KA WOODLAD COUR MAPL AVU AIDA' treet PRIORY GRAG MW ARH RD en HOLM 3a HIGHFILD Darw WRAIH AV CARU BLAC MW DRW CHAL PLA ursery chool PRIMRO Court BOROUGH Beckett WL Bdy ABBY PLA ABBY PLA Primrose Mill urncroft R Venture Park CR CHAL PLA AV JOH' AVU Premier Mill Premier Mill RDARH R ARH RD Burton BUFF IVR U Ward BURO Highfield Primrose Mill Ainsworth Court ursery HIL PRIORY DRIV HAAH RH RDA COUR COCHRA Holly Bank HIGHFILD DRIV CLOIR R IDDL HILL Blacksnape Playing Fields JUBIL BGOIA BRADWOO House GL DRIV D GLCO AVU 4 BRULL R BAUMO WAY APL CLOI HODGO PHILIP H IDDL HILL niddle Hill Farm Pond WLL PRIG RACLIFF BOLO LILY WAY A AP HIGHFILD t tree al Highfield Congregation Bridge Lower Marsh House Progress Mill Marsh House Mill HARDM BLACK VICORIA he Old chool House R R MARH GA UDLL DRY Reservoir (covered) MARH HOU DMUD FOU BU PRIORIY JUBIL Reservoir (covered) 8 BAH PUO k Lane 7 MARH HOU R treet 9 Gardens 6 BAK PROGR 7 7 Cambridge 34 OM 0 BO HOU BAK MARH Kelvin CK 35 Mondeor BAK ACY DIO Punstoc 33 H CHURC Millstone Hotel Holy rinity VC chool Pinfold 8 GROV Victoria Hotel UDLL R UGH BORO Hills Reservoir l ub ta 3 CHURCH RRA helter HODDLD MARHAM BOROUGH JOPH t Peter's CHURCH VIW PARLIAM MW 0 OWR CROF R 5 4 WAV IV Fernrock LY 4 R 9 7 ower View Quarry DR O'er th' Bridge Alpine Villa PRI VRO ALPI GR OOD' LIBO DRIV LLHAW WIL R H op the of Meadow Barn HARW GR A 4 MARK GR 45 R UDLL Knowl Heights Plantation 49 5 X Primary chool WAY POIAL DVLOPM I udell AVALLO RRA LLIO CRC HIGHR OUH GAR ARCH 6 RRA KI G LLRBCK HIGHR OUH 7 WHALLY KAY L CHOO 0 ROMA ID VRO OOD' UDLL HARW LLHAW OUH R POLIC r GROV KO R R LLIO ORRI llenshaw DR IV beneze HLLY lizabeth House ORH WALK LWICK ew Inn Government Offices A RL Old ett nd CR BUR WOOD Knowl Heights Quarry MILO R UIO LLIO R BAR YH 3 DUCKW BURY Higher Wood Head ALA DARW OW CR COGD ROU BACK VARLY R JAM Hall ett nd Playing Fields R RO 0 ORH DUCKW WOOD HOP ARAH 3 R Place Midville Darw en WILLIA VAL R udellside Mills R M Project R HACKI Atlas RRA G he James treet Higher unnyhurst Farm ALA Court LA 0 OD tation RICHM ROBI BAK ke Pembro HACKI Knowl Heights Plantation R G R ICHO JOH R FC OOD Moor a Harwood Farm ID R WOOD R L COUL ALA GORG Def HOL R HUR R ROBR HARW Quarry UR Pond Pond ett nd Playing Fields LLIO OCK CHO R ADO Builder's Yard FC Drain DY R PABO D R DWAR R VAL CHA R R HIGH LAWR PDRIA CROIG POI R Knowl Heights RY ABU QU 66 A6 BRI R he Lea PARK R R PRRY OD RICHM OOD HARW 9 UYMR Clifton errace JAM' CR DOBO LIVY OBO C k FF t James' R COO PRO AV PC U FF GARAG LO CR OLIV R FRAC BRIGH JAM' GARD A O RR D HY R t Paul's errace CR LID PARK PRO R ARD 4 WIR GROV rac Hotel DAL O AVO CR LID ROMA AVU 34 Brocklehead Farm CLO R HAWHO IVIO erton AH RICK ORCH WOO LO umm Walk AVO MP O ALLR R FRAC FRD AM OOD R GROV chool R DRW DURH HARW CARL rac WIR WIR BOD AHOP ursery Cotton Hall Mill DRIV AVU Chapels R PrinceWales of R R Dove Cottage Mill MR HAZL HIDL ol GHO BROU cho JOHO W DRIV Y ary DRIV RH RH RH HIRL GROV DOV HY ew t he Methodis Prim ARH GROV OAK R R AYG HOLD Providen Villa t YCAMO DOV QUAK OWL HALL GROV OAK CHAPL BOD XCHAG LD QUAKRFI GRWA BRIGH HAZL AVU Woodfold Mill Dove Cottage CHOFILD COIO OW R QUAK LOR DURH HOU FF CHAPL BROW XCHAG AM Higher Waterside Farm PO GARD HY Woodfold Mill LOR AM Avon dale WIH ARA OF POIAL DVLOPM ALRADY ARMARKD, AD ALO H IMPAC OF AY FUUR PLA FOR H ARA, HR I A RQUIRM O PROVID ALRAIV ROU AROUD DARW. 5 LIGHBOW LLOYD DURH LM AVOD he unnyhurst Centre R OOD DAL O AL Y O URY 66 A6 ALIB HALL HARW Luddington C Punch Bowl Inn.IVIO AR CLO FW Greenacre WIDRMR DRIV t James' GROV PRO Lea y lwa Rai DRIV Gardens AVU HOLD CLOVR RR Bottom Croft Mill ID AMBL Allotment Y BUR HAF L AVODA Oddfellows' Arms Playing Field PDRIA CROIG POI MW AL AVOD Greenways d ntle ma Dis AP DAL AR t Cuthbert's Vicarage LILAC DAV Playing Field t yhurs unn H A666 I A MAJOR ROU HROUGH DARW. I I CURRLY OPRAIG A AR CAPACIY AD WIH H ADDIIO OF UMROU HAZARD, A IDIFID O HI DRAWIG, AD BU OP MAK RAVLIG ALOG HI ROU DIFFICUL. Def Duke of York Inn (PH) WIDO unnyhurst Wood Ashton Radfield Head AV HILL PARK L (PH) RD Play 0 FIR IU Red Lion Inn RUDYA GD MLVIL Park Blacksnape DRIV KCP PAW AMB OC 3 Area Vent Avenue Hillside L MLVIL CARR ure R A re Ventu POL RO House U Allotment Gardens R HOU HILL Manor House Cottages HILLID GARD Craven Heifer 5 CR OUGH CR C CAPIA Hatton Hallow Farm Hatton nd Barn CALWAY HOU 7 PRO W BLACKBUR BB AU L: (054) FAX: (054) BOLO Hope Mill Rosehill Refinery BAK HIGH GD ORD RADF POIAL DVLOPM I CARR n Darwe Jennet House Bdy Darw en re Ventu Venture Park Venture Ward AVU MLVIL Manor House Farm Reservoir L Allotment Gardens Reservoir Higher rees P HILLID KA BLAC GARD Hattons MADOW Hope Mill H 6 Venture 5 COUR Pond MOORLAD POL ) (um Y HIG aylor's Green Farm AL (disused) 0 horny Height Quarry PRIG CRO re Ventu IDIG Refuse ip Bowling Green 6 A66 IGO HU GRIMHAW PICKUP status PICKU OUGH Depot JUCIO P rack PDRIA CROIG POI Moor BURY heph treet erd W GRIMHA Hampden Fold client JOH CL BOLO HOM PO BLACKBUR WIH DARW B.C. OW HALL BLACKBUR BB 7DY ra ck R HAMP D LL AV R U Hampden Mill CRA BRR Y RRY CHA CRAB B LY R MADOW BURY CLO R Y WAR Greenfield Farm LIG LOWR Lower Barn Farm BAR VAL YDY GR PO BOW HOM PRIG D AUCKLA COCKR Baron's Fold Lower Barn Farm Baron's Fold Rushton's Height MBRLA UL D LD CUMBRLA GRFI pringvale Business Park RRA WOODVIL R ORHU D WAR Y L rack ORHU Low Hill 4 PRI VAL G MLBOUR Buryfold A ROM UL Kebbs Height ide IFORMAIO ALY Quarry Astley Bank DRIV Quarry 9 H ALY 4 POIAL DVLOPM I Refuse ip Blacksnape Res (covered) MBRLA D project title DARW A DVLOPM CORRIDOR FAIBILIY UDY RH H CLOUGH PWO GH rd CP Wa Bdy CLOU R ough Farm WMOR LAD MADOW Darw en PORLAD BURY drawing title Bolton Pinnacle ook DRIV MARI MARIA Bury Fold Farm Road Reformed United WCO Y BRAID CRAFILD BRR CRA ORHCO VIW ck ra Higher Venture outh nd Mill XIIG A666 CORRIDOR ARRAGM AHLIGH ) h HAW AHLIGH Pat CLO DUCK Y BRR CRA R BRRY CRA (um UR DWH ALFRD ra ORAL BALM R Barna House bas IO Pond R Waterfield Mill Haddocks el HK H unn Plantation Cottage drawn by checked by approved by date drawn PAW KCP PAW AMB OC 3 as' t Barnab ) BAK h (um Pat WILLOW s Brigg designed by H R WA Old Long Clough ' LY KOWL R M QU HI DRAWIG I COPYRIGH O CAPIA YMOD LIMID. I HALL O B UD WIHOU PRMIIO FOR AY PURPO. RPRODUCIO I OLY PRMID BY PRIOR ARRAGM. A project no. C drawing no. ) POIAL DVLOPM I (um RRY LY CRAB W MADO PARK LY KOWL KOWL ORP h h U AV LLIO BUY JUCIO MOORH Pond Pat oug D RFIL U AV CROBY CLO CLO UR DWH WA 6 A66 RO HOP IVY RRA PRI KIRKDAL Ashleigh Primary chool :5000 BLACKPOOL DUXBURY and Country Club ABA BAR PRIGHORP Whitehall Hotel ether Green Lowe Farm Kirkhams R RO DVO Green Lowe Farm House UR DWH ck Moorside Mill RAWL BOLO Buryfold CYPRU WA Water RY PDRIA CROIG POI t Barnabas C of Do ot cale From his Drawing revision 0

36 Appendix B xisting Land Plans

37 Cottages 6 GOO O:- A FALCO 4 Langriggs Farm haw Fold HOU Mill AL rack rst unnyhu Waterside errace Allotment Gardens Allot Gdns he Old Co-op Fairview ARD ) RFR O LOCAL PLA FOR ADOPD HIGHWAY 's nard Leo ace err Cuthbert t Dandy KOWL 5 PRCIVAL 9 Row GILLIBRAD Und IR WM MOOR GRWAY KY: chool Moorland High UR MR LL AP MOOR Fold BLACKB Beehive Mill Cottage ROMA IR ARGYL Harwood Plane ree ports Ground WM R LYDHU R Duke of York Inn (PH) CAVDIH UR Duke of York Cottage LYDH B quare Bury HAM Oddfellows' Arms HOLD Luddington y C Punch Bowl Inn t James' Bottom Croft Mill.IVIO URY 5 LLOYD PO HOU GARD FF GROV rac OAK GROV C A BRIGH JAM' CR FF OLIV PC GARD HY t James' PRO PRRY R BCH AVU ILD A Play Area FW HIORIC ROU FROM A666 O H MARH HOU ARA Vicarage A CORF Childrens Centre Bowling Club ILD he Old Rectory ubscription ALX BARO ADR VIW Def R BAK Y Perseverance Mill BARL R LLIO H ALXA DRA Fatten Houses Farm Recreation Ground WOR DUCK WOODBAK AVU R CORF RR PRO AV PC U A666 ROU Allotment Gardens R Def R WOOD R AVU RICK R LO LIVY OBO Claymoor LAURL HIGHR R BARO DOBO BRIGH O RIVR RR A R Y HALL a COO FRD R LO DRIV R CARL G O COI of ngland Primary chool CR GARA FRAC OOD Clifton errace JAM' R HARW PUBLIC FOOPAH ROU t Paul's errace CR LID PARK O RR D k rac GROV R ARD 4 AM k GROV LILAC O Heyfo aw ld Mills FF R QUAK 34 WIR CR LID ROMA AVU CLO R HAWHO AH Brocklehead Farm IVIO erton DAL R WOO LO umm Walk AHOP Hotel GHO AVO MP AVU chool PrinceWales of RICK DURH ORCH AVO DRIV HAZL ursery FRA FRD DRIV OWL HALL MR Chapels R Cotton Hall Mill R DRW R HIRL GROV BROU ew t he Methodis R Dove Cottage Mill O ALLR DOV HY cho ol HIDL ARH RH RH RH OAK BRIGH Prim ary AYG GROV O WIR BOD R DOV Avon dale DRIV LD CLO LM WIR R QUAK Providen Villa t YCAMO AR DAL HOLD CHAPL BOD XCHAG QUAKRFI GRWAY CHOFILD HAZL AVU Woodfold Mill Dove Cottage AM O BROW LOR DURH COIO OW JOHO W CHAPL XCHAG Woodfold Mill LOR AM HY DURH AVOD he unnyhurst Centre R Higher Waterside Farm LIGHBOW AL Y OOD HALL HARW ALIB Greenways ARA OWD BY WI VALLY HOM. WHR ARA CRO HIGHWAY HI I ILL MAIAID BY BwD. WIDRMR DRIV RH PRO FW Greenacre AVOD CHAPL GORDO Oak Lea lwa Rai DRIV HOLD CLOVR RR MW AL ID Gardens AVU t Cuthbert's Vicarage AMBL Allotment 66 A6 L Y BUR HAF Playing Field AVODA d ntle ma Dis AP DAL AR DAV Playing Field t yhurs unn ARA/VRG OWD BY BLACKBUR WIH DARW BOROUGH COUCIL (BwD) Def WIDO unnyhurst Wood Lower Wood Bank Alexandra IDUR Hotel Y AVO WALM LORD LY L R RRA R WO AYO HIGHR RRA way d Rail antle Dism R R LODO O Drain POWL MLR O COUR GRAF FC R CLO DAL MARH A Century RRA Bennet t Walk R CHARL PRRY R WO Olive Mill LLIO CHARL Matloc treet k R ROMA BAK Graveyard R ROBI Def OD FIZG DO Orchard Mill R RALD RICHM HIDL DRIV OR D R CRW OLIV RR DRIV RY IDU RRA R LODO OCKHOL PRRY OD R ADO R LLIO 9 7 GROV RAILWAY DR 7 6 RRA LLIO KI IV O op the of Meadow Barn 45 X UDLL HARW R PRI Primary chool 5 udell W ORFOLK GL RA KI DR IV 33 ta GLC 5 ARRO ub l CLO 5 DRIV KI RA 59 AV GL CARR O PLAC RY PRIO 9 A GL U a 5 AV PROGR 6 U X CROW R POL 69 ILD Primary chool Lane DRIV HOR Blacksnape Playing 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I HALL O B UD WIHOU PRMIIO FOR AY PURPO. RPRODUCIO I OLY PRMID BY PRIOR ARRAGM. designed by H el (um ) KOWL MOORH Pond A project no. C drawing no. Pat oug D RFIL WA U AV LLIO HK H t Barnab Haddocks CLO UR DWH CROBY RO IVY RRA HOP ABA BAR 6 A66 PRI KIRKDAL chool Kirkhams Waterfield Mill DUXBURY Ashleigh Primary BLACKPOOL PRIGHORP and Country Club R RO DVO Whitehall Hotel ether Green Lowe Farm UR DWH CYPRU Green Lowe Farm House :5000 Pond Buryfold t Barnabas C of Do ot cale From his Drawing revision 0