EREWASH BOROUGH COUNCIL STRATEGIC GROWTH … · Each SGA assessment provides wide-ranging information connected to individual sites and is also accompanied by mapping which helps

EREWASH BOROUGH COUNCIL

STRATEGIC GROWTH ASSESSMENTS (SGAs)

DECEMBER 2019

Introduction: The following document contains assessments of 17 strategic growth areas (SGAs) produced by the Borough Council’s Planning Policy section. Each SGA assessment provides wide-ranging information connected to individual sites and is also accompanied by mapping which helps to present spatial matters referred to within the assessments. The mapping appears at the end of each assessment. Whilst the numbering of SGA sites runs to 21, this reflects changes to the assessed SGAs made throughout the process of their production. Gaps in the numbering (SGA4, 8, 12 and 14) indicate where SGAs have been discontinued or where SGAs have been merged. Despite Stanton Regeneration Site having a reference of SGA21, no SGA assessment has been produced for the site. This is because the site is already allocated in the current Local Plan and also has had a Supplementary Planning Document (SPD) produced to guide the site’s redevelopment. Due to the size of the SGA assessments and accompanying mapping, this document has had to be broken down into three separate sections.

https://www.erewash.gov.uk/index.php/local-development-framework/adopted-erewash-core-strategy.html

https://www.erewash.gov.uk/index.php/local-development-framework/supplementary-planning-documents/stanton-regeneration-site-spd.html

https://www.erewash.gov.uk/index.php/local-development-framework/supplementary-planning-documents/stanton-regeneration-site-spd.html

Part 1 of 3

Site: SGA1 – Land West of Acorn Way

Theme

Information

A - Defensible site boundaries

Defensible boundaries are presented on Map 1. Detail of individual sections of boundary are as follows:

A – A long section of post and multiple rail timber fence is set behind an increasingly dense edge of woodland hedgerow which is approx. 4m in height across its length. This forms the roadside environment for Acorn Way, a road constructed during late c20th to help increase vehicular access to the expanding Oakwood area of Derby.

B – Section of riparian-style boundary treatment with mature trees positioned alongside a minor stream which flows under a dense canopy coverage. C – Strong section of dense hedgerow which separates the land inside SGA1 from the neighbouring grounds of

Lees Brook Community School. D – A line of domestic fencing along western side of 140 Morley Road. At this part of the boundary, the fencing continues to progress eastwards around the curtilages of 140a and 142 Morley Road. All three properties are

washed over by the Green Belt, although any future area of development would exclude these homes. E – Long section of edge-of-woodland style hedgerow boundary on the northern side of Morning Low and which sweeps around to line the eastern side of Morley Road. This is dense and largely screens views across SGA1.

F – Various sections of timber-panelled fencing collectively form this boundary which continues to line Morley Road, with openings to allow vehicular access/egress into several domestic properties and White House Children’s Nursery.

G – Almost identical in style to section E, which continues northwards until Morley Road’s roundabout junction with Acorn Way.

Based on the information above, a suggested site boundary is presented by Map 1. Sections A, B & the majority of C as described above would constitute a new GB boundary in the event of the SGA being allocated by the Council’s Local Plan. Parts of C, D & E, as well as the entire sections of F & G would no longer serve as

Green Belt boundary. As a result of the above work the suggested site boundary of SGA1 sizes the site at approx. 26ha. The Borough

Council estimate a site capacity of approx. 600 housing units. The developable area of the site has been determined through the use of material submitted via a land promoter as part of the 2018 SHLAA. This sees a slightly smaller final area than the total land which would require future removal from Green Belt.

B – Vehicular

access arrangements

Map 2 shows the site bordered primarily by two lengthy stretches of public highway (Acorn Way and Morley

Road). These naturally provide the most logical places to provide new vehicular access to serve SGA1. However, Acorn Way, a road constructed during the late c20th and designed to provide enhanced access to the then new Oakwood area of Derby, has a 60mph speed limit which limits options to establish junction links. The unbroken

section of road (Acorn Way has no junctions along its length as it passes SGA1) complicates the creation of new accesses as highway specifications would require visibility of 215m in each direction (the ‘y’ distance) from the centre line of a new junction. This would be virtually impossible to achieve owing to the continual curved

highway along Acorn Way which restricts visibility to around 100m. Additionally, tall and mature roadside trees would also act to limit visibility in the event of forming an access off Acorn Way.

With options to take access from Acorn Way limited, focus alternatively should be on providing access points onto Morley Road. This section of highway forms the vast majority of SGA1’s western boundary and sees a 30mph speed limit with residential properties lining its western side. With much of the land on its eastern side

falling inside the extent of SGA1, there are opportunities to install two mini-roundabouts allowing traffic to enter and exit the site. Additional, a small section of road (also named Morley Road) which comes to an end beyond a handful of private residences, provides another potential entry/exit point to SGA1 – although this would require

notable work to widening its northern side before it could process addition volumes of traffic. AP1: This would see the installation of a mini-roundabout on Morley Road (opp. no. 207), establishing

traditional give-way arrangements to each of the three approach arms. The land on the eastern side of Morley Road is within the extent of control of site promoters, so a slight realignment of the road to off-set it to the east is achievable. Visibility requirements are able to be met.

AP2: Similar to AP1, the same arrangement is advocated for AP2. A mini-roundabout would be sited close to the northbound bus shelter just south of Besthorpe Close. Land ownership is identical to as how described in

AP1 and sufficient visibility splays are believed to be achievement at this location. AP3: A remodelled junction between the main Morley Road and a short section serving 136-142 Morley Road

(with no thoroughfare) would be necessary to provide a third access into the site. Scope exists for another mini-roundabout to be formed at this location, and with land on the north side of the road within the control of site promoters. Visibility standards are just achievable here, and a junction could be relocated slightly north to

directly face Morley Gardens and become a four-arm roundabout to allow for greater visibility.

C – Junction

capacity analysis

As shown in Section A, the site has an approx. capacity of 600 homes. Following a 1:1 vehicle-to-home ratio

generates 600 vehicles which are assumed to all leave the site at peak AM time (8am to 9am). Map 2 shows the projected vehicular flows through identified junctions on the local road network. Map 2 shows 300 vehicles travelling along Morley Lane south of AP3 and 300 vehicles travelling north of Morley Lane north of AP1. This

would have the following impact on the junctions identified by Map 2 (north and south).

Junction Projected no. of additional

vehicles through junction.

J1 300

J1a 150

J1aa 50

J1ab 50

J1ac 50

J1b 225 (150 from J1 plus 75 travelling eastwards from J2a)

J1ba 113

J1bb 112

J2 300

J2a 150

J2aa 75

J2b 150

J2ba 75

J2bb 75

J1: Junction of Acorn Way, Oakwood Drive and Morley Lane.

Type of junction: Regular four-arm approach roundabout. All approaches are one lane except for Acorn Way entry onto the roundabout which has a stretch of two lanes approx. 10-15m long separating traffic taking different exits off the roundabout.

Scope for junction enhancement: With a wide roundabout already evident here, enhancements to enable it to process a greater number of vehicles may prove awkward to achieve. Ideally, all arms of the roundabout would be served by two lanes on

approach. Currently, only Acorn Way has this, but other approaches may struggle to introduce this owing to abutting developments which define a physical extent to highway widths on approach to the roundabout. With

land between Acorn Way and Morley Road in control of a site promoter, there is a more comprehensive

opportunity to slightly re-site the roundabout along Acorn Way. This would allow for longer sections of dual lanes on approach to a new roundabout – although this would represent an expensive cost undertaking to the developer.

J1a: Kings Corner – Junction of Morley Road, Derby Road and Lime Lane Type of junction: A staggered off-set junction with minor highways (Lime Lane and Morley Road) giving way to

major highway (Derby Road). Morley Road arm of junction has a short stretch of two northbound lanes to separate traffic turning left from vehicles wishing to turn right. Lime Lane approach is a single lane. Derby Road has no filter lane for cars turning across oncoming traffic either onto Morley Road or Lime Lane.

Scope for junction enhancement: Recessed field boundaries on three of the four corners of the junction (two north of Derby Road, one south) creates generous roadside verges in which junction could potential be widened and/or signalised to allow introduction of filter lanes. Constrained on south-west corner of junction however due

to boundary of public house which is situated close to existing edge of highway. J1b: Junction of Derby Road (A6005), Acorn Way and Raynesway (Derby Ring Road)

Type of junction: Multi-lane four-arm roundabout. All approaches are two-lane with the exception of Raynesway which has three lanes upon entry to the roundabout. All exits are single lane except again for Raynesway which has two lanes. Off-highway cycle lanes flank Raynesway as far as the roundabout.

Scope for junction enhancement: Potential for longer filter lane arrangements along Acorn Way upon approach to roundabout owing to the alignment of field boundary set back away from the highway’s edge. The widening of other approaches/exits to the roundabout are compromised due to off-highway cycle lane provision.

Controlling of traffic flow at the roundabout could be achieved through signalling of approach arms to it. J2: Junction of Morley Road, Chaddesden Lane and Wood Road.

Type of junction: Three-arm mini-roundabout. All approaches are one lane, but Chaddesden Lane entry onto roundabout has a ghost central reservation. An unofficial fourth entry/exit exists between Morley Road and Chaddesden Lane which serves the Steaming Billy PH and allows access and egress to its visitors car park.

Scope for junction enhancement: The scale of this mini-roundabout is small and feels limited from having driven through it. The relationship between movements from Morley Road and Wood Lane (and vice-versa) are tight owing to the way both highways approach the roundabout. As such, little physical opportunity exists to

enhance the spatial capacity of the junction with residential development rather tight to the edges of the roundabout. Potential to signalise, as the primary flow of traffic is likely to be between Morley Road and Chaddesden Lane, but insufficient width exists to create filter lanes to ‘store’ vehicles wanting to turn across

oncoming traffic.

J2a: Junction of Nottingham Road (A6005) and Chaddesden Lane Type of junction: Major/minor signalised T-junction arrangement. The major road is Nottingham Road, which for westbound traffic has two lanes approaching the junction - including a right only lane to allow for greater

flows of traffic in the direction of Derby City Centre. Access through the junction is controlled by signals, extending to joining traffic from Chaddesden Lane. The junction is surrounded by commercial development, largely shops, which sees off-street forecourt parking arrangements on its southern side. On the north-west and

north-east of the junction, more formal car parking arrangements are evident with access to each set-back away from the junction. Scope for junction enhancement: Both the informal and formal car parking immediately adjacent to the

junction allows some opportunity for its reconfiguration should this be deemed necessary. At current, the relationship between Nottingham Road and the forecourt parking on the junction’s southern side appears irregular and might benefit from additional legibility to regularise vehicle movements and reduce pressures on

the junction. J2b: Junction of Wood Road, Max Road and Willett Road

Type of junction: Major/minor give-way crossroad arrangement. The major highway is Wood Road which runs north-south through the junction. Both Max Road and Willett Road (the latter only servicing approx. 20 residential properties) are the minor joining highways which give-way to traffic using Wood Road. On the Max

Road arm of the junction, the road splays out for a short distance to allow motorists turning left to queue in parallel with those turning right or travelling across the junction. Scope for junction enhancement: As discussed above, the junction is set within a largely residential

environment with some scope for reconfiguration on its western side where a row of local shops are recessed back some metres from the highway. Informal parking (presumably from shop users) sees the pavement crossed very close to the crossroads. Should additional traffic travel through this junction, a regularisation of

traffic movements between Wood Road and this area of off-street parking would need to be given consideration to safeguard highway safety for motorists and pedestrians.

D – Ecological conditions &

biodiversity off-setting

Non-statutory: Derbyshire Local Wildlife Sites (LWS)

ER010: Oaklands Brook runs for for approx. 200m along the site’s suggested south-east boundary. The watercourse extends out of SGA1 both to the east and west of Acorn Way (with a further section of designation continuing 250m north-east of the road, and is notable for running between steep banks lined with dense

growth of hawthorn, blackthorn, holly and elder scrub with occasional young trees of oak and ash. Oaklands

Brook is shallow and heavily shaded from the canopies of the aforementioned tree species. Eventually, the

Brook reaches the Lees Brook situated south-west of SGA1. Statutory:

Sites of Special Scientific Interest (SSSI) No SSSI’s are present within the site (Breadsall Cutting SSSI is situated approx. 1km north of SGA1’s northern-most point), but SGA1 does sit within a SSSI impact zone. Such zones help Natural England to flag development

which might affect a SSSI and allow them as a statutory consultee to understand the scale of impact likely in view of the type and size of new development proposed. For context, the outward expansion of Derby has seen residential development occur beyond the northern-most point of SGA1, demonstrating that development would

not lessen the gap between the current edge of the Derby urban area and Breadsall Cutting SSSI. Local Nature Reserves (LNR)

No LNR’s are found either on the site or within a short distance of the suggested boundary. Regionally Important Geomorphological Sites (RIGS)

Policy EV10 of the Erewash Local Plan identifies that an area of land east of Acorn Way is designated as a RIGS (Lees Brook – Spondon). Whilst the designation is physically separate from SGA1, it is important that any future development does not adversely affect the nature conservation value of land recognised for its ecological and

geomorphological significance. Identified by DEFRA through its Countryside Stewardship programme as a site for priority bird species targeting

increases in curlew. The SGA assessment shows that future development would need to be sympathetic to adjacent statutory, and in

the case of the LWS, on-site non-statutory designations. ER010: Oaklands Brook would require a suitable stand-off buffer zone to respect the setting of a recognised wildlife asset, although the Brook has the potential to also serve as a landscape feature that contributes positively to the design of any future development. Despite the

relative lack of ecological assets across SGA1, every effort should be made to incorporate biodiversity measures should development occur – not only to help create a strong sense of place, but one which includes open spaces and bodies of water to encourage wildlife with housing sites.

E – Flood risk

No part of SGA1 is located within Flood Zone 2 or any area which is at greater risk of flooding, with no

watercourses passing through the site. A number of ‘Main Rivers’ run fairly close to SGA1’s boundaries, but particularly to the site’s west where a partially culverted watercourse runs parallel to Morley Road before

diverging and heading into the Oakwood housing area. As mentioned in Section D, the Oaklands Brook forms

part of the site’s south-eastern boundary. Any future development would need to consider the impact it would have on nearby watercourses and attempt to limit the volume of surface water which travels off-site.

FZ1 26ha (100%) FZ2 0ha (0%) FZ3a 0ha (0%)

FZ3b 0ha (0%)

F –

Infrastructure requirements

Roads:

All three vehicular site access points (see Section B) are taken from Morley Road which runs alongside the western boundary of the site. Records show this highway to be an unclassified road.

Public transport:

The Black Cat service (operated by Trent Barton buses) travels along Morley Road providing an hourly service which links SGA1 to Derby City Centre, and Ilkeston, Heanor and Mansfield in the opposite direction. With

Morley Road forming the western boundary of SGA1, the route in effect would run directly parallel to the site and its main access points, therefore affording residents with relatively easy access to the passing service. The bus stops positioned along Morley Road are each around 250m from the centre of SGA1.

While bus stops are positioned on the eastern side of Morley Road, there is no pavement on a substantial section of that side of the highway; although a pavement runs along the western side for the entirety of SGA1’s western

boundary. Scope should be given to looking at increasing the frequency of buses running at peak times of the day from hourly to half-hourly to encourage residents to develop sustainable patterns of travel and movement.

School provision:

The nearest facilities to SGA1 are the Cavendish Close Infants and Junior schools (situated within Derby City’s local education authority area), both on separate, albeit adjoining campuses. Both schools are set within spacious grounds with sizeable areas of grassed areas surrounding the on-site buildings, and which do not

appear to be required for physical education. This provides space for additional structures to be erected which meet the demands for a growth in pupil roll.

The current school capacity of the Infants is 348, with 321 pupils currently on the roll. This indicates limited

capacity to absorb additional 3-7 year olds. Cavendish Close Junior Academy presents a similar position with a school capacity of 360 and 336 pupils currently on the role. Again, only limited scope exists to absorb additional 7-11 year old pupils. The nearest Secondary School is the Lees Brook Community School on Morley Road

approx. several hundred metres from SGA1. Capacity here is currently 1,147, although the most recent pupil roll listed 1,169 pupils at the school showing it to be operating in excess of capacity. Should SGA1 come forward for development, it is likely that the school will be expected to absorb a number of pupils which could worsen the

situation. It is unlikely SGA1 is large enough in size to support new standalone infant, junior and secondary education facilities, but an appropriate development contribution is thought likely to ensure current nearby schools are able to accommodate additional pupils generated by a development.

Green Infrastructure

(GI)

SGA1 presently benefits from GI links which cross its land. This consists of a public right of way (PRoW) and bridleway which cross towards the south-eastern corner of the site. Both the PRoW and bridleway continue

eastwards before reaching Acorn Way, and beyond this point, routes extend out into the surrounding countryside around Locko Hall and Gardens. The retention of the PRoW and bridleway through SGA1 is important as it provides future residents with opportunities to easily access the nearby countryside. It is also of

benefit to residents of Oakwood too, providing a clear and legible link out into rural areas which surround the urban environments Derby east of the city.

G – Community

facilities

Map 3 demonstrates where the nearest following facilities are in relation to SGA1:

Primary school: Cavendish Close Infant School, Wood Road, Chaddesden (800m) and Cavendish Close

Junior Academy, Deborah Drive (750m).

Secondary school: Lees Brook Community School, Morley Road (500m). Bus stop: Morley Road/Besthorpe Close (250m). Public house: Oak & Acorn, Bishop’s Drive (1.4km).

Health facility: Oakwood Medical Centre, Wayfaring Road (1.6km). Council-run sport/leisure centre: Springwood Leisure Centre, Springwood Drive (1.7km). EELS site: West Hallam Storage Depot (EELS 004), Cat & Fiddle Lane (5.7km).

Superstore or Town/Local Centre: Oakwood Local Centre (1.6km). Community Hall: Oakwood Community Centre, Springwood Drive (1.8km).

H – Green Belt

To check the unrestricted sprawl of large, built-up areas:

SGA1, whilst wholly situated inside of Erewash Borough, also directly adjoins the City of Derby – defined as a

conurbation within the Growth Options work. Therefore any future development of the site would see the extent of Derby’s urban area extend out eastwards into Erewash.

To prevent neighbouring towns merging into one another: Currently, the alignment of the Green Belt (GB) boundary sees much narrower gaps between the Derby main

built-up area (MBUA) at locations both north and south of SGA1 than the remaining gap should SGA1 be developed. This is shown on SGA1’s GB plan at points A (the narrowest gap between GB from Kings Corner (Marked 1) and Stanley Village) and B (the narrowest gap between GB at the A6096 (Marked 2) to Ockbrook) –

the nearest settlements inside Erewash. These gaps are: 1. Kings Corner to Stanley Village - 2.13km

2. A6096 to Ockbrook - 0.61km The impact of development at SGA1 would not reduce these gaps, but the following widths between SGA1 and

the nearest settlements inside Erewash for context: A - SGA1 to Stanley Village – 3.28km

B - SGA1 to Ockbrook – 3.21km

The development of SGA1 would not therefore reduce the current GB gap between Derby’s MBUA and the nearest Erewash inset settlements, with these maintained at current levels.

To assist in safeguarding the countryside from encroachment: For this exercise, the centre point of Derby has been classified as the Market Place. The distance from the centre

to the nearest point of SGA1 is 3.8km. The distance from this point to the furthest extent of the site on the basis of it being developed is 0.46km, taking the distance from the centre point to the furthest projecting point in the GB to 4.26km. This distance represents an increase of 12.1%.

To preserve the setting and special character of historic towns:

The nearest Erewash Conservation Areas to SGA1 are all located approx. 2.5km away from the site (Breadsall,

Morley, Stanley Village and Ockbrook) – sufficiently distant not to have their special character adversely impacted by any future development of SGA1.

To assist in urban regeneration, by encouraging the recycling of derelict and other urban land: The site is predominately greenfield in status with only small pockets of previously developed land situated

within the northern portion of SGA1.

J – Landscape

Map 1 shows a split in the landscape character types which have been assessed across SGA1. This is reflected with the numbering which has been used on the Map. Section (1) forms part of the wider South Yorkshire, Notts and Derbyshire Coalfield character area. Specifically, it is assessed to form part of the Plateau Estate Farmlands

character type. Section (2), the larger part of SGA1, forms part of the Trent Valley Washlands character area, area while its character type is defined as Lowland Village Farmland. Any differences in both character area and type are rather imperceptible, with broad similarities evident across the entirety of SGA1. The area in its widest

sense does however reflect the characteristics of Lowland Village Farmland, with large field enclosures, minimal trees and dispersed vegetation all evident. Section (1) may have been separated from a wider typology of Plateau Estate Farmlands through the late-1980’s construction of Acorn Way. With SGA1 situated right on the

fringe of the Derby main built-up area (MBUA), a number of unexceptional buildings serving different uses can be found across the site (but mainly to the north and north-east facing Morley Road), somewhat eroding the sense of natural landscape evident at this location.

SGA1 sits within an area which has been assessed as having an average quality agricultural land. Much of Erewash’s agricultural land has been graded as average (Grade 3), ensuring it isn’t considered as the best or

most versatile land crucial in assisting with agricultural production.

K – Contamination

Land across SGA1 has historically fulfilled an agricultural use, something confirmed by historic mapping and aerial photography showing Hill Farm once at the centre of a much wider area of countryside/farmland that is now characterised by the eastward encroachment of urban development over recent decades. The historic

farming use of the remaining open land within the proposed boundaries shown by Map 1 makes it unlikely that ground contamination is present.

SGA1 - Map 1

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SGA1 - Map 2 (North)

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SGA1 - Map 3

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Site: SGA2 – South of Beech Lane, West Hallam

Theme

Information


Defensible boundaries are presented on Map 1. Detail of individual sections of boundary are as follows: A – Various boundary treatments lining the backs of domestic boundaries along the southern side of Beech Lane

comprising a mixture of fencing and hedgerow with some intermittent trees. B – Section of hedgerow that follows the southern side of Beech Lane. C – A mixture of boundary treatments separating the curtilages of domestic gardens of properties along Beech

Lane (including Poplars Farm) and Orchard Close. These comprise typical types of fencing with some hedgerow. D – Small section of boundary which is defined by a narrow, but dense area of mature woodland. E – A mixture of ditch at the eastern end of the boundary and established hedgerow with some fencing for the

remainder towards the western end. This section of boundary separates the site from the neighbouring Kirk Hallam White Rose Cricket Club located south of SG2. F – Short section of boundary which follows the edge of an established, mature wooded area.

G – Boundary follows northern edge of a residential property ‘West Bank’ on Station Road and is defined by established hedgerow. H – Section of dense hedgerow lining the eastern side of Station Road.

Based on the information above, a suggested site boundary is presented by Map 1. Boundaries D, E, F, G and

H represent new defensible Green Belt boundaries in the event of SGA2 being allocated by the Council’s Local Plan. Boundaries A, B and C represent the current defensible Green Belt boundary and these would no longer perform this role in the event of future development at SGA2.

As a result of the above work the suggested site boundary of SGA2 sizes the site at approx. 6.5ha. The Borough Council estimate a site capacity of 228 housing units at a density of 35 dwellings per hectare.

B – Vehicular access

arrangements

Map 2 shows different parts of SGA2 bordering two separate public highways (Beech Lane along the northern side and Station Road along its western edge). These stretches of adjoining highway naturally provide the most

logical places to provide new vehicular access to serve SGA2. AP1: New vehicular access onto Beech Lane (accommodating all 228 cars generated by a potential

development – see section C) could be in the form of a T-junction. A mini-roundabout may also be accommodated but this may complicate the highway’s arrangements particularly in relation to the access to

Scargill Primary School opposite. The location has been decided on the basis of a potential alternative onto

Station Road due to a lower speed limit (30mph) along Beech Lane and improved visibility for users of a junction. It also enables the site to develop a north-facing feel which orientates more towards the village rather than facing westwards. The junction will provide for safe access and egress from the existing school facilities

opposite, however it is noted that Beech Lane already displays congestion at peak times, most notably during the start and end of the school day. Forming an access onto Beech Lane will require careful design as not to exacerbate these issues.

A section of the northern site boundary meets with the extent of public highway at the location of AP1 and it is therefore unlikely that ownership constraints and the need to acquire third-party landholdings will exist which

would serve to complicate attempts to form a vehicular access between SGA2 and Beech Lane.

C – Junction

capacity analysis

As shown in section A, the site has been assessed to have a capacity of 228 homes. Following a 1:1 vehicle to

home ratio generates 228 vehicles which are assumed to all leave the site at peak AM time (8am to 9am). Map 2 shows the projected vehicular flows through identified junctions on the local road network. Map 2 shows 228 vehicles entering onto Beech Lane at AP1. This would have the following impact on the junctions identified by

Map 2.

Junction Projected no. of additional vehicles through junction.

J1 114

J2 114

There are no ‘failing’ junctions to assess below as both would see less than 120 additional vehicular movements across the space of an hour. However, for the purpose of general context an analysis of J1 and J2 are included

below: J1: Junction of Station Road and Beech Lane.

Type of junction: Major/minor priority T-junction. Primary flows are along Station Road both north and south and onwards to Cat & Fiddle Lane. At busy school drop-off and pick-up times, flows vary significantly. The interaction between the roads is awkward, owing to the shape of the junction involving a significant bend which

is incongruous with Beech Lane. Scope for junction enhancement: Limited, given the awkward shape of the junction and built-up surroundings, however given the limited speed limits of the roads concerned there may be scope to install a

mini-roundabout at this location. In its current arrangement, there is no room to accommodate a central waiting

lane for right-turners into Beech Lane from Station Road. It is known that already in its present condition and

against current levels of usage that it is an awkward junction for vehicles to negotiate, especially when turning into Beech Lane from Station Road, particularly at the start and end of the school day. It may be that the installation of a mini-roundabout at this location, responding to the shape of Station Road, would resolve some

of these issues. J2: Junction of St. Wilfrid’s Road, A609 (High Lane Central) and Mapperley Lane.

Type of junction: Crossroads with priority east-west (A609) flow. Mapperley Lane joins the junction from the north, although this road has no through access to anywhere other than Mapperley Village limiting the volume of traffic.

Scope for junction enhancement: This junction is not in excess of the 120 vehicular movements per hour threshold applied through this work. However the junction as currently configured already leads to some tailbacks on St. Wilfred’s Road at peak times as a result of right-turners waiting to turn onto A609 (High Lane

East) towards Ilkeston. This is further complicated by traffic entering the same road from the north (Mapperley Lane).

D – Ecological conditions & biodiversity

off-setting

Non-statutory: Derbyshire Local Wildlife Sites (LWS) None

Statutory:

Sites of Special Scientific Interest (SSSI) None

Local Nature Reserves (LNR) None

Regionally Important Geomorphological Sites (RIGS) None

A small area of woodland is located directly adjacent to the south-eastern corner of the site. This is identified as priority habitat inventory by DEFRA and is classified as deciduous woodland.

Forms part of a wider area identified by DEFRA through its Countryside Stewardship programme as a priority bird species targeting increases in lapwing, redshank and grey partridge.

Despite the lack of ecological assets across SGA2, every effort should be made to incorporate biodiversity measures should development occur – not only to help create a strong sense of place, but one which includes open spaces and bodies of water to encourage wildlife throughout housing sites.

E – Flood risk

No part of SGA1 is located within Flood Zone 2 or any area which is at greater risk of flooding, with no watercourses passing through the site.

FZ1 6.5ha (100%) FZ2 0ha (0%)

FZ3a 0ha (0%) FZ3b 0ha (0%)

F – Infrastructure

requirements

Roads:

The above highway analysis has identified a single vehicular access point could be formed which would serve a development of the scale as that described in section A above. The access would link SGA2 directly to Beech Lane which is an unclassified road.

Public transport:

The 59 bus service passes along Beech Lane on the northern side of SGA2 and has a stop directly adjacent to both the site and the proposed location for the AP1 access point. This is an hourly service throughout the day

during midweek which runs between Shipley View, Ilkeston and Derby. In addition, the 11 service also utilises the same stop and runs a service with one-and-a-half hour frequency running between Ilkeston and Derby during evenings and at the weekend. Access to the stop is by way of a pavement alongside the northern side of

Beech Lane, but no such pavement exists along the southern side which consists of a grass verge and hedgerow. The nearest bus stop to the centre of the site is under 100m away in distance.

Schools:

The nearest primary school is Scargill Church of England Primary School, directly opposite the site on Beech Lane. The closest secondary school is Saint John Houghton Catholic Voluntary Academy on Abbot Road in Kirk

Hallam. The Primary School has a capacity of 476 pupils, with 399 currently enrolled. 77 spaces therefore remain before

capacity of the school is reached. The development would generate a requirement for 48 additional primary school places. The school is able to accommodate this additional capacity.

The secondary school has a capacity of 618 pupils, with 665 currently enrolled. The school is therefore already over capacity. The development would generate a requirement of 36 additional secondary school places, increasing the extent to which the school is over-capacity. This suggests that the school already requires

enhancement to accommodate its current capacity, and this would be exacerbated in the event that SGA2 were developed in the future.

There is a primary school within the settlement and there is realistic potential for it to be expanded in the future (not withstanding spare capacity currently present).


A number of Public Rights of Way (PRoW) exist to the north-west of the site, accessible from Station Road/ Beech Lane and within very close walking distance of SGA2. The outlook from the site in a southerly direction is

very rural in character and as such, there are natural occurrences of wooded areas and open fields including directly adjacent to the southern boundary of the site.

G –

Community facilities


Primary school: Scargill Church of England Primary School, Beech Lane (0.1km) Secondary school: Saint John Houghton Catholic Voluntary Academy, Abbot Road (5km)

Bus stop: Scargill School, Beech Lane (0.1km)

Public house: White Hart, Station Road (0.3km)

Health facility: West Hallam Medical Facility, The Dales (0.4km) Council-run sport/leisure centre: Rutland Sports Park, West End Drive, Ilkeston (5km) EELS site: West Hallam Storage Depot, Cat and Fiddle Lane (1.1km)

Superstore or Town/Local Centre: The Village, West Hallam (0.4km) – this is not a centre recognised within the hierarchy, nor does it contain a superstore. However The Village has a healthy provision of retail and services and the potential Beech Lane site is considered to be on a scale that would

complement this facility. It is considered that it would be unreasonably detrimental to the potential site if the presence of such a facility were ignored in favour of locating the nearest superstore and/or hierarchy centre.

Community Hall: West Hallam Community Centre, Station Road (0.5km)

H – Green Belt

To check the unrestricted sprawl of large, built up areas:

The development of the site would lead to the growth of a village (West Hallam).

To prevent neighbouring towns merging into one another:

The current smallest Green Belt gap in relation to the proposed site extent between West Hallam and West Hallam Storage Depot (Current 1) is 0.25km. A consideration is also made of the gap of Green Belt between West Hallam and Stanley Village given the proximity of the settlement (Current 2). This gap is 0.53km.

New gap A is 0.27km. This means it is 0.03km wider than current gap 1. New gap B is 0.5km. This means it is 0.03km narrower than current gap 2.

The above analysis shows that the site boundaries as planned would result in a slight narrowing of the Green Belt gap between the settlement of West Hallam and Stanley Village. Specifically, the gap has narrowed at

this location by 5.6%. The current smallest gap, between West Hallam and West Hallam Storage Depot would not be reduced.

To assist in safeguarding the countryside from encroachment:

For this exercise, the centre point of West Hallam has been classified as north-west of 23 Henley Way. The distance from the centre to the nearest point of SGA2 is 376m. The distance from this point to the furthest

extent of the site on the basis of it being developed is 316m. This distance is equivalent to 86% of the existing

distance recorded between the centre point and current closest edge of the site.


The suggested boundary of SGA2 adjoins West Hallam Conservation Area and is therefore within 500m of this heritage asset. The site’s development therefore would increase the risk of affecting the setting and character of

the Conservation Area.

To assist in urban regeneration, by encouraging the recycling of derelict and other urban land: The site is entirely greenfield in status.

J – Landscape

SGA2 falls entirely within South Yorkshire, Nottinghamshire & Derbyshire Coalfield character area and is classified as having Coalfield Village Farmlands landscape type.

The Landscape Character Assessment for Derbyshire describes the key characteristics of Coalfield Village Farmlands as being:

Gently undulating landform Dairy farming with pasture and localised arable cropping

Relict ancient semi-natural woodland, copses and linear tree-belts Dense watercourse trees and scattered hedgerow trees

Towns and villages on ridge lines surrounded by remnant medieval strip fields Network of small irregular lanes between larger urban roads Small villages with sandstone buildings expanded by red brick terrace housing and ribbon development

It is considered that SGA2 largely maintains a conformity to elements of the description above.

It is considered that development at this location could have a significant impact on local landscape character and this is largely due to its conformity with the characteristics as described and the prominence of the site in the wider landscape as a result of its topography. Impact may be limited by ensuring very low densities and an

abundance of tree planting (particularly small-scale woodland, linking existing assets where possible).

There is a noticeable slope across the site which sees land levels drop from its highest at its northern-most point

towards the south.

K –

Contamination

Land within SGA2 has historically been in agricultural use, something confirmed by historic mapping and aerial

photography showing smallholdings across the site, likely relating to Poplars Farm in the north-east of the site. Of particular interest is the former Stanley Colliery which saw its main buildings (headstock, surface facilities

etc.) located around 150m south of the site. Historic mapping shows the Colliery’s existence until its closure in 1961 with its slag/spoil heap extending almost to SGA2’s southern boundary. This falls outside the site and in any case may not have led to any contamination, but there is also the risk of contaminants leaching through

geology. It is recognised however that this is unlikely given the levels of the land (the general topography slopes down in a southerly direction) but ground investigations may be required, depending on whatever approach is taken to developing the southern portion of the site.

In view of the above it is considered unlikely that land within SGA2 will be subject to any form of ground contamination. However, the nearby influence of the former Stanley Colliery on SGA2 should be investigated

further with outcomes from this potentially affecting the developable extent of land.

SGA2 Map 1Scale: 1:3001Printed on: 1/2/2019 at 15:15 PM by ajohnson © Astun Technology Ltd


50 m100 f t

SGA2 Map 2

Scale: 1:8000

Printed on: 2019-02-22 11:49:27 by ajohnson@EREWASHBC


SGA2 Map 3

Scale: 1:15000



SGA2 Green Belt Map

Scale: 1:6000



Site: SGA3 – Breadsall Hill Top

Theme

Information


Defensible boundaries are presented on Map 1. Detail of individual sections of boundary are as follows:

A – This section forms the boundary between SGA3 and the former railway line and densely wooded land associated with the designated Breadsall Cutting wildlife site. B – The eastern boundary is defined by a mixture of fencing and ‘gappy’ hedgerow, contributing to the

enclosure of agricultural land. C – The south-eastern boundary is defined by a strong and wide section of hedgerow helping to separate the land within SGA3 from the curtilages of domestic properties along Breadsall Hill Top (A608).

D – The boundary begins at the southern-most section as regular hedgerow, before turning westwards and beginning to thin. The hedgerow, and any other form of enclosure then disappears before reaching the former railway line. New housing development (in Derby City) is currently under construction immediately south of this

section of boundary. Based on the information above, a suggested site boundary is presented by Map 1. Sections A & B as described

above would constitute a new GB boundary in the event of the SGA being allocated by the Council’s Local Plan. As a result of the above work the suggested site boundary of SGA1 sizes the site at approx. 6.1ha. The Borough

Council estimate a site capacity of approx. 214 housing units using a development density of 35 dwellings per hectare. SGA3 varies from the original site boundary however to ensure a notable wooded area which extends from the northern boundary into the centre of the site would not be lost to any future housing development.

B – Vehicular

access arrangements

Map 2 shows SGA3 physically separated from the nearest section of local highway network (Breadsall Hill Top –

A608). However, adjoining the site immediately to its south is a Redrow Homes development which is currently under construction. Vehicular access arrangements see traffic generated by the scheme in neighbouring Derby City enter and exit the site at a newly-installed four-arm roundabout between the A608, Bishop Drive (an entry

point into the Oakwood neighbourhood) and the new estate road. Previous arrangements saw Bishop Drive give-way to the priority A608 Mansfield Road (which becomes Breadsall Hill Top north-east of this point).

AP1: Access would be taken from the neighbouring Redrow Homes site (Phase 2). At current, vehicular access would not yet be possible as Redrow Homes are currently developing Phase 1 of the Durose Country Park site which directly adjoins SGA3. Upon completion of Phase 2 which physically adjoins SGA3, a new vehicular access

would pass through the neighbouring housing development and enter into SGA3. It is felt that a single access

point would be sufficient to serve the site, meaning no secondary road access would need to be formed to directly connect onto the A608 Breadsall Hill Top. Due to the nature of such an access point, i.e. a continuation of an internal estate road, then it is expected that all necessary highway visibility requirements would be met.

C – Junction capacity

analysis

As shown in Section A, the site has an approx. capacity of 214 homes. Following a 1:1 vehicle-to-home ratio generates 214 vehicles which are assumed to all leave the site at peak AM time (8am to 9am). Map 2 shows

the projected vehicular flows through identified junctions on the local road network.


J1 214

J1a 72

J1b 71

J1c 71

J1: Junction of A608 Breadsall Hill Top, A608 Mansfield Road & Bishops Drive Type of Junction: Regular four-arm roundabout. Single lane entry and exit arrangements except for Mansfield Road approach which has a dedicated right-turning lane for vehicles wanting to access Bishops Drive.

Scope for Junction Enhancement: As mentioned in Section B, the roundabout is newly-installed to allow vehicular access to the new housing development located to the north-west of the A608. As such, alterations to

the roundabout might not be necessary if it could be demonstrated that additional vehicles from SGA3’s development could be adequately absorbed by the junction to ensure traffic flows in an acceptable manner.

D – Ecological conditions & biodiversity off-

setting

Non-statutory: Derbyshire Local Wildlife Sites (LWS) Breadsall Disused Railway is located along defensible boundary A of the site and is therefore in close proximity

to the SGA. No LWS’s are located within the SGA. Statutory:

Sites of Special Scientific Interest (SSSI) N/A

Local Nature Reserves (LNR)

N/A

Regionally Important Geomorphological Sites (RIGS) Croft Wood is located within close proximity to the site and adjoins Breadsall Disused Railway LWS. No RIGS are

located within the site.

The map shows the RIGS (green polygon furthest west with a higher transparency) and the LWS, as described above.

Priority habitat deciduous woodland is identified in adjoining habitats. The woodland species is identified as

broadleaved. Map below demonstrates the extent of the priority habitat area.

The following map demonstrates that SSSI and LNR Breadsall Railway Cutting is located close by to the site.

The site is identified as a priority species for countryside stewardship lapwing.

Due to the sites proximity to ecologically sensitive areas (LWS), there needs to be consideration to nature conservation and its greenway connection to adjoining LNRs and SSSIs (see below map of LWS, LNR and SSSIs. The LWS should not be harmed in any way as it acts as a nature corridor for adjoining sites of ecological

importance. It may be appropriate to have a buffer between housing development and the protected area. The LWS should be treated as an ecological asset and if it doesn’t breach the management and conservation of the site, it may be suitable to introduce a walking route through to the LWS and adjoining Croft Wood (RIGS) for

residents and other users to enjoy and interact with the biodiversity in a respectful manner. It could also serve as a suitable green open space.

E – Flood risk

No part of SGA3 is located within Flood Zone 2 (or greater) and no watercourses appear to pass through the site

as identified in Map 1. FZ1 6.13ha (100%)

FZ2 0ha (0%) FZ3a 0ha (0%) FZ3b 0ha (0%)

F –


Roads:

Due to the location of the site being adjacent to a live development, there is no road connecting the site to the main a road running through Breadsall Hill Top. As a result, roads have been awarded a red light. This is not

expected to be the case indefinitely however, as roads are currently being developed throughout the live Redrow Homes development, meaning the access point will be onto an assumed C road, increasing its light to a yellow.

Public transport:

Three bus services currently operate from the nearest bus stop to SGA3 (0.57km). These are: 302

H1 Y1 These services help provide connectivity to the nearby city of Derby and towns of Heanor and Langley Mill. They

run on a timetable which, at its most frequent, sees buses pass the bus stop every 20 minutes.

School provision:

There is limited scope to physically expand the schools mentioned below due to space limitations on each one’s campus. However, both schools are currently running notably under-capacity which suggests existing capacity

exists and therefore little need exists for the facilities to be expanded. Primary School: Breadsall Hilltop Primary School

Capacity: 650 No. of pupils: 448 Places created from development: 45

New number of pupils: 493

Secondary School: Da Vinci Academy (Derby City) Capacity: 750 No. of pupils: 569

Places created from development: 33 New number of pupils: 602

There is current capacity in the closest primary and secondary schools to absorb any additional school places arising as a result of the development.

Green

infrastructure

Green Infrastructure (GI):

A Public Right of Way (PRoW) currently runs right through the centre of the site. This PRoW starts on Croft Lane and appears to end suddenly just to the south-western corner of SGA3’s suggested boundary. SGA3 also has a

disused railway which ran between Derby and Ilkeston located to the north of the site. This should be seen as an opportunity to improve green infrastructure and wider connectivity across the area surrounding SGA3.

There is an opportunity to connect the site to Little Eaton via a network of PRoWs. This would cross the A38 via a footbridge which is already in place. As this site lies within Derby City’s administrative area, there is an opportunity to improve cycle routes into the nearby city centre. The provision of such a facility would be

expected to act as a well-utilised commuter route for residents living near Breadsall Hilltop and Oakwood.

G – Community

facilities

The information connected to G should be presented by Map 3. This will include where the nearest following

facilities are in relation to the site:

Primary school: Breadsall Hilltop Primary School (1.15km)

Secondary school: Da Vinci Academy (1.4km) Bus stop: Mansfield Road A608 (0.57km) Public house: Paddock (1.02 km)

Health facility: Taddington Road Surgery (2.22km) Council-run sport/leisure centre: Springwood Leisure Centre (2.03km)

EELS site Little Eaton Southern Triangle (5.5km) Superstore or Town/Local Centre: Morrisons Superstore (4.6km) Community Hall: Breadsall Memorial Hall (2.81km)

H – Green Belt


The site contributes to the growth of the adjoining Derby City.

To prevent two neighbouring towns merging into one another: The present Green Belt gap exists between Breadsall Hilltop/Oakwood (Derby City) and Breadsall (Erewash).

The current gap that exists is 0.33km. If SGA3 was developed, the following reductions between the settlements would apply, as demonstrated in the Green Belt map:

Distance A – 0.24km (27% reduction)

Distance B – 0.14km (58% reduction) Distance C – 0.18km (45% reduction) Distance D – 0.15km (55% reduction)

The average Green Belt openness reduction of the SGA development is 46%.

The extent of the strategic development site reduces the Green Belt gap between the settlements by more than 30%, as the worst case scenario is a reduction in the Green Belt openness by 58%.

To assist in safeguarding the countryside from encroachment: For this exercise, the centre point of Breadsall has been classified as the Market Place at Sadler Gate, Derby.

The distance from the centre to the nearest point of SGA3 is 3.09km. The distance from this point to the furthest extent of the site on the basis of it being developed is 0.35km. This distance is equivalent to 11.3% of the existing distance recorded between the centre point and current closest edge of the site.


Breadsall Conservation Area is located 409 metres from SGA3, therefore the development site is considered to have an impact on the setting and special character of historic towns.

To assist in urban regeneration, by encouraging the recycling of derelict and other urban land:

The site is greenfield in its entirety.

J – Landscape

Character Area: Peak Fringe & Lower Derwent Landscape Type: Wooded Slopes & Valleys

The Derbyshire Landscape Character Appraisal (DCLA) describes this landscape as containing small pastoral fields on undulating rising ground. Woodlands are expected on steeper slopes with hedgerows and trees contributing to a stronger wooded character.

Historic mapping appears to show the site undeveloped, although north of the site once saw the existence of Breadsall railway station, before becoming disused with the line that served the station now forming a LWS.

Fields were potentially used in the past for agriculture. The DLCA described that patches of semi-natural

woodland may arise from associated with agriculturally poor soils on steep slopes and the heavy soils at the base of valleys, in keeping what is present at the SGA site today. The site has varying elevations from 80-90 metres.

A key component of the landscape character of SGA3 is based on the quality and type of soils which has not been assessed as part of this work.

In general, SGA3 appears to be in keeping with the DLCA of Wood Slopes and Valleys. If the areas of forest are maintained (LWS and RIGS) and suitable planting of in keeping trees are distributed across the site if the SGA

was developed, then there is likely to be no significant impact on the present landscape and its associated type. Consequently, developing this site could create residential development that integrates positively with the adjacent wooded landscape and further planting could potentially enhance the biodiversity aspects of the site’s

surroundings.

K –

Contamination

Bordering the site to its north-east is the line of the former Great Northern railway (track dismantled in the

1970’s), a section of which ran between Derby and Ilkeston. This is now the route of a multi-user recreational trail. Very small traces of ground contamination may exist in the immediate vicinity of this section of SGA3’s suggested boundary. Land across SGA3 has historically remained open and undeveloped making the presence of

ground contamination here unlikely.

SGA3 - Map 1

Scale: 1:2500

Printed on: 2019-03-15 15:10:16 by earnold@EREWASHBC


SGA3 Map 2

Scale: 1:15000

Printed on: 2019-10-23 10:35:46 by epoxon@EREWASHBC


SGA3 - Map 3

Scale: 1:20000



SGA3 - Green Belt

Scale: 1:3501



Site: SGA5 – East of Borrowash

Theme

Information


Defensible boundaries are presented on Map 1. Details are as follows:

A – Recently-established boundary separating SGA with new-build development at Lace Makers Close. Modern timber-panelled fencing is complemented on its northern side by a row of almost unbroken smaller trees. B – Strong line of hedgerow with a number of tall, mature trees found continuously along its length.

Immediately adjacent to a small brook, a minor tributary of the River Derwent. C – Domestic fencing separating Brook Close House from neighbouring Garden Centre business. A number of large shrubs sporadically augment the boundary with a mature single tree dominant at southern-most end.

D – Mix of roadside (B5010) hedgerow, a landscaped brick drive entry structure to Brook Ash Farm with rising vegetation beyond. E – Similar in character to B with a continuation of the brook in NE direction. A strong line of established

vegetation lines the brook, with some small widened groupings of trees periodically positioned along the boundary. F – Hedgerow of low height, which towards its eastern end loses density with notable gaps allowing access

between adjacent fields. Occasional trees found along this section of boundary. G – Basic timber partition fencing. H – Combination of fencing, hedgerow and mature trees (trees along north/south-facing boundary and mainly

hedgerow after boundary turns westwards). I – Various treatments exist serving to separate the domestic curtilages of properties along Cole Lane from fields at their rear. In addition to individual sections of fencing and hedgerow, large and mature trees are

regularly positioned along the boundary – although spaces between these expose more modern boundary treatments. J – Small section of boundary separating domestic dwelling 290 Nottingham Road from neighbouring Garden

Centre. This consists of well-maintained conifer hedgerow and timber panel fencing. K – Long section of conifer hedgerow serving same purpose as boundary described as J.

Based on the information above, a suggested site boundary is presented by Map 1. Sections B, C, D, E & F as described above would constitute a new GB boundary in the event of the SGA being allocated by the Council’s Local Plan. The entire sections of A, G, H, I, J & K would no longer serve as GB boundary.

As a result of the above work the suggested site boundary of SGA5 sizes the site at approx. 8.7ha. The Borough

Council estimate a site capacity of 304 housing units.

B – Vehicular

access arrangements

Map 2 shows the SGA spanning both sides of Nottingham Road (B5010) with a much larger area of land located

on the northern side. With only a short stretch of highway (approx. 70m) providing frontage to both the northern and southern sides of Nottingham Road, it is sensible to suggest access to both parcels is via a shared mini-roundabout broadly located just east of the current entrance to the Garden Centre. At the moment, this

stretch of highway has a speed limit of 60mph which begins upon entrance to the built-up area. As a result, the installations of a mini-roundabout would not be acceptable. In line with highway engineering standards, this stretch of highway would need to be subject to a lower speed limit, with a continuation eastwards of the 30mph

zone running as far as where the suggested boundary of the northern section of site begins to diverge from the B5010. The western boundary of SGA5 runs alongside the rear boundaries of properties located on Cole Lane, but after assessment, formulating a vehicular access here would necessitate the removal of at least two

dwellings which is undesirable. The level of highway visibility along this section of the B5010 would make the installation of new minor/major T-junction arrangements difficult, not just because of the current speed limit which would require 215m of unimpeded visibility from the new joining road, but because of the short stretch of

Nottingham Road where access can be achieved both to the northern and southern sections of SGA5. AP1: Installation of a new four-arm mini-roundabout to serve the site – would require a stretch of B5010

extending further east to be subject to a reduction in speed to 30mph, thus allowing such a measure to be permissible.


analysis

As shown in Part A, the site has an approx. capacity of 304 homes. Following a 1:1 vehicle-to-home ratio generates 304 vehicles which are assumed to all leave the site at peak AM time (8am to 9am). Map 2 shows

the projected vehicular flows through identified junctions on the local road network. Map 2 shows 304 vehicles exiting the two parcels of land south and north of Nottingham Road (B5010) onto that road.


J1 152

J1a 76

J1b 76

J2 152

J2a 76

J2b 76

J1: Junction of Nottingham Road (B5010) and Cole Lane

Type of junction: Major (Nottingham Road)/Minor (Cole Lane) priority T-junction. Scope for junction enhancement: Any enhancements involving reconfiguration will be difficult to achieve due to the built form of the immediate surroundings. Whilst the B5010 is a generous highway in its width,

neighbouring property boundaries restrict the ability to lay out a re-engineered junction meaning the options are limited. Possible signalisation could be explored, although the lack of opportunity to create a filter lane would adversely affect the flow of traffic passing through the junction.

J2: Junction of Nottingham Road (B5010) and Hopwell Road Type of junction: Major (Nottingham Road)/Minor (Hopwell Road) priority T-junction. The major highway is

subject to a 60mph speed limit, as is the minor joining road. On-highway cycle provision is made both eastbound and westbound with broken white lines delineating the space on the road for cyclists. Scope for junction enhancement: The junction, whilst essentially a T-arrangement has generous space on

the south side, either side of the minor Hopwell Road. This would allow for a slight recessing of the junction to enable a filter lane to be added as part of a ghost junction configuration for eastbound traffic to continue without being impeded by stationary traffic waiting to turn right into Hopwell Road.



SGA5 does not contain, or is indeed in the vicinity of, any statutory or non-statutory ecological designations. Commentary on the site’s landscape (see J) describes it as much altered over recent decades, potentially to the

point where levels of biodiversity might have been negatively impacted as a result of the now predominant land-use across the site, which has seen the establishment of a number of equine-related facilities.


No LWS’s either on, or in the immediate vicinity of SGA5. Statutory:

Sites of Special Scientific Interest (SSSI) No SSSI’s form any part of the SGA5 or its immediate surrounds.

Local Nature Reserves (LNR) No LNR’s are present either on the site or within a short distance of the suggested boundary of SGA5.

Regionally Important Geomorphological Sites (RIGS)

No designated RIGS are found either on or in SGA5’s immediate surrounds. The area SGA5 sits within has been identified as a site for priority species targeting bird species of lapwing and

redshank. Whilst the information above characterises this part of Erewash as relatively lacking in biodiversity assets, this

should not result in any future development being unambitious in incorporating ecological features which help to create biodiversity gain. While biodiversity offsetting is not a significant issue in this instance, the opportunity to establish enhanced ecological features through new growth areas represents a strong opportunity to deliver

sustainable development.

E – Flood risk

No part of SGA5 is located within Flood Zone 2 (or greater) and no EA-recognised watercourses pass through

the site. A drainage channel runs alongside much of the eastern-most boundary of SGA5 (eventually reaching the River Derwent further south), although its presence does not lead to any heightened flood risk in excess of that which helps define Flood Zone 1.

FZ1 8.7ha (100%) FZ2 0ha (0%)

FZ3a 0ha (0%) FZ3b 0ha (0%)

F – Infrastructure

requirements

Roads:

As explained above, it is proposed that should development occur, SGA5 would utilise a single access point (AP1) onto the B5010 Nottingham Road - a B-classified highway.

Public transport: The i4 Trent Barton-run service routes along Nottingham Road (B5010). This service runs regularly (every 20

minutes) throughout the day linking SGA5 to Nottingham, Derby at each end of its route. The nearest bus stop to SGA5 is just west of the site along Nottingham Road, measuring around 270m in distance from the centre of the site. On the northern side of Nottingham Road, pavement is in place to enable pedestrians to

achieve safe access. No pavement exists on the south side until level with the current change in speed limit

from 60mph to 30mph (broadly opposite to where Cole Lane has a junction with the B5010. Despite the current

lack of pavement, sufficient verge exists to provide a section of pavement should this be required.

School provision:

The nearest Primary School to SG5 is Ashbrook Infant/Nursery & Juniors on Victoria Avenue. Currently the Infant/Nursery School has 162 pupils, although its capacity is 136 – showing over-occupancy. The Junior School

displays the reverse circumstance, with a current pupil roll of 159 and space existing for 210 pupils. This information suggests that enhancements to the capacity of the Infant School would be required to absorb additional pupils, and even without any new housing development, the School is still operating above capacity.

Both school campuses, which adjoin each other, have been constructed in typical late-c20th low-rise block arrangement. South of the Infants/Nursery is a sizeable playing field which could facilitate an additional block to

the School and still leave sufficient space for physical education (PE) needs, whilst another large field adjoins the Juniors building to its east. Again, this offers potential for the expansion of facilities to cater for an enlarged pupil roll whilst leaving ample space for (PE) activities.

With no Secondary School in Borrowash, 11-16 year olds in the village attend West Park Community School in neighbouring Spondon. West Park currently has a pupil capacity of 1,250, although the latest roll shows 1,292

pupils indicating the School is currently operating above capacity and may require expansion to accommodate future secondary age pupils.

Green infrastructure

SGA5 covers what appears to be a large area of private land immediately east of the settlement of Borrowash. No Public Rights of Way pass through or around this area, demonstrating its mainly private nature. As such,

little opportunity exists to provide facilities which help to link the site to any current green infrastructure networks found in the immediate area. Despite a lack of links, a development of this scale would require the provision of open space given the relative shortage of amenity green space or children’s play facilities to SGA5.

G – Community facilities


Primary school: Ashbrook Infants & Juniors, Victoria Avenue (1.4km) Secondary school: West Park Community School, West Road (4.7km) Bus stop: Nottingham Road (B5010) (340m)

Public house: Nags Head PH, Nottingham Road (B5010) (0.8km)

Health facility: Overdale Medical Practice, Victoria Avenue (1.4km) Council-run sport/leisure centre: Sandiacre Friesland Leisure Centre, Nursery Avenue (4.9km) EELS site: EELS 007, Works at Victoria Road & Town End Road, Draycott (2.6km)

Superstore or Town/Local Centre: Borrowash Local Centre (1.5km) Community Hall: Harrington Avenue Community Centre (1.1km)

H – Green Belt

To check the unrestricted sprawl of large, built up areas: The potential future development of SGA5 would constitute the enlarging of Borrowash – which for the purposes

of this exercise is classed as a village amongst Erewash’s hierarchy of settlements.

To prevent neighbouring towns merging into one another: The current width of Green Belt between Borrowash and Draycott (the closest inset settlement to SGA5) is

0.98km. See Green Belt map for SGA5. The impact of SGA5 would revise these gaps to the following widths:

Point A to nearest inset part of Draycott – 1.01km (0.03km in excess of current GB gap) Point B to nearest inset part of Draycott – 1.02km (0.04km in excess of current GB gap)

Point C to nearest inset part of Draycott – 1.05km (0.07km in excess of current GB gap) Point D to nearest inset part of Draycott – 1.17km (0.19km in excess of current GB gap)

In summary, should future development extend out to the boundaries suggested by Map 1, there would be no reduction of the existing Green Belt between the settlements of Borrowash and Draycott.


For this exercise, the centre point of Borrowash has been classified as falling within open space at Briar Close. The distance from the centre to the nearest point of SGA5 is 0.64km. The distance from this point to the furthest extent of the site on the basis of it being developed is 390m. This distance is equivalent to 60.9% of the

existing distance recorded between the centre point and current closest edge of the site.


The nearest Conservation Area (CA) to SGA5 is the Ockbrook Village CA around 0.9km away from the site. Whilst the SGA is relatively close (<1km) to the CA, the CA is located on the opposite side of the busy A52 with

modern residential development evident within this gap. This would not adversely impact the setting and special character of the CA, but due to its proximity has been assessed an amber rating.

To assist in urban regeneration, by encouraging the recycling of derelict and other urban land: Despite a sizeable number of buildings and operations across SGA5 (this includes Collyer’s Nursery, and Brook

Ash Farm and its various outbuildings), visually it appears that around a third of the site would be classified as being previously developed land.

J – Landscape

SGA5 falls wholly inside the Trent Valley Washlands Landscape Character Area, whilst the assessed Character Type is that of Lowland Village Farmland. The area of SGA5 south of Nottingham Road makes little contribution

to landscape character given its primary use is a Garden Centre well enclosed from its surroundings. With a series of structures across it, the site has more in common with the neighbouring urban area immediately south and west than the countryside which lays beyond it. Land north of the B5010 has been subject to change over

recent decades with the majority now utilised for equine-related use. Once large fields have been disaggregated into smaller areas with modern fencing used to form a number of paddocks for horse grazing with several outdoor riding arenas also present. Only a small area located east of Brook Ash Farm appears to be retained as

arable farmland. SGA5 sits within Grade 3 of the Agricultural Land Classification. As explained above, the loss of arable farmland

throughout most of the site suggests that the lands contribution to agriculture is diminishing which means redevelopment would not result in the loss of best and most versatile agricultural land.

K – Contamination

Land within SGA5 has historically occupied an agricultural use, something confirmed by historic mapping and aerial photography showing a number of smallholders across the site. The majority of the eastern part of SGA5

was home to Cromwell Plant Nursery, and it was only during the second half of the c20th that Brook Ash Farm, sited just north of Nottingham Road (B5010) was built.

With the extent of SGA5 largely free from built development, it is extremely unlikely that land here will have been subjected to any activities which would result in ground contamination.

SGA5 - Map 1

Scale: 1:4000



SGA5 - Map 2Scale: 1:17000Printed on: 27/2/2019 at 16:28 PM by AReddish © Astun Technology Ltd


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SGA5 - Map 3Scale: 1:28000Printed on: 27/2/2019 at 15:47 PM by AReddish © Astun Technology Ltd


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SGA5 - Green Belt map

Site: SGA6 – West of Borrowash

Theme

Information


Defensible boundaries are presented on Map 1. Details of individual sections of boundary are as follows:

A – The north site boundary is defined by the A52 and its associated road sidings. B – A long section of site boundary which primarily defines the western extent of the settlement. This comprises a variety of boundary treatments along its course, but largely sees a mixture of trees, shrub and

fencing and acts to separate domestic curtilages of homes on Victoria Avenue, Covent Garden Close and Field Close from adjoining agricultural land. This separation continues across the south of SGA6, with largely the same boundary treatment as previously described running along the back of domestic properties along Derby

Road (A6005). C – A very short section of boundary which sees hedgerow run for a short distance along the northern side of Derby Road.

D – This suggested boundary follows the line of a public right of way across the centre of a large and open arable farmed field. The track continues in a northward direction until reaching the westbound carriageway of the A52.

Based on the information above, a suggested site boundary is presented by Map 1. Sections A, C & D as described above would constitute a new GB boundary in the event of the SGA being allocated by the Council’s

Local Plan. Nearly the entire section of B would no longer serve as Green Belt boundary. As a result of the above work the suggested site boundary of SGA6 sizes the site at approx. 18ha. The

Borough Council estimate a capacity of approx. 630 housing units.

B – Vehicular

access arrangements

Map 2 shows the SGA being bounded by the A52 on its north side, Victoria Avenue to its east and Derby Road

(A6005) south of the site. SGA6 suffers from little physically connectivity between the suggested site boundaries and nearby highway, with only a width of 25m west of 72 Derby Road available to take direct access directly from. The site runs north to border the A52, but there would be no strategic justification to

form a drive-in, drive out access into SGA6, whilst a further access directly off the A52 joining onto the local road network would subject local roads to unacceptable levels of traffic. Between the suggested eastern boundary of the site and Victoria Avenue are homes that prevents establishing a direct vehicular access.

AP1: The access would be provided via a T-junction onto Derby Road (A6005). The access point is believed to be wide enough to include left and right-turn filter lanes. However, it is not thought that A6005 is

sufficiently wide enough at this point to have a right-turn filter lane added to enable access into the site. A mini-roundabout may be deemed necessary here to allow traffic to enter and exit the site without causing too much of a backlog of vehicles along Derby Road and back into Borrowash.

The speed limit changes to 40 mph upon exiting the built-up area of Borrowash – therefore 65m visibility splays are required in each direction to form a new T-junction.

When exiting the site the visibility splays are:

Right Turn: 90m Left Turn: 200m+

It is not believed that the access point into SGA6 would span any known ransom strip.

C – Junction capacity analysis

As shown in Part A, the site has an approx. capacity of 630 homes. Following a 1:1 vehicle-to-home ratio generates 630 vehicles which are all assumed to leave the site at peak AM time (8am to 9am). Map 2 shows the projected vehicular flows through identified junctions on the local road network. Map 2 shows 630

existing SGA6 onto local roads.



J1 315

J1a 105

J1b 105

J1c 105

J2 315

J2a 157

J2aa 52

J2ab 52

J2ac 53

J2b 158

J2ba 79

J2bb 79

J1: Nottingham Road/Victoria Avenue & Nottingham Road (A6005)/Station Road (B5010) Type of junction: Left-turn onto Victoria Avenue from Nottingham Road (A6005) or Right-turn onto Station Road (B5010) from Nottingham Road (A6005). A staggered crossroads with approx. 35m between joining,

minor highways. Scope for junction enhancement: This junction could be enhanced by adding a left turn filter lane for cars slowing down preparing to turn up Victoria Avenue. This junction could benefit from a right turn filter lane.

This would ease the backlog of traffic from the site travelling in the direction of Long Eaton. Due to the width of the road, there are no further enhancements or modifications that could enhance this junction without extensive reconfiguration of adjacent land and properties.

Observations from site visit: This junction saw 68 cars turn into Victoria Avenue over a ten minute period. This equates to 408 cars per hour when scaled over an hour. If assumed that half came from the direction of the site, that totals 204 cars per hour. An additional 298 assumed during rush hour could double the density

of traffic. The right-turn off the A6005 onto Station Road (B5010) was observed during off-peak hours (3pm) for ten minutes. 30 cars made this manoeuvre through the junction during the ten minutes observed. This

would equate to 180 cars per hour when scaled up over an hour. With 149 additional units, half of which are likely to turn right (75), the total number of cars turning into this junction would be 255. Right-turners cause a backlog back towards SGA6 as cars wishing to travel straight along Nottingham Road get held up.

J2: A52 (Brian Clough Way) and A6005 interchange Type of junction: Multi-lane roundabout and flyover arrangement. Roundabout served by eight separate

arms, four of which are exit/entry slip lanes linking the junction to the A52 which passes over the top. Some approaches to the roundabout (A6005 westbound) are multi-lane, whilst access is also provided directly into adjoining residential (Merchant Avenue) and industrial areas (Megaloughton Lane). Some sections of the

roundabout see restrictions on the movement of traffic with ghost areas marked out filtering and controlling traffic flow

Scope for junction enhancement: This is a fairly complex junction with a number of developments

immediately adjacent which require consideration if changes are to be made to it. A large ASDA superstore adjoins to the west, and during peak times traffic using the facility will back-up onto the roundabout. For the non-slip road entrances and exits then opportunities for physical engineering alterations are limited – existing

forms of development (largely residential) line the roundabout meaning widening works would be problematic without land-take. Possible signalisation of the roundabout could be considered, but this may impact upon the flow of traffic along Brian Clough Way (A52) which is a key transport corridor between Derby City Centre

and the M1. Observations: During rush hour, traffic does queue back along Derby Road as cars wait to pull into the traffic. Derby Road splits into two lanes from the previous island before the junction, therefore motorists can

select their lane 200m before the roundabout. This helps ease congestion at peak times. J2a: Junction of Derby Road (A6005), Acorn Way and Raynesway (Derby Ring Road)

Type of junction: Multi-lane four-arm roundabout. All approaches are two-lane with the exception of Raynesway which has three lanes upon entry to the roundabout. All exits are single lane except again for Raynesway which has two lanes. Off-highway cycle lanes flank Raynesway as far as the roundabout.

Scope for junction enhancement: Potential for longer filter lane arrangements along Acorn Way upon approach to roundabout owing to the alignment of field boundary set back away from the highway’s edge. The widening of other approaches/exits to the roundabout are compromised due to off-highway cycle lane

provision. Controlling of traffic flow at the roundabout could be achieved through signalling of approach arms to it. Observations: Most users appear to turn left onto Raynesway or continue straight on along Derby Road. The

junction operates smoothly, mostly due to the two lanes, allowing for the separation of left and right turners. J2b: A52/Wyvern Way

Type of Junction: Entry/exit slip road serving the westbound A52 onto and off Wyvern Way Scope for Junction Enhancement: This junction is currently the subject of improvements commissioned by Derby City Council as part of a wider A52 enhancement programme. More can be read about the works here.

Observations: Information provided by Derby City Council as part of the junction enhancements explains that the A52 between Raynesway (east of J2b) and Pentagon roundabout (west of J2b) is part of a wider west/east strategic route linking the A50, A38 and M1. Additionally, large volumes of local trips between

residential areas and city centre and Pride Park are regularly made and as a result, this section between Spondon and the Pentagon roundabout is heavily congested during morning and afternoon peak hours.

https://www.derby.gov.uk/transport-and-streets/roads-highways-pavements/a52-wyvern-transport-improvements/

https://www.derby.gov.uk/transport-and-streets/roads-highways-pavements/a52-wyvern-transport-improvements/

D – Ecological

conditions & biodiversity off-setting

Non-statutory:

Derbyshire Local Wildlife Sites (LWS) There is a local wildlife site located south of the site which does not fall within the site’s boundary. See Map 1.

Statutory: Sites of Special Scientific Interest (SSSI) N/A

Local Nature Reserves (LNR) N/A

Regionally Important Geomorphological Sites (RIGS) N/A

Some of the site is allocated as lower spatial priority woodland habitat. Identified as a site for priority species targeting: lapwing, redshank. The area is also identified as farm wildlife

package areas. (Magic Maps) The site is a medium priority for countryside stewardship water quality priority area. There are surface water

pesticide issues of medium priority. The site is woodland spatial lower priority (Magic Maps)

Map above – area shown as green identifies the River Derwent Local Wildlife Site which is believed to be in the ownership of South Derbyshire District Council (SDDC).

It is concluded that if SGA6 was to be developed, there would be little/no impact on surrounding ecological conditions and biodiversity.

E – Flood risk

The entirety of the site as shown by Map 1 falls within Flood Zone 1. No part of SGA6 is therefore situated within Flood Zones 2, 3a or 3b, whilst no watercourses flow through the site.

FZ1 18ha (100%) FZ2 0ha (0%) FZ3a 0ha (0%)

FZ3b 0ha (0%)

F – Infrastructure requirements

Roads: There is only one access point as described at B earlier in this assessment which links SGA6 to Derby Road,

an A-road (A6005). No second access point has been able to be identified helping to provide another link to the localised road network.

Public transport:

The nearest public transport is located within Borrowash Town Centre, where busses run to Long Eaton and Derby. This is 500m from the centre of the site, meaning a green light is awarded for public transport.

School provision:

Ashbrook Infants/Junior School is within the adjoining settlement (Borrowash) to SGA6. The School campus itself adjoins properties along Victoria Avenue, Deans Drive and Kimberley Road. However, the grounds of the

School are relatively unconstrained in an easterly direction with There is realistic scope for expansion at this school site as there are two large fields directly adjoining the

current school boundary. There is also ample space within the school site to expand currently. Primary School: Ashbrook Infant/Junior School

Capacity: 136 No. of pupils: 162 Places created from development: 125

New number of pupils: 287 Secondary School: West Park School, Spondon (in Derby City)

Capacity: 1,250 No. of pupils: 1,292 Places created from development: 95

New number of pupils: 1387

Green Infrastructure (GI): There is a PRoW which runs the western boundary of the site. This is the only Prow in the immediate vicinity

of the site. Across Derby Road is a PRoW which provides access to the north of Breaston. This trail isn’t bicycle friendly and isn’t well lit for users therefore it is probably underutilised.

There is a good opportunity to extend the PRoW network into Spondon which lies less than 1 mile away from the centre of the site. This could be achieved by extending the network westwards to the south of Derby road and along the railway line.


The information connected to G is presented by Map 3. This will include where the nearest following facilities are in relation to the site:

Primary school: 1.3 km – Ashbrook Infant/Junior School

Secondary school: West Park School, Spondon (Derby City) – 3.5km

Bus stop: Derby Road – 0.53km Public house: Wilmot Arms – 0.7km Health facility: The Park Medical Practice – 0.61km

Council-run sport/leisure centre: Springwood Leisure Centre - 3km EELS site: EELS 006 - 3.89km Superstore or Town/Local Centre: 0.75km – Borrowash Local Centre

Community Hall: Gordon Lacey Hall – 1.8km

H – Green Belt

To check the unrestricted sprawl of large built up areas:

SGA6 development results in the growth of a village (Borrowash).


This exercise is undertaken between neighbouring settlements Borrowash and Spondon. The Green Belt openness between Borrowash and Spondon is currently 0.84km. The Green Belt map

demonstrates the reduction in the gap between the two settlements should SGA6 be developed. See the distances below:

Distance A – 0.44km (48% reduction) Distance B – 0.49km (42% reduction) Distance C – 0.57km (32% reduction)

Distance D – 0.61km (27% reduction) The average reduction in the openness between the two settlements is 37%, with the worst case scenario

being a 48% reduction. The Green Belt gap is reduced by more than 30%.

To assist in safeguarding the countryside from encroachment: For this exercise, the centre point of Borrowash has been classified as the open space at Briar Close. The

distance from the centre to the nearest point of SGA6 is 0.45km. The distance from this point to the furthest extent of the site on the basis of it being developed is 0.75km. This distance is equivalent to 166.6% of the existing distance recorded between the centre point and current closest edge of the site.

To preserve the setting and special character of historic towns: SGA6 is within 0.43km of Ockbrook Village Conservation Area.

To assist in urban regeneration by encouraging the recycling of derelict and other urban land:

The majority of the site is greenfield, with developed land being the few equine/agriculture related developments within the south of the site.

J – Landscape

Character area: Trent Valley Washlands Landscape type: Lowland Village Farmlands

The key characteristics of this landscape type include gently rolling landscape, almost flat, lowland, low slopes, mixed farming, thinly scattered hedgerows, medium to large sized fields and red brick villages with

farms and cottages and outlying farms. The majority of the site is agricultural land. The site has hedgerows as borders across medium and larger size

fields, in keeping with the DLCA. The site also is a priority area for certain species of farmland bird, as specified in section D. The country roads and major roads surrounding the site, in particular the A52, take advantage of the elevation , which is roughly 10 metres higher than the fields south (SGA6) and runs

smoothly to allow good use for the road network.

The summary gives specific reference to Borrowash (which neighbours the site and SGA would form an expansion of this settlement) as having undergone rapid urban expansion. There are also pylons in neighbouring fields, in line with what is described in the landscape type.

The agricultural land quality of the site is categorised as Grade 3, therefore average.

Thinly scattered woodland can be dotted around the SGA and conservation of existing trees should aim to be preserved.

There is no doubt that the development of this site would alter the agricultural landscape of the SGA. However similar to SGA4 (East of Breaston), if developed, SGA6 will still be surrounded by fields and would

serve as a urban extension to the existing settlement of Borrowash so is unlikely to significantly affect the

landscape type of the area.

K –

Contamination

An analysis of historic mapping and aerial photography shows the land within the suggested boundaries of

SGA6 being in agricultural use, divided into a series of enclosed fields. As such, the presence of ground contamination is thought to be unlikely across this almost exclusively undeveloped location.

SGA6 - Map 1

Scale: 1:6000



SGA6 Map 2 East

Scale: 1:8000



SGA6 Map 2 West

Scale: 1:13500



SGA 6 Map 3

Scale: 1:25000



SGA6 - Green Belt

Scale: 1:6000



Site: SGA7 – Land North of Cotmanhay

Theme

Information

A - Defensible site

boundaries

Defensible boundaries are presented on Map 1. The site, due to a considerable area of mature woodland, is split into a northern and southern area. Detail of individual sections of site boundary are as follows:

A – The section of boundary is delineated by a combination of the northern and southern-most extent of Cotmanhay Wood, whilst further around to the east sees the boundary consist of hedgerow, an access lane to

Poplars Farm before following the line of a Public Right of Way (PRoW) across the middle of an enclosed arable field. B – This section of site boundary is characterised by hedges and fencing helping to define the extent of

residential curtilages for properties along Beauvale Drive, Langley Avenue, Coppice Avenue, Woodland Crescent and The Copse. C – A small section of field boundary which consists of traditional hedgerow and occasional small trees along

its course. Based on the information above, a suggested site boundary is presented by Map 1. Significant sections of A

along the road access to Poplars Farm and then sweeping around towards the west would constitute a new GB boundary in the event of the SGA being allocated by the Council’s Local Plan. Section B would cease to serve as a GB boundary whilst C would also form part of a new GB boundary, following the same alignment as the

Borough boundary with neighbouring Amber Valley. As a result of the above work the suggested site boundary of SGA7 sizes the developable part at 16.6ha, with

the northern portion totalling 9.6ha and the southern portion being 7ha. Between the two land parcels, the Borough Council estimate a site capacity of approx. 600 housing units. The developable area of the site has been determined through the use of material submitted via a land promoter as part of the 2018 SHLAA. This

sees a slightly smaller final area than the total land which would require future removal from Green Belt. A small section of the southern site, measuring approx. 1.8ha lies outside GB designation and is classed as ‘white land’.

B – Vehicular

access arrangements

Map 2 shows the site sweeping around the top of Cotmanhay right at the northern-most extent of Ilkeston.

Opportunities to formulate vehicular access to the existing road network are limited however, largely as a consequence of the existing form of built residential development wrapping around the south and south-west of SGA7. Unfortunately, the site shares no boundary with the largest nearby road, the A6007 Heanor Road,

something would help the ease in which a junction to serve SGA7 could be achieved. Instead, proposed access

to the site sees the utilisation of Woodside Crescent, a limited residential highway, and the current access to Poplars Farm which extends northwards beyond the end of Skeavington’s Lane. These site access points are located at opposite ends of SGA7, and with Cotmanhay Woods physically separating the site into two

developable parcels, the assessment work is predicated on no-through vehicular access between the northern and southern areas. Whilst the Borough Council can only look at the use of land within Erewash, it is noted that farmland continues northwards spanning the width of a single field until Long Lane is reached. This land is

within neighbouring Amber Valley, but future development on that side of the boundary may allow for the formation of additional vehicular access points to help better dispersal of car movements across the local highway network.

AP1: This access point would require the extension of Woodside Crescent north-east into the SGA7. Whilst few physical problems exist for this to occur at the site boundary, the general width of the current highway

(which is a private road) is narrow and has been designed to cater for only a handful of residential properties. Despite the obvious limitations with expecting Woodside Crescent to cater for a substantial number of new car movements, visibility at its junction with Heanor Road is acceptable in all directions and would mean splay

requirements. Given that road widening and the adoption of the Crescent are necessary, a range of private landowners would in reality mean the existence of ransom strips which could prevent the formation of a junction and access to a specification which meets highway requirements.

AP2: This access point utilises a current narrow track access which leaves Skeavington’s Lane and heads north towards Poplars Farm and the premises of a tractor maintenance business. Where the access track

meets Skeavington’s Lane, some space is evident on the western side of the junction which might allow for the upgrading to a formalised junction able to process an anticipated increase in vehicle flows. A few metres along this track, built development on its western side ends, providing scope for a realigned highway arrangement to

serve the land behind properties on Beauvale Drive. An upgraded junction at the meeting of Skeavington’s Lane, Beauvale Drive and the access to Poplars Farm could be made more awkward due to this being a major/minor priority bend and both adopted highways rise in level when travelling away from the current

junction – creating visibility concerns and requiring consideration of how those travelling north along Skeavington’s Lane would turn safely onto a new access road which then entered into the eastern part of SGA7.

C – Junction

capacity analysis

As shown in Section A, the site has an approx. capacity of 600 homes. Following a 1:1 vehicle to home ratio

generates 600 vehicles which are assumed to all leave the site at peak AM time (8am to 9am). Map 2 shows the projected vehicular flows through identified junctions on the local road network. Recognising the two

distinct development parcels and each’s respective size, the following work is based on an apportionment of

the 600 homes across the two sections based on the relative sizes. The southern parcel, 7ha in size (42.2% of the total) would give rise to 253 vehicles and see all traffic leave SGA7 via AP1, whilst the northern parcel, 9.6ha in size (57.8% of the total) would generate 347 and all traffic leave SGA7 via AP2 – totalling 600

vehicles.



J1 383 (comprises 253 cars off-

site from AP1 plus 130 cars travelling north from J2aa)

J1a 257 (comprises 127 cars from

the site that have turned right/north at J1 plus 130 cars – half of the traffic

travelling through J2a that ultimately reaches J2aa)

J1aa 128 (comprises half of car flow beyond J1a)

J1aaa 64

J1ab 129 (comprises half of car flow beyond J1a)

J1aba 65

J1abb 124 (62 from J1ab and 62

from J1aa)

J1abba 43

J2 347 (all cars off-site from AP2)

J2a 260 (comprises 174 cars from J2 and 86 cars from J2b)

J2aa 386 (comprises the 260 cars

from J2a and 126 cars travelling south from J1)

J2aaa 256 (comprises 130 cars from

J2a turning south at J2aa and 126 cars turning south out of the site at J1)

J2aaaa 86

J2aaab 85

J2aaac 85

J2b 173 (a halving of cars beyond

J2)

J2ba 87

J1: Junction of Heanor Road (A6007) with Woodside Crescent Type of junction: Major/minor priority junction. The priority highway is Heanor Road (A6007), with Woodside

Crescent a narrow joining side road of single track width – although at entry, the road markings do show a broken central line. This commences as a properly surfaced road, but quickly loses the quality of a tarmacked dressing and reverts to an unmade route for its duration. With a tight right-angular corner, the apex of the

turning can greatly reduce the speed of those leaving Heanor Road due to its sharpness and the limited width of highway along Woodside Crescent ensuring those turning off Heanor Road will not have full visibility of those travelling in the opposite direction towards the junction.

Scope for junction enhancement: Due to the 40mph speed limit along the A6007, a mini-roundabout at this location is not suitable. An alternative enhancement would be traffic lights to ensure that motorists are

afforded regular opportunities to exit and enter onto Heanor Road, although the regular flow of traffic along the A6007 would be impeded from how it currently behaves.

J1a: Junction of Ilkeston Road (A6007), Sunningdale Avenue & Breach Road. Type of Junction: Crossroads with major/minor priority junction. The priority highway is Ilkeston Road (A6007), with joining traffic from Sunningdale Avenue & Breach Road giving way. The former has a widely

splayed entrance to the junction with a central refuge point for pedestrians. Breach Road in contrast is a narrow highway constrained by development on its southern-side which is subject to a one-way flow which permits entry from the junction, but not exit. No filter lane arrangements are in place allowing for north or

southbound A6007 traffic to safely turn across the highway, although Ilkeston Road is reasonably wide through the junction which could allow informal passing opportunities. Scope for junction enhancement: With traffic flow from SGA7 likely to be travelling northwards along the

A6007 towards Heanor Town Centre and turning right (east) in the general direction of Langley Mill and the A610, the logical enhancement would be the introduction of a right-turn filter lane through the junction. With

generous pavement widths on the western side of the junction, there could be scope to widen the junction to

provide the necessary space for a small section of filter lane. With a narrow highway along the one-way section of Breach Road, there may be an argument to restrict the volume of traffic encouraged to use this route which would see more vehicles progressing north towards Heanor Town Centre.

J1aa: Junction of Ilkeston Road (A6007) and Church Road (A608). Type of Junction: Signalised three-armed junction with all approaches under control. Two of the three

approaches (Ilkeston Road and west approach of Church Road are subject to a recessed ‘stop’ line that allows pedestrians to use pelican crossing arrangements. Both Church Road approaches to the junction see a separation into two lanes. The north-western facing approach allows separation for left-turning traffic and

traffic carrying straight on. The south-eastern facing approach segregates traffic continuing along the A608 and that turning on to the A6007. Scope for junction enhancement: Limited scope for junction enhancements at this location given the tight

physical form of buildings lining the junction on corners and sides. The removal of traffic lights and replacement with roundabout could be considered, but it is not thought feasible given the gradient of Church Road, causing additional issues as a roundabout and creating stop/start movements. More appropriate phasing

of lights responding to the volume of likely scale of traffic passing through the junction may be appropriate, but this would need to be integrated with other nearby signalised junctions to achieve optimal flow.

J1ab: Junction of Station Road (A608) and Milnhay Road. Type of Junction: Major/minor priority junction. The priority highway is Station Road (A608), with Milnhay Road, a fairly busy joining side road, giving way. Station Road has a ghost central reservation throughout the

junction, presumably to allow sufficient separation of traffic as it passes under a low rail bridge just to its west. Further west beyond the bridge, Station Road bends out of view as whilst also rising in profile limiting visibility for motorists turning right out of Milnhay Road. No provision made for filter lane turning to safely hold traffic.

This also applies to traffic approaching the end of Milnhay Road. Scope for Junction Enhancement: With limited visibility at the junction for road users caused largely by the positioning of the adjacent railway

bridge and bend in Station Road, little scope exists to re-configure the present junction. Currently, the main flow of traffic understandably passes along the A608, so there would need to be a sizeable increase in traffic joining from Milnhay Road to justify reprioritising the flow of cars passing through the junction.

J1abb: Junction of Station Road (A608) and Lower Dunstead Road.

Type of Junction: Signalised three-armed junction with all approaches under control. With entry to the

junction under signal, the need for filter lanes is avoided and this allows for puffin crossings on all three arms with stop lines recessed back from the junction to provide space for pedestrians to cross. Scope for Junction Enhancement: Physical reconfiguration is awkward owing to the junction’s tight

enclosure on its southern side and north-eastern corner from existing development. Some flexibility exists on the junction’s north-west corner where the pavement sweeping around from Station Road onto Lower Dunstead Road is generous in width, possibly allowing for widening of the former’s eastbound approach to

provide a short left-turning lane helping separate those movements from vehicles travelling straight on through the junction.

J2: Meeting of Skeavington’s Lane, Beauvale Drive and access road to Poplars Farm. Type of Junction: Skeavington’s Lane gradually bends in a westerly direction before becoming Beauvale Drive upon straightening. The road level drops gradually upon entry to the bend, before notably increasing after

becoming Beauvale Drive. At the corner, a single-width access road continues northwards, but no give-way arrangements are in place with an absence of road markings on all approaches. Scope for Junction Enhancement: The uneven topography and form of the junction restricts visibility for

users, increasing the difficulties associated with making enhancements. The introduction of priorities, helping to formalise movement through the junction in the event of SGA7’s development would be necessary – particularly as the current farm access would become the main entry/exit point to the northern parcel of the

site. There is some land in the north-western corner which could be used to widen the current junction, but the close presence of a block of flats may limit the degree in which this could occur.

J2a: Junction of Church Street and Coppice Avenue. Type of Junction: Major/minor priority junction. The priority highway is Church Street – a notable east-west thoroughfare through North Ilkeston, with Coppice Avenue, a fairly narrow joining side road, giving way. The

narrowness of Coppice Avenue reflects its role as a minor residential highway, although permissible householder parking on both sides of the road further reduces its width. Visibility for turning traffic out of Coppice Avenue is good and largely unimpeded.

Scope for Junction Enhancement: As a relatively minor junction at present, the high modelled volume of joining vehicles would fundamentally alter how the junction would operate. Opportunities to reconfigure the junction are extremely limited owing to land limitations caused by the close proximity of residential buildings

and curtilages on both its south and north-west/north-eastern sides. With enhancements thought unlikely, other ways of influencing the flow of site-generated traffic through the predominately residential area of Cotmanhay/North Ilkeston will require consideration to help protect residential amenity.

J2aa: Junction of Heanor Road (A6007) and Church Street.

Type of Junction: Major/minor priority junction. The priority highway is Heanor Road (A6007), a heavily trafficked road linking the towns of Ilkeston and Heanor. The minor, joining highway is Church Street, which provides access to Cotmanhay and North Ilkeston. Heanor Road’s streetscape is relatively wide, with sufficient

width to provide a ghost island arrangement and allow for a reasonably lengthy (but narrow) right-turning lane for northward travelling traffic along the A6007. Scope for Junction Enhancement: With the expected increase in traffic joining Heanor Road, opportunities

to ensure the current minor joining priority is able to allow for more vehicles to exit Church Street are required. Whilst the highway and off-highway space along Heanor Road is of generous width, the same does not apply to Church Street when residential parking on both sides of the road narrow highway width.

Oppositely parked cars would in effect restrict the flow of traffic to one direction requiring vehicles travelling the opposite direction to give-way. With residential development positioned closely to the highway, scope to widen the road is severely limited. Parking restrictions on one or both sides of Church Street may help

maintain some flow of expected extra traffic. J2aaa: Roundabout of A6007 (Heanor Road & Chalons Way), A6096 (Rutland Street), B6007 (Manners Road)

and Granby Street. Type of Junction: Major five-arm multi-lane roundabout. All approaches see separate lane arrangements to ensure effective traffic flow and behaviour through the roundabout. Each exit from the roundabout, with the

exception of Chalons Way (dual lane), are single lane whilst signalled pedestrian crossings can be found positioned back a short way along the highways of the joining arms - except for Granby Street. Scope for Junction Enhancement: An already busy roundabout that is highly influential in controlling traffic

north of Ilkeston town centre, improvements to it in order to cope with additional traffic are not entirely clear. The complexities in how the roundabout is engineered make understanding its reconfiguration difficult to assess. It is noticeable how relatively short the dual lane approach is to the roundabout on the Heanor Road

approach, the shortest of all entry arms. However, whilst a logical enhancement would be to extend this back to allow better separation of traffic, the limited space available on the eastern side of Heanor Road on approach to the roundabout impedes such action. Signalised entry to the roundabout could be appropriate as

this would better reflect the altered flows of traffic arriving at the roundabout. J2b: Roundabout of Church Street, Bridge Street, Skeavington’s Lane and Cotmanhay Road.

Type of Junction: Four-arm single-lane roundabout. Relatively open character to the north and east of the roundabout with wide sloping grassed areas separating it from neighbouring housing, although buildings on the south-west and north-west of the roundabout (the latter a recent medical centre) are closely abutting. Facing

bus stops can be found on approach to the roundabout on Cotmanhay Road which has the possibility of

impeding the flow of traffic wishing to join the roundabout, or exit onto Cotmanhay Road (particularly if buses

are stationary at both stops). Scope for Junction Enhancement: Currently, the roundabout does not see high volumes of traffic passing around it, although the possible development of SGA7 would see a notable increase in junction users assuming

that AP2 occurs. The main relationship in terms of vehicular flow would be between Church Street and Skeavington’s Lane, although opportunities to provide more highway space between these two arms of the junction are compromised by the siting of Cotmanhay Medical Centre. Whilst the roundabout could potentially

be re-positioned slightly to the east utilising some of the grassed area which adjoins it, helping to creating sufficient space for a multi-lane arrangement, not all approaches are able to provide the required width to form dual-lanes on approach.




There are no Local Wildlife Sites located within SGA7, however there are some in close proximity to the site (see map below), including:

Statutory:

Sites of Special Scientific Interest (SSSI)

N/A Local Nature Reserves (LNR)

N/A Regionally Important Geomorphological Sites (RIGS)

N/A Other information

There is ancient woodland present on the site, as highlighted in the below screenshot from Magic Maps.

Broad leaved and conifer woodland are present within the ancient woodland. Countryside stewardship target species include: Lapwing, Redshank and Snipe.

E – Flood risk

No part of SGA7 is located within land which falls with Flood Zone 2 (or land at a greater risk of flooding, i.e.

FZ3a or FZ3b). There is a small stream that runs alongside the site’s western/north-western boundary. FZ1 16.6ha (100%)

FZ2 0ha (0%)

FZ3a 0ha (0%) FZ3b 0ha (0%)

F – Infrastructure requirements

Roads: The site, and its proposed access arrangements discussed at B does not directly adjoin any A or B-

classification roads. The only road that the site directly adjoins is an unnamed track and unclassified road which extends north of Skeavington’s Lane and provides access to Poplars Farm. The second access point will see an extension of Woodside Crescent into the site, which itself leads onto Heanor Road, which is an A-

classified road (A6007).

Public transport:

The site’s access to public transport is relatively good, with access into Ilkeston, Heanor, Mansfield, Derby and Nottingham available from the nearest bus stop on Heanor Road (A6007) which is west of the western portion

of the site. The bus stop is 480m from the suggested boundary of SGA7. The eastern portion of the site relates well to Skeavington’s Lane, and several Trent Barton services (‘the Ilkeston Flyer’ and ‘the Two’) provide direct routes firstly to Ilkeston, and then Derby and Nottingham. The stop is located on Skeavington’s Lane and

located around 300m from SGA7.

School provision:

Cotmanhay Infants School is within the settlement of Ilkeston. SGA7 lies to the north of the school. There is little scope for increasing the capacity however, as the School is generally surrounded in all directions by

highways and neighbouring residential development. Space within the curtilage of the School is limited, and whilst modest physical extensions appear possible, a new block could not be accommodated within the grounds.

Primary School: Cotmanhay Infant School Capacity: 240

No. of pupils: 321 Places created from development: 147 New number of pupils: 468

Secondary School: Ormiston Ilkeston Enterprise Academy Capacity: 820 No. of pupils: 631

Places created from development: 112 New number of pupils: 743


Green Infrastructure (GI):

A Public Right of Way (PRoW) runs parallel to the site’s boundary from its northern tip to the south-eastern corner onto Skeavington’s Lane. A separate PRoW also crosses the site at its south-eastern corner. The surrounding Green Infrastructure assets allows people to walk to the Erewash Canal down Long Lane (north of

the site) and access the town of Eastwood and vicinity via a pedestrian-only railway bridge. There are excellent connectivity opportunities between SGA7 and the Erewash Valley Trail and the Nutbrook Trail by accessing the Erewash Canal. Should this site be developed, improving connectivity and knowledge of

these sites amongst local residents could enhance people’s health and wellbeing by encouraging walking or cycling as a more predominate form of local travel. These two trails are currently under-utilised and could act as a key method of sustainable transport and movement between the three towns of Long Eaton, Sandiacre

and Ilkeston.


The information connected to G is presented by Map 3. This will include where the nearest following facilities are in relation to the site:

Primary school: Cotmanhay Infant /Junior school (0.9km) Secondary school: Ormiston Ilkeston Enterprise Academy (4.14km) Bus stop: Hassocks Lane South (0.6km)

Public house: The Mallard (0.7km), Heanor Road Health facility: Cotmanhay Surgery (0.82km) Council-run sport/leisure centre: Victoria Park Leisure Centre (2.7km)

EELS site: EELS 064 – Works at Grenville Drive (1.74km) Superstore or Town/Local Centre: Tesco Superstore (2.68 km) Community Hall: Christ Church Hall (1.5km)

H – Green Belt

To check the unrestricted sprawl of large built up areas:

The development of SGA7 would result in the growth of the town of Ilkeston.


The Green Belt Map assesses the distance between the edge of Cotmanhay (Ilkeston), where the site is located, to two locations: 1. Eastwood (Broxtowe) and 2. Heanor (Amber Valley).

Green Belt openness before development on distance to A610 (Broxtowe) – 0.86 km Distance A – 0.92 km (increase of 7%) Distance B – 0.90 km (increase of 5%)

SGA7 development does not affect the openness of Green Belt when considering Green Belt between Cotmanhay and Eastwood. Therefore the towns do not merge together.

Green Belt openness before development on distance to Heanor (Amber Valley) – 2.08 km Distance C – 1.56 km (25% reduction).

Considering the information above, the worst case scenario for the development of SGA7 results in a 25% reduction in the openness of Green Belt, and the merging of the settlements, therefore a yellow rating has

been given, despite the development having no effect on the Green Belt gap between SGA7 and Broxtowe (A610).


For this exercise, the centre point of Ilkeston has been classified as 18 Stanley Close. The distance from the centre to the nearest point of SGA7 is 2.94km. The distance from this point to the furthest extent of the site on the basis of it being developed is 0.85km. This distance is equivalent to 28.9% of the existing distance

recorded between the centre point and current closest edge of the site.


The nearest Conservation Area is Eastwood Conservation Area at 1.85km from SGA7. Additionally, Ilkeston Town Centre Conservation Area is 1.86km. The development of SGA7 is thought not to have a significant

impact on the neighbouring Conservation Areas given the relatively long distance between them and the site.

To assist in urban regeneration by encouraging the recycling of derelict and other urban land:

There appears to be very little previously developed land within the suggested developable site boundaries of SGA7, confirming the vast majority of land is greenfield.

J – Landscape

Character Area: S Yorkshire, Notts & Derbyshire Coalfield / Nottinghamshire, Derbyshire and Yorkshire

Coalfield Landscape Type: Coalfield Estatelands

Key characteristics include: plantation woodlands, tree belts, fields of medium size defined by hedgerows, extensive areas of parkland and occasional country houses. There is also recognition of the coal mining past of

the area. It is thought that the Cotmanhay Wood has been present since the closure of a nearby colliery during the

c19th with its extent altering over time via its management and activities. Recently a flint implement was found at the edge of Cotmanhay Wood, indicating that the area was inhabited several thousand years B.C. The archaeological and historical value of Cotmanhay Wood should be fully investigated and wherever possible,

preserved. The Derbyshire Landscape Character Appraisal (DLCA) identifies that the prominent tree cover within this

landscape type provides a great native conservation value in what otherwise is a fragmented ecological landscape. Therefore maintaining tree cover on the SGA site is imperative to maintain the landscape’s character. The site has been split into two development parcels (whether these be developed separately or

simultaneously), consideration must be given to preserve the woodland surrounding the site. The woodland between the two parcels is classified as ancient. The DLCA acknowledges that ancient woodland is present in the Coalfield Estatelands, in particular in the area surrounding Shipley Country Park. Cotmanhay Wood is

situated approximately 2.5 miles from the Country Park.

The assessment recognises that the Coalfield Estatelands area is now heavily urbanised, i.e. Cotmanhay and

Ilkeston. The DLCA also acknowledges that more recent development, including modern housing and industrial estates, are widespread and are overwhelming areas to create a new urban edge to the countryside. SGA7 would adjoin Cotmanhay and be also be influential in how it contributes to the urban edges of the countryside

between Cotmanhay and Heanor. If further woodland is planted, then the woodland species mix advised by the DLCA should be complied with. A

hedgerow species mix is also advised upon in line with the DLCA recommendations. SGA7’s development would no doubt change the use of the surrounding area of Cotmanhay Wood but would be

in accordance with development across this landscape type. Therefore as long as development considers the conservation of ancient woodland and historical archaeology then the development will not significantly serve to alter the landscape type of this area.

Useful source for Cotmanhay’s history: http://www.bbc.co.uk/derby/communities/places/c/cotmanhay/cotmanhay_centre.shtml

K – Contamination

Land within SGA7 has historically occupied an agricultural use with a central area consisting of dense woodland, something confirmed by historic mapping and aerial photography. It is thought Woodland Farm

managed the farmland situated west of Cotmanhay Wood, while Poplars Farm managed land east of the wooded area.

With the extent of SGA7 largely free from built development, it is extremely unlikely that land here will have been subjected to any activities which would result in ground contamination.

http://www.bbc.co.uk/derby/communities/places/c/cotmanhay/cotmanhay_centre.shtml

SGA7 - Map 1

Scale: 1:7000



SGA7 - Map 2 (north)

Scale: 1:17000



SGA7 - Map 2(south)


2019-10-22 11:54:54Scale:


1:12500Printed on:

SGA 7 Map 3Scale: 1:21208Printed on: 27/2/2019 at 13:57 PM by epoxon © Astun Technology Ltd


200 m1000 f t

SGA7 - Green Belt

Scale: 1:17000



Site: SGA9 – Hopwell Hall

Theme

Information


Defensible boundaries are presented on Map 1. Details of individual sections of boundary are as follows:

A – Section of fencing surrounded by ‘gappy’ boundary vegetation which in places becomes dense. B – A dense row of mature trees screening Hopwell Hall and Hopwell Hall Farm. C – Boundary follows line of internal access road within Estate – road is submerged and largely hidden from

view by eastern end of a narrow woodland plantation. D – Section of boundary constitutes the edge of a woodland plantation with adjoining arable farmland. E – Conventional section of hedgerow with occasional isolated hedgerow tree.

F – Narrow tree plantation which provides shelter to a minor brook (a tributary of the Ock Brook). G – Long section of Ock Brook lined by wooded areas and intermittent ponds. H – Field boundary with dense hedgerow vegetation along its length.

I – Separation of Naylor’s Plantation from pasture field immediately south. J – Wide section of boundary vegetation of relatively modest height. K – Fairly strong section of hedgerow with occasional mature hedgerow trees.

L – The join of a small area of woodland plantation and neighbouring arable farmland. M – Section of conventional hedgerow which separates arable and pasture farmlands south of Scotland Farm. N – Reasonably strong line of mature trees of various height, although evidence of some minor gaps along its

length. O – Section of ‘twin’ vehicular tracks which serve an agricultural warehouse just beyond the current settlement boundary of Ockbrook and the western approach to Hopwell Hall.

P – Combination of domestic boundary treatments (fences, brick walls and hedges) separating properties along The Ridings from arable farmland immediate east. Q – Established section of hedgerow and adjacent open drain channel (draining into the Ock Brook) with

hedgerow trees increasing in frequency further east. R – Section of hedgerow which towards its western-most area becomes fairly ‘gappy’ in appearance. S – Strong section of dense hedgerow dividing arable farmland (to north) and pasture fields (to south).

Based on the information above, a suggested site boundary is presented by Map 1. The alignment of the suggested boundary has been strongly influenced by material submitted to the Borough Council by the site

promoter. With this site classed as a ‘New Settlement in the Green Belt’, future development would serve to establish a new boundary around the entire perimeter of SGA9 which consists of all assessed sections (A to S).

As a result of the above work the suggested site boundary of SGA9 sizes the site at approx. 96ha. Materials submitted by the site promoter suggests the site could accommodate approx. 3,000 to 3,500 housing units, whereas applying a 35 dwellings per hectare calculation generates 3,360 housing units.

B – Vehicular access

arrangements

Map 2 shows proposed vehicular access arrangements to and from SGA9. In assessing the vehicular access arrangements, regard has been had to information supplied by the site promoter as part of a booklet setting

out the strategic vision a future development would follow. Understandably for a proposal of this scale, the vision addresses the subject of highways and suggests a number of options are being explored and considered. However, the promotional material states that the currently preferable option is to see the whole site (3,000 to

3,500 homes) served by a single means of vehicular access. Two alternatives which are felt to provide a suitable highways-based solution to the anticipated increase in journeys are put forward, and both will be considered here. Firstly, it is necessary to mention a third point of access (AP3) to SGA9 and that is the

current access from The Ridings from the west of the site. This is an established track which serves a silo facility, Hopwell Nook before eventually arriving at Hopwell Hall itself. Site promoters see this access perhaps serving a dedicated bus-only link and pedestrian/cycling purpose – with no site access/egress proposed for

private vehicles to join the localised road network within Ockbrook. AP1: This would involve the provision of a road link(s) which would join SGA9 to a new T-junction south of

the site with the A52 (Brian Clough Way). Such a junction as shown by promotional material would involve a substantial re-engineering of a small section of strategic road network and allow for the installation of a major

signal-operated junction with all movements through it controlled. This would fundamentally alter the dynamic of traffic flow along this stretch of trunk road, with free-flowing east-west traffic between M1 J25 and Derby Pentagon roundabout subject to truncated movements allowing access to and from SGA9. The specification of

the junction show an off-set layout moved north of the current road line, with sizeable dual-lane central filter for right/north turning traffic travelling towards Derby. Eastbound traffic accessing SGA9 has an inside filter lane.

AP2: This would involve the installation of a new three-arm roundabout linking a road access serving SGA9 with Nottingham Road (B5010). The roundabout shown within the promotional material has been designed to

meet the specifications of the Design Manual for Roads and Bridges, demonstrating that the roundabout in isolation would be an acceptable way to join a new road to an existing B-route. However, the arising impacts on the local road network affecting Risley and Borrowash are considered in the next section at (C). The

specifics of this roundabout see the alignment of existing road positioned slightly northwards, with two-lane

approaches created on all joining/leaving arms. Provision could be made for shared cycle/footway on either

side of a new access road to meet the existing facilities which run parallel to the B5010. AP3: As mentioned above, a pair of tracks run from The Ridings and provide access to agricultural buildings

located between the settlement limits of Ockbrook running all the way to Hopwell Hall. It is acknowledged by site promoters that this access would only serve a complimentary role to those tasked to facilitate car journeys leaving/entering SGA9. The southern-most lane, wider upon its entrance with The Ridings, appears to be the

more advanced in terms of accepting buses serving the site. However, whilst the access immediately south of 84 The Ridings has benefits over the access on its northern side (the two eventually meet around 150m east), it is currently unsuitable to provide vehicular access into SGA9. The highway width of The Ridings is around

4.5m with any parked car vastly reducing passing space for a motor vehicle of any size. A site visit coincided with a home grocery delivery van being parked outside one of the homes on the western side of The Ridings, half-mounted on the pavement. This caused difficulties to passing traffic, so the prospect of buses regularly

using this section of road may actually serve to compromise highway safety. In any event, the current junction between the southern track access and The Ridings does not meet the necessary specification to allow longer vehicles to safely navigate through it. Due to this, it would be expected that additional third-party land would

be required (domestic properties north and south of current access point), adding complications in that works would in all likelihood need to demolish homes in order to create a safe junction.


analysis

As discussed previously at A, the suggested capacity of SGA9 is 3,360 homes. Whilst this is an approximation, it provides a basis in which to begin to understand arising impacts from the scale of traffic likely to be

generated by a development at this location. Identically to other SGA assessment work, this assessment utilises the assumption that one car will wish to exit the site during the Peak AM hour, which results in a scenario of 3,360 cars attempting to leave SGA9 to join the surrounding road network. Material from the site

promoters indicates that after the use of the 6Cs Design Guide, the figure in their view, is more realistically placed around the 1,700 peak time traffic movement level. In following either scenario, the scale of additional traffic will place severe pressures on the newly-created junctions described at B. Not only will junctions J1 & J2

have to manage the flow of significant traffic movements, but once vehicles pass through these new access points onto the highway network, the traffic will then place extreme pressures on a series of junctions radiating away from SGA9 towards Derby, Nottingham and smaller settlements closer to the site. While the site

promoters have hinted that a single access could accommodate all forecasted traffic movements, there is tacit recognition that both J1 and J2 would need to work in tandem to help adequately distribute vehicles onto the highway network. This is more realistic given the scale of the proposals. However, whilst construction of two

new junctions (and a complimentary western access to Ockbrook - largely as a dedicated bus-only corridor), would allow traffic to exit (and enter) at a particular rate depending on joining arrangements (J1 is subject to

signalled movements, while J2 sees a give-way relationship predicated on roundabout behaviour), of greater

concern is the impact of traffic generated by SGA9 over the localised highway network. Other SGA assessments at C have looked in detail at the projected scale of vehicles passing through junctions

found nearest the site. It is felt in this instance that this exercise would be unnecessary due to the extremely high volumes of vehicles that nearby junctions would face in the event of future development at SGA9. Under both scenarios (1,700 peak time movements from site promoters and the 3,360 cars calculated using a 1:1 car

trip ratio), the network of junctions likely to fail would stretch a considerable distance away from SGA9 – radiating along all arms of the highway network. Therefore, the validity of an exercise looking in detail at this for the purposes of SGA assessment is questionable in the sense that the number of off-site junctions requiring

substantial re-modelling would be so voluminous that the financial burden this would place a future developer under would render the site wholly unviable. Because of the site promoter’s own uncertainty in understanding which junctions are necessary to adequately manage the expected generation of traffic, modelling scenarios

are simply kept to a basic description rather than in-depth, numerical profiling. With differing number of forecasted cars established by the methodology used by the SGA and that suggested

by the site promoters, the task of determining the level of stress the new junctions will be expected to manage will split the difference between 1,700 and 3,360 vehicles and work to a figure of 2,530.

Option A: Single access option between SGA9 and A52 (AP1)


J1 2,530

This option would see 1,265 vehicles head eastwards towards M1 J25 with the same number travelling towards

Spondon roundabout – although there are southbound exits at Cole Lane, Victoria Avenue and Borrowash Road where vehicles could leave and join the local road network. This would place severe pressures on the M1/A52 interchange and Spondon roundabout – the latter providing opportunities to access Acorn Way and South-East

Derby. Option B: Single access option between SGA9 and B5010 (AP2)


J2 2,530

This option would see 1,265 vehicles head eastwards towards Risley crossroads with the same number

travelling towards the A6005/B5010 junction within the village of Borrowash. Eastbound traffic would subject severe stress on the B5010 junction with Hopwell Road (taking traffic towards Draycott) and the B5010 junction with Breaston Lane (taking traffic towards Breaston) before residual traffic reaches Risley crossroads –

an already pressured signal-controlled junction. Westbound traffic would arrive on the eastern side of Borrowash. Some traffic would turn across oncoming vehicles to head northwards along Cole Lane where westbound access to the A52 is possible. The residual traffic would continue into the centre of Borrowash

where onward access to the A52 (east & west) via Victoria Avenue, Spondon and the A6/A50 can be achieved. Option C: Combination of both accesses serving SGA9 (AP1 & AP2)


J1 1,265

J2 1,265

This option disperses SGA9-generated traffic onto a wider section of the local road network, although the east-

west parallel alignment of the two distributor roads (A52 and B5010) would give rise to the mixing of westbound and eastbound traffic owing to the highway linkages – most notably westbound traffic where several roads (Cole Lane, Victoria Avenue and Borrowash Road) connect the A52 to the A6005/B5010.

D – Ecological

conditions & biodiversity off-setting

The site is a mixture of farmland and former Estate parkland, and as described below, its use doesn’t readily

support statutory or non-statutory wildlife designations. However, it shouldn’t be assumed that because of this then the site doesn’t currently support biodiversity networks as the information below outlines.

Non-statutory: Derbyshire Local Wildlife Sites (LWS) Derbyshire Wildlife Site ER084 (Waterloo Plantation) overlaps the suggested site boundary of SGA9 in its far

north-eastern corner. ER084 is located on the north-east side of Hopwell Hall, and it is unlikely that new development would occur in this part of SGA9 as this is within the immediate domestic curtilage of the Hall which it is assumed would remain present beyond any future development of the wider site. A trio of local

wildlife sites (ER210-12) can be found between 200m and 400m east of SGA9.

Statutory:

Sites of Special Scientific Interest (SSSI) No SSSI’s are found either on the site or within a short distance of the suggested boundary.

Local Nature Reserves (LNR) No LNR’s are found either on the site or within a short distance of the suggested boundary.

Regionally Important Geomorphological Sites (RIGS) No RIGS are found either on the site or within a short distance of the suggested boundary.

Part of site classified by the Priority Habitat Inventory as ‘good quality semi-improved grassland (non-priority)’. Other areas of the site have been flagged for classification by the National Forest Inventory. This sees small parcels of woodland categorised as ‘Broadleaved’, ‘Mixed, mainly Broadleaved’ and areas of ‘Young trees’.

Some of these areas are also classified by the Priority Habitat Inventory as ‘Deciduous Woodland’. Identified as a site for priority species targeting: lapwing, redshank birds.

Known farmland birds: Grey partridge and lapwing.

Land within SGA9 is clearly of varied ecological interest. A lack of statutory or non-statutory designations suggests a deficit of biodiversity, but the groupings of woodland plantations scattered across the site would almost certainly support ecology in its broadest sense, particularly through providing habitats to farmland bird

species. With different stages of maturity, it would be sensible to wherever possible preserve the site’s plantations throughout future phases of development and ensure each has an appropriate open setting to allow the plantations to continue supporting vital ecosystems as well as provide the right balance in softening the

impact of new development on the landscape in this part of the Borough. Recognition of the various woodland types by Natural England does demonstrate that the site has ecological interest.

The vastness of SGA9 does allow consideration to be given to creating new features which serve to enhance biodiversity across the site. This could be in many forms, with a mixture of small waterbodies (although the topography may naturally complicate this), a network of semi-natural spaces throughout a development and

small-scale interventions (i.e. butterfly bunds) to promote biodiversity. As suggested later at (F), the need to create an internal Green Infrastructure network offers an opportunity to strengthen the site’s ecological ‘offer’ and this could involve formally linking the various wooded plantations together to create a green network

permeating throughout SGA9.

Individual households can also make notable contributions to biodiversity gain (particularly on sites of several thousand new homes), and examples of this can be found in a publication produced by The Wildlife Trust entitled ‘Homes for People & Wildlife – How to build housing in a nature-friendly way’.

E – Flood risk

Of particular relevance to flood risk involving SGA9 is the presence of the Ock Brook which forms a sizeable amount of the site’s suggested west and north-western boundary. While not classified as a ‘main river’, the

Ock Brook (a tributary of the River Derwent) still results in land immediately on both sides of the watercourse being located within Flood Zones 2 & 3. With the only flood mapping available that of the EA’s more generalised version, this assessment is unable to disaggregate Flood Zone 3 into sub-zones 3b and 3b.

However, in response to the channel the Brook sits within, the extent of Zones 2 and 3 are almost identical in profile. These do fall within the extent of SGA9’s suggested boundary, although result in only minimal coverage of the overall site area. Despite the relative lack of Zone 2 & 3 coverage, it must be borne in mind that the

topography to the east of Ock Brook is that of gentle sloping agricultural land which between the watercourse and Hopwell Hall (in the far east of SGA9) sees a difference of around 40m. The profile of land sees natural drainage occurring westwards, and any future development of SGA9 would potentially see additional run-off

channelled towards the Ock Brook through the urbanisation of land and substantial loss of permeable ground. SGA9 would therefore require substantial effort to allow the capture and storage of rainwater to offset pressures on the Ock Brook and ensure lower ground closer to the village of Ockbrook is not subjected to

increased flood risk and flooding events.

FZ1 90ha (93.7%) FZ2 5ha (5.2%) FZ3a 1ha (1.1%)

FZ3b 0ha (0%) Given the limitations of the EA’s Flood Map, the proportion of SGA9 that is subject to flood risk has been

apportioned above to the category of FZ3a rather than the functional flood plain (FZ3b).

F –


Roads:

The site would require the construction of an access road(s) stretching southwards beyond the developed area of SGA9 before reaching either the B5010 Nottingham Road or A52 depending on the preferred choice of

highway access.

Public transport:

Other SGA sites have typically been assessed as whether or not scope exists to ‘plug’ in to local services depending on the current level of pedestrian/cyclist access available to each. The scale of SGA9 means this is

unrealistic. The site is largely remote from the bus network, and Ockbrook (the nearest village) is served only by a rather infrequent localised service running between the village and Borrowash. The i4 Trent Barton service runs to a 20 minute frequency throughout the day, linking Derby to Nottingham along the B5010. At its

nearest, the distance from SGA9’s southern boundary to the B5010 is 0.5km, whilst those homes located along the northern boundary would have to walk or cycle 1.7km to reach the current bus stops that the i4 services. Those located centrally within the site would typically have to travel around 1.1km to their nearest

bus stop. This is clearly impractical and resultantly requires a new service to circulate around SGA9 reducing the distance for potential passengers to no more than 400m. Given the suggested size of SGA9, it is unrealistic to expect a substantial re-routing of the i4 service throughout the development owing to the additional time

this would add to the current timetabled journey. This leaves the provision of a new public transport route to serve SGA9 as the only realistic option which ensures a large-scale development has access to sustainable modes of transport. Such services are now run on a commercial basis with reducing subsidies available from

local transport authorities. As seen with other major developments, those promoting new housing schemes of several hundred homes are now expected to fund the introduction of either a new service, or alterations to an existing service. This is to reduce the risk on the bus operator, who will wish to evaluate the commercial

success of a route before then assuming the primary financial role for its ongoing operation. Mention is made within the promotor’s publicity material that the site will also host a Park & Ride site and that potential links could be created in the long-term to route a future westward expansion of the Nottingham Express Transit

(NET) network into the site. However, little detail of either is available at this stage so it is unknown what financial implications the provision of these forms of transport infrastructure would have on the site itself, or whether third-party investment would be available to reduce funding pressures on a site developer(s).

School provision:

It is clear that the proposed scale of development at SGA9 would necessitate a substantial investment in new education facilities serving those of schooling age living on site. Other nearby primary schools are small in size,

supporting relatively modest pupil rolls – for example, the site would generate pupils for Redhill Primary in Ockbrook (pupil capacity of 210) and Ashbrook Infant & Junior in Borrowash (combined pupil capacity of 372). With each of these education facilities operating either just under or at their capacities, the need for a new

school is clear.

The concept of the Hopwell Village project is that it would be just that, a new village and one which shouldn’t

be seen as an extension of Ockbrook – particular in that more homes are planned at Hopwell than currently exist within Ockbrook. Therefore, SGA9 should be viewed as a separate, self-sustaining locality and because of this it can be concluded that there is no school (suitable or otherwise for expansion) within an adjacent

settlement as SGA9 should not be seen as facilitating an enlarged Ockbrook. Regarding secondary school provision, recent work carried out by South Derbyshire District Council (SDDC) in

connection with a constrained current capacity of comprehensive and post-16 places has used the general ratio that 1 in 5 new homes at strategic development sites will generate an 11-18 year old pupil. Identically to meeting primary provision, the scale of development is almost certain to require the construction of a new

comprehensive facility. Applying the ratio used by SDDC to the 3,360 homes mentioned at (A) generates a demand for 672 places (3,360 x 0.5) – a figure which would in all likelihood prompt the local education authority to request the provision of a new comprehensive school. The nearest facility to the site is Friesland

School which is around 100 pupils short of capacity, although another nearby facility is West Park Community School in Spondon (in the Derby City education authority area), and this is currently operating in excess of its capacity. Both schools are situated in edge-of-urban areas and with sizeable grounds around each, potential

could exist to develop new buildings which accommodate the numbers of 11-18 pupils generated by SGA9. However, such an approach would encourage off-site journeys by private car to access both schools, contributing to concerns over localised congestion at nearby junctions and sections of road. To off-set the

number of trips made to nearby facilities, it would represent a wholly more sustainable approach to siting a new comprehensive school within the boundaries of SGA9.

Green infrastructure

A network of PRoW route across SGA9. These are mainly east-west in orientation with Ockbrook Footpath (FP) 13 & Bridleway 27 providing access from the village to the curtilage of Hopwell Hall situated in the far east of

the site. These link into the wider PRoW network at both ends of SGA9, with onward access towards Dale Abbey, Risley and Draycott throughout the countryside in central Erewash. Due to this, the site does enjoy good levels of access around the Borough, although development would fundamentally alter the rural character

of land in this part of Erewash. Due to the impact SGA9 would likely have on the local road network, the development of a strong, complimentary GI network throughout the site would hopefully reduce the number of internalised private car journeys made. Ideally, this would be reflected in the external links to nearby

destinations, but the location of SGA9 is rather distant to locations like Nottingham or Derby where residents of a development are likely to work. The site is also fairly remote to established GI routes such as the former Derby & Sandiacre Canal and Great Northern Greenway – arguable Erewash’s two most notable east-west

corridors, both of which help to form closer associations with nearby large urban areas.

https://www.derbyshire.gov.uk/site-elements/documents/pdf/council/have-your-say/consultation-search/consultation-search-index/consultation-on-the-south-derbyshire-secondary-education-strategy.pdf

G – Community

facilities


Primary school: Redhill Primary School, The Ridings, Ockbrook (1.3km) Secondary school: Friesland School, Nursery Avenue, Sandiacre (4.3km)

Bus stop: Nottingham Road (B5010) (1.1km) Public house: Royal Oak, Green Lane, Ockbrook (1.65km) Health facility: Overdale Medical Practice, Victoria Avenue, Borrowash (2.5km)

Council-run sport/leisure centre: Sandiacre Friesland Leisure, Nursery Avenue (4.3km) EELS site: EELS 006, Draycott Mills, Market Street, Draycott - (3.2km) Superstore or Town/Local Centre: Borrowash Local Centre (3.1km)

Community Hall: Parish Hall, Church Street, Ockbrook (1.3km) A site of such size would, as discussed earlier at F, no doubt require the provision of new facilities. The possible

scale of development is of such a level that it would be unrealistic operationally to expect facilities such as current GP’s or primary schools to be expanded at their current locations due to potential limitations on space and access. It would also contribute to more sustainable patterns of travel to make provision for new

community facilities on-site, encouraging alternatives to private car usage required for longer journeys to off-site facilities.

H – Green Belt


Whilst SGA5 would not contribute to the growth of any single city, town or village given that its promoters see it very much as its own entity despite the nearby settlement of Ockbrook, it should therefore be seen as a free-standing settlement out within designated Green Belt land almost exclusively greenfield in status.


SGA9’s suggested site size of approx. 96ha would undoubtedly impact substantially on the openness of land east of Ockbrook, extending the village to all intents and purposes as well as urbanising a vast area of land stretching out into the Erewash countryside. Such a sizeable development within the Green Belt would

fundamentally alter the relationship of Ockbrook with other nearby settlements, with current GB corridors greatly reduced as a consequence. These are shown in SGA9’s Green Belt map and described below.

The current GB gap between Ockbrook and the most immediate settlement of Risley, located to its east (respecting the east-west development pressures and the priority of maintaining openness between

Nottingham and Derby, as well as those settlements in-between) is 3.54km. The possible development of

SGA9 as suggested by Map 1 and the consequential removal of land from the Nottingham-Derby GB would reduce this to a width of 2.02km – lessening the gap by 42.9%, a substantial narrowing.

It is also sensible to consider the impact SGA9’s possible development would have on north-south GB corridors within Erewash. With the GB gap between neighbouring Borrowash and Ockbrook stretching to only 40m (across the A52 at the Victoria Avenue junction), SGA9’s extent would not serve to lessen this further.

However, the relationship between Ockbrook and Borrowash is worthy of consideration. Currently, the GB corridor is 2.49km and development as per the suggested boundaries of SGA9 would reduce this to 1.99km – lessening the gap by 20.1%, and similarly to the east-west relationship, causing a notable narrowing.

A: Current gap – 3.54km

Revised gap – 2.02km (reduction of 42.9%) B:

Current gap – 2.49km Revised gap – 1.99km (reduction of 20.1%)


SGA9 is slightly different to other assessed SGA sites in that it has no physical connectivity to an existing settlement and sees itself very much as a new village. Its vastness in scale (at approx. 96ha) within the Green Belt would no doubt encourage development either to radiate outwards from nearby Ockbrook over the longer-

term, or even act to see further expansion of SGA9 in other directions out into the neighbouring countryside. For these reasons, possible development of the site cannot be seen to be assisting the safeguarding of countryside from encroachment as it will create its own sizeable and influential development ‘mass’ which

poses danger in the long-term for protecting Green Belt throughout the south of Erewash.


The western-most point of SGA9 is around 350-400m away from Ockbrook Village Conservation Area (CA). This is a small gap, and the scale of the proposed development at over 3,000 homes could threaten the current

historic conditions found within the CA, particularly through the notable alterations to its setting.

To assist in urban regeneration, by encouraging the recycling of derelict and other urban land:

The overwhelming majority of land falling within the boundaries identified by Map 1 is greenfield in status, demonstrating that SGA9’s possible future development would not provide any stimulus in encouraging the

recycling of derelict and other urban land within Erewash Borough.

J – Landscape

As demonstrated by Map 1, SGA9 spans two separate Character Areas which also results in land falling into

two separate Landscape Character Types. The vast majority of land (approx. 90%) forms part of the South Yorkshire, Nottinghamshire and Derbyshire Character Area and has been assessed as Plateau Estate Farmlands. The remaining 10% of land located furthest west (on the fringe of Ockbrook settlement) sits

instead in Trent Valley Washlands area and Lowland Village Farmland type. Focusing firstly on the Plateau Estate Farmland, which is the predominant landscape type, SGA9 is broadly

typical of the type’s main characteristics. Fields display mixed farming types; some arable with the remainder in a pasture use. Enclosure patterns within the suggested boundaries are varied, with irregularly shaped fields notable across this site. Little evidence exists to suggest hedgerow removal, something common in areas of

more intensive agriculture. Also contributing the patterns of enclosure are the occasional wooded plantations, several of which can be found between Hopwell Hall and the edge of Ockbrook’s built-up area. These appear to be in different stages of maturity, so some plantations will require further growth before establishing

themselves as part of the landscape in this part of Erewash. Elsewhere, few trees can be spotted. Occasional hedgerow trees are positioned between fields, but hedgerows generally consist of bushy vegetation. The land

here conforms to the topographical characteristics of Plateau Estate Farmland, with a distinct sense of elevation moving eastwards towards Hopwell Hall. Land in the east of the site affords long distance views over the surrounding lower lying land down towards the Trent Valley and westwards into the urbanised environment

of Derby. A smaller amount of land sits within Lowland Village Farmlands. This sweeps around the eastern fringes of

Ockbrook Village on either side of the Ock Brook. It is difficult to establish strong comparisons between what is evident across this part of SGA9 and the main characteristics attributed to it through the Derbyshire Landscape Character Appraisal (LCA) – this is most notable through agricultural characteristics with few discernible

differences between the two identified types. Complicating this task further is the rather narrow band of land the type is confined to, and this has been heavily influenced by agriculture and adjacent built environment on the edge of Ockbrook. The identified area within SGA9 is largely flat, and other than the river terrace of the

Ock Brook with dense collections of watercourse trees along its length, trees are fairly limited throughout.

SGA9 sits within a wider area of the Borough which has been assessed as having an ‘average’ quality

agricultural land. Much of Erewash’s agricultural land has been graded as average (Grade 3), ensuring it isn’t considered as the best or most versatile land to assist with agricultural production.

K – Contamination

Land within SGA9 has historically been in parkland use (Hopwell Hall was an educational institution from 1921 until the 1990’s when it became a private residence) with land between the Hall and the edge of Ockbrook Village becoming increasingly agricultural in character. This has seen the partial or whole removal of several

plantations to facilitate more intensive farming activities and practices within the area. The past and current use of land within the suggested boundaries of SGA9 make the presence of ground contamination extremely unlikely.

SGA9 - Map 1

Scale: 1:10000



SGA9 - Map 2

Scale: 1:13500



SGA9 - Map 3

Scale: 1:26000



SGA9 - Green Belt map

Scale: 1:24000



EREWASH BOROUGH COUNCIL STRATEGIC GROWTH … · Each SGA assessment provides wide-ranging information connected to individual sites and is also accompanied by mapping which helps

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