iv nata supporting documentation

IV NATA Supporting Documentation WORKSHEET Scheme: Community Infrastructure Fund Objective: Environment Date: May 2009 Option: Carleton – Do Minimum Sub-objective: Biodiversity

Area Description of feature / attribute

Scale (at which

attribute matters)

Importance (of

attribute)

Trend (in relation to

target)

Biodiversity and earth

heritage valueMagnitude of impact

Assessment score

Lane joining London road and Cumwhinton Road

Ancient Hedgerow (Cumbria BAP habitat) along both sides of lane proposed for widening.

Local Moderate Declining Lower Major Negative

Slight Negative


Mature Ash trees Local Minor Declining Lower Minor Negative

Slight Adverse


Improved grassland Local Minor Increasing Negligible Neutral Neutral

Reference Source(s): Google Earth. http://earth.google.com/Multi Agency Geographic Information for the Countryside (MAGIC). www.magic.gov.uk/Field notes and photographs acquired during a site walkover on 12th May 2009 TAG Unit 3.3.10 The Biodiversity Sub –objective. http://www.lbap.org.uk/Ordnance Survey maps http://www.ordnancesurvey.co.uk/oswebsite/Cumbria Biodiversity Action Plan http://www.wildlifeincumbria.org.uk/cbap/index.asp Summary assessment score: Slight Adverse

http://earth.google.com/

http://www.magic.gov.uk/

http://www.lbap.org.uk/

http://www.ordnancesurvey.co.uk/oswebsite/

http://www.wildlifeincumbria.org.uk/cbap/index.asp

Qualitative comments: No statutory or non-statutory sites of nature conservation will be affected by the proposal. Some loss of local

features All data was collected by desk-based study of online sources and publications (utilising aerial imagery) and from a walkover of the site

route. There are no statutory or local designated sites identified within a 1km radius of the route. No ponds or waterbodies were identified within 500m of the proposed works. Consultation was not undertaken as part of this exercise.

WORKSHEET Scheme: Community Infrastructure Funding Bid Objective: Environment Date: May 2009 Option: Carleton – Do Something Sub-objective: Biodiversity


Scale (at which

attribute matters)

Importance (of

attribute)


target)



Assessment score


Ancient Hedgerow (Cumbria BAP habitat) along both sides of lane proposed for widening.

Local Moderate Declining Lower Major Negative

Slight Adverse


Mature Ash trees Local Minor Declining Lower Minor Negative

Slight Adverse


Improved grassland Local Minor Increasing Negligible Neutral Neutral

Reference Source(s): Google Earth. http://earth.google.com/Multi Agency Geographic Information for the Countryside (MAGIC). www.magic.gov.uk/Field notes and photographs acquired during a site walkover on 12th May 2009 TAG Unit 3.3.10 The Biodiversity Sub –objective. http://www.lbap.org.uk/Ordnance Survey maps http://www.ordnancesurvey.co.uk/oswebsite/Cumbria Biodiversity Action Plan http://www.wildlifeincumbria.org.uk/cbap/index.asp Summary assessment score: Slight Adverse Qualitative comments: No statutory or non-statutory sites of nature conservation will be affected by the proposal. Some loss of local

features






All data was collected by desk-based study of online sources and publications (utilising aerial imagery) and from a walkover of the site route.

There are no statutory or local designated sites identified within a 1km radius of the route. No ponds or waterbodies were identified within 500m of the proposed works. Consultation was not undertaken as part of this exercise.

WORKSHEET Scheme: Community Infrastructure Fund Objective: Environment Date: May 2009 Option: Carleton – Do Minimum Sub-objective: Heritage of Historic Resources

Part 1 Part 2 Part 3

Feature Description Scale it matters Significance Rarity Impact

Form

Poplar House Farm Enclosures, St Cuthbert Without. HER Number: 4117

Local policies at county and district level seek to preserve archaeological remains or buildings of historic interest either in situ or, where this is not viable, through record following appropriate archaeological investigation. These policies are local expressions of national policy aims as set out in PPG15 and PPG16.

Local Common locally andnationally.

Neutral as no ground disturbance is planned near to where the cropmarks were identified.

Survival Unknown As above As above As above As above

Condition Unknown As above As above As above As above

Complexity Unknown As above As above As above As above

Context Unknown As above As above As above As above

Period Prehistoric As above As above As above As above



Form

Poplar House Farm Linear Crop Marks, St Cuthbert Without. HER Number: 4118









Period Post Medieval As above As above As above As above



Form

Plumpton Roman alter find. HER Number: 5799



Neutral as no ground disturbance is planned near to where the alter was found.





Period Roman As above As above As above As above



Form

Possible circular cropmark enclosure revealed during an examination of a single air photograph. NMR Number: NY 45 SW 21

Local policies at county and district level seek to preserve archaeological remains or buildings of historic interest either in situ or, where this is not viable,



Part 1 Part 2 Part 3 through record following appropriate archaeological investigation. These policies are local expressions of national policy aims as set out in PPG15 and PPG16.








Form

Carleton Farmhouse and adjoining barns. Grade II listed. Features Dressed red sandstone, graduated slate roof, cream brick chimney stacks. 2 storeys, 3 bays. The entrance has a moulded stone surround with ornamental frieze and moulded pediment, moulded surrounds to windows and projecting ashlar courses connect entrance with window above. C2O glass door and replacement single-pane sashes. Coped gable with kneelers. L-shaped barn to left shares common roof and front wall. Sandstone rubble walls, graduated slate roof: arched cart entrances, slit vents: nearest farmhouse has C2O door and steel casement windows with plank loft door above. Lower, set back barn to right of similar details with ground floor plank doors



Neutral, as no works are planned near to the grade II listed farmhouse.


and windows, slit vents above. IoE Number: 77603

Survival Complete As above As above As above As above

Condition Good As above As above As above As above


Context The farmhouse is set in a rural environment on the western side of the A6.

As above As above As above As above

Period Post Medieval-1770’s As above As above As above As above

Reference Source(s):

• English Heritage’s online search facilities PastScape: http//www.pastscape.org.uk/(accessed 6th May 2009) • English Heritage’s online search facility Images of England: http://www.imagesofengland.org.uk/ (accessed 6th May 2009) • Old maps: http://www.old-maps.co.uk/ (accessed 6th May 2009) • Archaeology Data Service (ADS): http://ads.ahds.ac.uk/ (accessed 6th May 2009) • Planning Policy Guidance 15: Planning and the Historic Environment • Cumbria County Council Historic Environment Record (HER) (accessed 6th May 2009) • Multi-agency Geographic Information for the Countryside: www.magic.gov.uk (accessed 6th May 2009)

Summary assessment score: Neutral

Qualitative comments: It is predicted that there will be no impacts on heritage features as a result of the works.

http://www.old-maps.co.uk/

http://ads.ahds.ac.uk/

WORKSHEET Scheme: Community Infrastructure Fund Objective: Environment Date: May 2009 Option: Carleton – Do Something Sub-objective: Heritage of Historic Resources



Form

Poplar House Farm Enclosures, St Cuthbert Without. HER Number: 4117








Period Prehistoric As above As above As above As above



Form

Poplar house farm linear crop marks, St Cuthbert Without. HER Number: 4118












Form

Plumpton Roman alter find. HER Number: 5799



Neutral as no ground disturbance is planned near to where the alter was found.





Period Roman As above As above As above As above



Form

Possible circular cropmark enclosure revealed during an examination of a single air photograph. NMR Number: NY 45 SW 21











Form

Carleton Farmhouse and adjoining barns. Grade II listed. Features Dressed red sandstone, graduated slate roof, cream brick chimney stacks. 2 storeys, 3 bays. The entrance has a moulded stone surround with ornamental frieze and moulded pediment, moulded surrounds to windows and projecting ashlar courses connect entrance with window above. C2O glass door and replacement single-pane sashes. Coped gable with kneelers. L-shaped barn to left



Neutral, as no works are planned near to the grade II listed farmhouse.


shares common roof and front wall. Sandstone rubble walls, graduated slate roof: arched cart entrances, slit vents: nearest farmhouse has C2O door and steel casement windows with plank loft door above. Lower, set back barn to right of similar details with ground floor plank doors and windows, slit vents above. IoE Number: 77603




Context The farmhouse is set in a rural environment on the western side of the A6.


Period Post Medieval-1770’s As above As above As above As above




Qualitative comments: It is predicted that there will be no impacts on heritage as a result of the works.



WORKSHEET Scheme: Community Infrastructure Fund Objective: Integration Date: May 2009 Option: Do- Minimum Sub-objective: Land Use Policy

Objectives Helped Objectives not affected Objectives Hindered Carlisle District Local Plan 2006 - 2016

POLICY CP6 Residential Amenity

The amenity of residential areas will be protected from inappropriate development where that development: 1. is for a use inappropriate for residential areas; and/or 2. is of an unacceptable scale; and/or 3. leads to an unacceptable increase in traffic or noise; and/or 4. is visually intrusive. The proposal will link with an existing road network into the city; the increase in traffic on this road will be minimal and will not lead to further impacts on neighbouring residential properties

POLICY CP4 Agricultural Land Permission will not be given for development where it would lead to the loss of the best and most versatile agricultural land, unless: 1. there is an overriding need for the development; and 2. there is insufficient land of a lower grade available; or 3. available lower grade land has a statutory landscape, wildlife, historic or archaeological designation. The scheme will not involve the use or loss of agricultural land.

POLICY H1 Location of New Housing Development New housing development will be located in sustainable locations in accordance with PPS3: Housing, Regional Planning Guidance and the Joint Structure Plan. During the Plan period 80% of new development will be located within the urban area of Carlisle, including allocated sites on the edge of the City referred to in Proposal H156. The remaining 20% will be permitted in the rural area of the District with the focus on the two Key Service Centres of Brampton and Longtown. In the remainder of the rural area small-scale development will be located in accordance with Policy DP1 and other policies of this Plan to ensure that: 1. the site is well related to the landscape of the area and

does not intrude into open countryside; and 2. the scale of the proposed development is well related to

the scale, form and character of the existing settlement; and

3. the layout of the site and the design of the buildings is well related to existing property in the village; and

4. the siting and design of the buildings is well related to and does not adversely affect the amenity of neighbouring property; and

5. appropriate access and parking can be achieved; and 6. the proposal will not lead to the loss of amenity open

space within or at the edge of the settlement; and 7. the proposal will not lead to the loss of the best and most

versatile agricultural land. The scheme will assist in providing a satisfactory level of access to the site in accordance with criterion 5 of Policy H1.

POLICY LC14 Carleton Clinic

During the period of this plan it is likely that additional land will become surplus to requirements at the National Health Trust Carleton Clinic at Garlands. Proposals for development will be considered in accordance with other policies of this plan. Concern over the volume of traffic generated by developments in the vicinity of the site will have to be taken into account in any proposals. The use of S106 or S278 agreements may be necessary to deal with issues arising from any redevelopment proposals, particularly in relation to traffic impact on the existing local highway network. In isolation the scheme is unlikely to hinder or facilitate these objectives.

Cumbria and Lake District Joint Structure Plan 2001- 2016

Policy ST1: A Sustainable Vision for Cumbria The overall quality of life within Cumbria should be enhanced through the promotion of sustainable development that seeks to protect the environment, ensure prudent use of resources and maintain social progress and economic growth. Urban and rural communities should be sustained through measures that, in combination, advance the four objectives of sustainable development and achieve: • a flourishing and diverse local economy • access to good quality housing for all • a full range of appropriate and accessible services • good transport services and communications linking people to jobs, schools, health and other services • quality built, natural and historic environments • places to live in a safe and healthy manner • vibrant, harmonious and inclusive communities The scheme would make a modest positive contribution to the aims of this policy by providing opportunities for improved accessibility and transport services.

Policy ST3: Principles applying to all new development All proposals for development including alterations to existing buildings and land use change will be required to: 1. seek locations consistent with policies ST5, ST6, and ST7 which will assist in reducing the need to travel, and then in the following order of priority: a. the appropriate reuse of existing buildings worthy of retention, followed by b. the reuse of previously developed land and only then c. the use of previously undeveloped land, 2. seek sites that are or will be made accessible by public transport, walking or cycling, 3. reduce the risk of flooding within the development and elsewhere by a choice of location in the following order of priority: a. sites with little or no flood risk, followed by b. sites with low or medium flood risk, and only then c. sites in areas of high flood risk. Design proposals should minimise or mitigate any flood risk and where practicable include sustainable drainage systems, 4. ensure agricultural land of poorer quality is used for development in preference to the best and most versatile agricultural land, 5. avoid the loss of, or damage to, and where possible enhance, restore or re-establish, important nature conservation features, 6. avoid the loss of or damage to, and wherever possible, enhance important or distinctive conservation features including landscapes, buildings, archaeological sites, historic parks and gardens and visually important public and private open spaces, 7. ensure high standards of design including siting, scale, use of materials and landscaping which respect and, where possible, enhance the distinctive character of townscape and landscape, 8. promote a safe and secure environment that designs out crime and makes proper provision for people with restricted

mobility and people with special needs, 9. promote energy and water efficient design and the use of recycled materials and renewable energy technology, 10. avoid reductions in air quality and the quality and quantity of groundwater and surface waters, 11. ensure development makes efficient use of, and is within, infrastructure, community and service constraints, or that these can be satisfactorily overcome through planned improvements or at the developers expense without an adverse effect on the environment, 12. minimise levels of light pollution and noise. In isolation the scheme is unlikely to hinder or facilitate these objectives.

Policy ST8: The City of Carlisle The City of Carlisle’s importance will be fostered by the new development that builds on its role as a regional centre for business, commerce, shopping, leisure and tourism. A range of employment opportunities including a Regional Investment Site at Kingmoor will be provided. Opportunities will be taken to strengthen links to employment uses at Kingmoor by all forms of transport. The role of Carlisle airport and its potential for contributing to economic activity within the city will be supported. New housing will be needed to sustain the city’s economic potential. The release of land will be phased to minimise vacancies and ensure the refurbishment and redevelopment of the existing housing stock and to give priority to the use of previously developed land. In accommodating new development regard should be had to the city’s historic character. Highway improvements which enhance accessibility, traffic flow and strengthens links between uses will be in line with these policy objectives. However benefits will be limited to the immediate area.

Policy T24: The Strategic Transport Networks Development should not adversely affect the strategic

transport network. Wherever required, development should improve the strategic transport networks including the cycling and walking networks. The scheme would not have a significant bearing on the operation or capacity of the strategic transport network.

Policy T25: New road building and traffic management New road building or significant upgrading of existing roads will only be permitted where: 1. there is a compelling need to address problems of through traffic or road safety or regeneration, which cannot be met by reasonable alternative means and where all practical measures are taken to mitigate the effects of such works on the environment, or 2. where necessary to serve new development in the immediate locality, and in either case 3. it can be justified within the overall approach to the future network. In addition in the Lake District National Park and AONBs traffic congestion and other adverse impacts of vehicles will be reduced by appropriate traffic management measures, improvements to public transport, and by ensuring that the design and layout of new development incorporates provision for cyclists and pedestrians. Such measures will need to have regard to the environmental qualities of the area and the needs of local residents and visitors. The scheme will provide improved access to a potential site for future development; this site could not be developed without improvements to access.

Policy E39: Enhancement of the built and natural

environment Development that includes measures to regenerate and upgrade rural, urban and urban fringe environments, both built and natural, will be supported, particularly where this protects, enhances or restores biodiversity, landscape and amenity value. Priority will be given to schemes that promote: 1. economic and physical regeneration, or 2. the attractiveness of approaches into key service centres, important transport corridors and entry points to the county, or 3. reuse of previously developed land with the emphasis in open countryside on forestry, woodland, agriculture and other uses which respect the character of the countryside, or 4. restoration and remediation of derelict or contaminated land. The scheme will neither hinder nor facilitate these objectives.

Policy C42: Flood risk and development Development proposals should take into account an assessment of the risk of flooding and be in accordance with the search sequence outlined in Policy ST3. Development will not be permitted on functional floodplains within areas with a high risk of flooding, except for essential transport and utilities infrastructure that cannot be located elsewhere, including port related development. Land use changes not requiring built development may be permitted provided adequate warning and evacuation procedures are in place, and existing buildings incorporate floodproofing measures. Elsewhere development that reduces flood risk or aids the operation of functional floodplains will be supported. The site is in Flood Zone 1 (lowest probability of flooding) so this will not be a constraint for the scheme.

Regional Spatial Strategy for the North East to 2021 (July 2008)

Policy DP 1 Spatial Principles The following principles underpin RSS (incorporating RTS) Other regional, sub-regional and local plans and strategies and all individual proposals, schemes and investment decisions should adhere to these principles. All may be applicable to development management in particular circumstances: promote sustainable communities; promote sustainable economic development; make the best use of existing resources and infrastructure; manage travel demand, reduce the need to travel, and increase accessibility; marry opportunity and need; promote environmental quality; mainstreaming rural issues; reduce emissions and adapt to climate change. The 8 Policies DP 2 -9 amplify these principles and should be taken together as the spatial principles underlying the Strategy. They are not in order of priority. The whole of the RSS should be read together and these principles should be applied alongside the other policies which follow. The scheme is consistent with these broad aims and objectives, but the scheme is of a scale that is inconsequential at a regional strategic level.

Policy RT 1 Integrated Transport Networks Transport problems and issues in the region should be examined on a multi-modal basis to develop sustainable, integrated and accessible solutions for all users. The management of routes in the Regional Highway Network should be closely co-ordinated with relevant Route Utilisation Strategies on the rail network where available. Plans and strategies should seek to make best use of existing infrastructure and to capitalize on developments in intelligent transport systems and information and communications technology. They should focus on improving journey time reliability in the transport corridors shown on the Key Diagram and in Appendix RT(a) and enhancing the accessibility of the region’s gateways and

interchanges, particularly the international ones, as listed in Appendix RT(b). The scheme will provide direct access to the M6 corridor and good links to the existing highway network into and out of Carlisle. The scheme itself will have little bearing on wider accessibility issues however.

Policy CNL 1 Overall Spatial Policy for Cumbria Plans and strategies in Cumbria should: focus major developments within Barrow in Furness and Whitehaven, and Workington, and in the City of Carlisle in line with policy RDF1 and spatial principles DP1-9; provide for development in the key service centres and local service centres in line with RDF2; provide a portfolio of employment sites in accordance with RDF1 and the criteria in policies W2 and W3; support the restructuring of housing markets in West Cumbria and Furness; improve Cumbria’s internal and external transport links in line with the priorities for transport investment and management set out in policy RT10; develop the role of Carlisle as a regional public transport gateway to the region in line with policy RT1 and harness its potential for economic growth in sustainable ways; ensure that network management measures are utilised to make best and most appropriate use of available highway infrastructure and to improve road safety and journey time reliability, with priority given to improving the operation of routes linking Furness and West Cumbria to the M6; give priority to improving access to employment, services and education/training facilities on foot and by cycle, and by public transport, in Carlisle, Workington/ Whitehaven and Barrow-in Furness, and in Key Service Centres, especially Kendal; support the development of sustainable tourism in Cumbria; and support the development of higher value knowledge based and specialist industry based employment opportunities. Proposals and schemes will be directed primarily towards locations where they can contribute to these priorities. The scheme will neither hinder nor facilitate these

objectives.

Planning Policy Guidance/Statements (PPGs /PPSs)

PPG 13 Transport: describes how to integrate planning at the national, strategic and local levels. It aims to: • Promote more sustainable transport choices for

both people and moving freight. • Promote accessibility to jobs, shopping, leisure

facilities and services by public transport, walking and cycling.

• Reduce the need to travel, especially by car. The proposal will only result in benefits to the immediate area and will not impact on the wider area.

PPG15 Planning and the Historic Environment: provides advice and guidance concerning the protection of historic buildings, conservation areas and other elements of the historic environment. PPG 15 gives particular emphasis to the assessment of the total historic character of a locality with a view to maintaining that character.

There will be no impact upon the historic environment.

PPG16 Archaeology and Planning Note 16: provides advice and guidance for property owners, developers, archaeologists, amenity societies and the public with regard to the preservation and recording of archaeological sites discovered under the development control systems. PPG16 gives particular emphasis to the desirability of preserving monuments in situ wherever possible.

There will be no impact upon archaeology.

PPS23 Planning and Pollution Control: Pollution control prevents pollution through the use of measures to prohibit/limit the release of substances to the environment to the lowest practicable level. It also ensures that ambient water quality meet standards that guard against impacts to the environment and human health.

None of the proposed changes are expected to create an unacceptable risk to either the supply or quality of groundwater, surface or coastal water. However, it is expected that the potential increase in vehicle-based contaminants draining into water features as surface runoff as a result of the scheme will be insignificant.

PPG 25 Development and Flood Risk: The aims of planning policy on development and flood risk are to ensure that flood risk is taken into account at all stages in the planning process, to avoid inappropriate development in areas at risk of flooding and to direct development away from areas at highest risk. Where new development is exceptionally necessary in such areas, planning policy aims to make it safe without increasing flood risk elsewhere and, where possible, reducing flood risk overall. The proposal will utilise existing carriageways and carriageway surface water will drain into the existing drainage system(s). None of the proposed changes are expected to create an unacceptable flood risk.


• Carlisle District Local Plan 2006 – 2016, available from:< http://www.carlisle.gov.uk/environment_and_planning/planning/local_development_scheme/planning_-_local_plans.aspx>

• Cumbria and Lake District Joint Structure Plan 2001- 2016, available from: <http://www.planningcumbria.org/adopted/adoptedsp.asp> • Regional Spatial Strategy for the North West (September 2008), available from <

http://www.gos.gov.uk/gonw/Planning/RegionalPlanning/> • Department for Communities and Local Government for PPSs and PPGs. http://www.communities.gov.uk/publications/

Summary Assessment Score: Neutral Impact Qualitative comments: The proposed development will neither assist nor hinder local planning policies. The scale of the proposal is small scale and any benefits would be localised to the immediate area.

http://www.carlisle.gov.uk/environment_and_planning/planning/local_development_scheme/planning_-_local_plans.aspx

http://www.planningcumbria.org/adopted/adoptedsp.asp

http://www.gos.gov.uk/gonw/Planning/RegionalPlanning/

http://www.communities.gov.uk/publications/

WORKSHEET Scheme: Community Infrastructure Fund Objective: Integration Date: May 2009 Option: Do Something Sub-objective: Land Use Policy


POLICY CP16 Public Transport, Pedestrians and Cyclists

New developments should offer a realistic choice of access by public transport, walking and cycling. Priority should be given to the provision for safe and convenient pedestrian and cycle access including secure cycle parking provision facilities, where appropriate, in all new developments accessible to the public The proposal will meet the criteria of this policy through the provision of cycleways and extended bus service but will not impact upon pedestrian access


The amenity of residential areas will be protected from inappropriate development where that development: 1. is for a use inappropriate for residential areas; and/or 2. is of an unacceptable scale; and/or 3. leads to an unacceptable increase in traffic or noise; and/or 4. is visually intrusive. The proposal will link with an existing road network into the city; the increase onto this road will be minimal and will not lead to further impacts on neighbouring properties

POLICY CP4 Agricultural Land Permission will not be given for development where it would lead to the loss of the best and most versatile agricultural land, unless: 1. there is an overriding need for the development; and 2. there is insufficient land of a lower grade available; or 3. available lower grade land has a statutory landscape, wildlife, historic or archaeological designation. The scheme will not involve the loss of agricultural land

POLICY LC14 Carleton Clinic

During the period of this plan it is likely that additional land will become surplus to requirements at the National Health Trust Carleton Clinic at Garlands. Proposals for development will be considered in accordance with other policies of this plan. Concern over the volume of traffic generated by developments in the vicinity of the site will have to be taken into account in any proposals. The use of S106 or S278 agreements may be necessary to deal with issues arising from any redevelopment proposals, particularly in relation to traffic impact on the existing local highway network. The scheme accords with the general principles of Policy LC14



Policy ST3: Principles applying to all new development All proposals for development including alterations to existing buildings and land use change will be required to: 1. seek locations consistent with policies ST5, ST6, and ST7 which will assist in reducing the need to travel, and then in the following order of priority: a. the appropriate reuse of existing buildings worthy of retention, followed by b. the reuse of previously developed land and only then c. the use of previously undeveloped land, 2. seek sites that are or will be made accessible by public transport, walking or cycling, 3. reduce the risk of flooding within the development and elsewhere by a choice of location in the following order of priority: a. sites with little or no flood risk, followed by b. sites with low or medium flood risk, and only then c. sites in areas of high flood risk. Design proposals should minimise or mitigate any flood risk and where practicable include sustainable drainage systems, 4. ensure agricultural land of poorer quality is used for development in preference to the best and most versatile agricultural land, 5. avoid the loss of, or damage to, and where possible enhance, restore or re-establish, important nature conservation features, 6. avoid the loss of or damage to, and wherever possible, enhance important or distinctive conservation features including landscapes, buildings, archaeological sites, historic parks and gardens and visually important public and private open spaces, 7. ensure high standards of design including siting, scale, use of materials and landscaping which respect and, where possible, enhance the distinctive character of townscape and landscape, 8. promote a safe and secure environment that designs out

crime and makes proper provision for people with restricted mobility and people with special needs, 9. promote energy and water efficient design and the use of recycled materials and renewable energy technology, 10. avoid reductions in air quality and the quality and quantity of groundwater and surface waters, 11. ensure development makes efficient use of, and is within, infrastructure, community and service constraints, or that these can be satisfactorily overcome through planned improvements or at the developers expense without an adverse effect on the environment, 12. minimise levels of light pollution and noise. In isolation the scheme is unlikely to hinder or facilitate these objectives.

Policy ST8: The City of Carlisle The City of Carlisle’s importance will be fostered by the new development that builds on its role as a regional centre for business, commerce, shopping, leisure and tourism. A range of employment opportunities including a Regional Investment Site at Kingmoor will be provided. Opportunities will be taken to strengthen links to employment uses at Kingmoor by all forms of transport. The role of Carlisle airport and its potential for contributing to economic activity within the city will be supported. New housing will be needed to sustain the city’s economic potential. The release of land will be phased to minimise vacancies and ensure the refurbishment and redevelopment of the existing housing stock and to give priority to the use of previously developed land. In accommodating new development regard should be had to the city’s historic character. Highway improvements which enhance accessibility, traffic flow and strengthens links between uses will be in line with these policy objectives.

.

Policy T24: The Strategic Transport Networks Development should not adversely affect the strategic

transport network. Wherever required, development should improve the strategic transport networks including the cycling and walking networks. The scheme would not have a significant bearing on the operation or capacity of the strategic transport network.

Policy T25: New road building and traffic management New road building or significant upgrading of existing roads will only be permitted where: 1. there is a compelling need to address problems of through traffic or road safety or regeneration, which cannot be met by reasonable alternative means and where all practical measures are taken to mitigate the effects of such works on the environment, or 2. where necessary to serve new development in the immediate locality, and in either case 3. it can be justified within the overall approach to the future network. In addition in the Lake District National Park and AONBs traffic congestion and other adverse impacts of vehicles will be reduced by appropriate traffic management measures, improvements to public transport, and by ensuring that the design and layout of new development incorporates provision for cyclists and pedestrians. Such measures will need to have regard to the environmental qualities of the area and the needs of local residents and visitors The scheme will provide improved access to a potential site for future development; this site could not be developed without improvements to access.

Policy T27: Public passenger transport In order to minimise growth in road traffic, long distance and commuter passenger flows should be handled

by rail and road public transport services wherever possible. The transfer of traffic to and between these modes will be encouraged by supporting proposals for improved services, infrastructure and passenger facilities and for suitably located interchange arrangements. The scheme will contribute to the aims of the policy through the provision of an extended bus service.


Regional Spatial Strategy for the North West (September 2008)

Policy DP 1 Spatial Principles The following principles underpin RSS (incorporating RTS) Other regional, sub-regional and local plans and strategies and all individual proposals, schemes and investment decisions should adhere to these principles. All may be applicable to development management in particular circumstances: promote sustainable communities; promote sustainable economic development; make the best use of existing resources and infrastructure; manage travel demand, reduce the need to travel, and increase accessibility; marry opportunity and need; promote

environmental quality; mainstreaming rural issues; reduce emissions and adapt to climate change. The 8 Policies DP 2 -9 amplify these principles and should be taken together as the spatial principles underlying the Strategy. They are not in order of priority. The whole of the RSS should be read together and these principles should be applied alongside the other policies which follow. The scheme is consistent with these broad aims and objectives, but the scheme is of a scale that is inconsequential at a regional strategic level.

Policy DP 5 Manage Travel Demand; Reduce the Need to Travel, and Increase Accessibility Development should be located so as to reduce the need to travel, especially by car, and to enable people as far as possible to meet their needs locally. A shift to more sustainable modes of transport for both people and freight should be secured, an integrated approach to managing travel demand should be encouraged, and road safety improved. Safe and sustainable access for all, particularly by public transport, between homes and employment and a range of services and facilities (such as retail, health, education, and leisure) should be promoted, and should influence locational choices and investment decisions. Major growth should, as far as possible, be located in urban areas where strategic networks connect and public transport is well provided. All new development should be genuinely accessible by public transport, walking and cycling, and priority will be given to locations where such access is already available. In rural areas accessibility by public transport should also be a key consideration in providing services and locating new development, emphasising the role of Key Service Centres (Policy RDF2). This scheme would provide improved access to the site but it would not make any particular contribution to achieving these objectives.

Policy RT 1 Integrated Transport Networks Transport problems and issues in the region should be examined on a multi-modal basis to develop sustainable, integrated and accessible solutions for all users. The management of routes in the Regional Highway Network should be closely co-ordinated with relevant Route Utilisation Strategies on the rail network where available. Plans and strategies should seek to make best use of existing infrastructure and to capitalize on developments in intelligent transport systems and information and communications technology. They should focus on improving journey time reliability in the transport corridors shown on the Key Diagram and in Appendix RT(a) and enhancing the accessibility of the region’s gateways and interchanges, particularly the international ones, as listed in Appendix RT(b). The scheme will provide improved access to the M6 corridor and good links to the existing highway network into and out of Carlisle. The scheme itself will have little bearing on wider accessibility issues however.

Policy CNL 1 Overall Spatial Policy for Cumbria Plans and strategies in Cumbria should: focus major developments within Barrow in Furness and Whitehaven, and Workington, and in the City of Carlisle in line with policy RDF1 and spatial principles DP1-9; provide for development in the key service centres and local service centres in line with RDF2; provide a portfolio of employment sites in accordance with RDF1 and the criteria in policies W2 and W3; support the restructuring of housing markets in West Cumbria and Furness; improve Cumbria’s internal and external transport links in line with the priorities for transport investment and management set out in policy RT10; develop the role of Carlisle as a regional public transport gateway to the region in line with policy RT1 and harness its potential for economic growth in sustainable ways; ensure that network management measures are utilised to make best and most appropriate use of available highway infrastructure and to improve road safety and journey time

reliability, with priority given to improving the operation of routes linking Furness and West Cumbria to the M6; give priority to improving access to employment, services and education/training facilities on foot and by cycle, and by public transport, in Carlisle, Workington/ Whitehaven and Barrow-in Furness, and in Key Service Centres, especially Kendal; support the development of sustainable tourism in Cumbria; and support the development of higher value knowledge based and specialist industry based employment opportunities. Proposals and schemes will be directed primarily towards locations where they can contribute to these priorities. The scheme will neither hinder nor facilitate these objectives.

Policy RT9 Walking and Cycling Local Authorities should work with partners to develop integrated networks of continuous, attractive and safe routes for walking and cycling to widen accessibility and capitalise on their potential environmental, social and health benefits. A high priority should be given to routes linking residential areas with employment areas, transport interchanges, schools, hospitals and other community services. Local authorities should ensure that proposals and schemes for new developments incorporate high quality pedestrian and cycle facilities, including secure cycle parking. Routes should connect with those in nearby developments, and provision of all facilities should take into consideration integration with likely future development. When considering improvements to the region’s transport networks, scheme promoters should take the opportunity to enhance walking and cycling provision, including crossings, signage, lane markings, allocation or re-allocation of road space, and off-road routes wherever possible. The scheme will accord with part of Policy RT9 through the provision of cycleways.

Planning Policy Guidance/Statements (PPGs /PPSs) PPG 13 Transport: describes how to integrate planning at the national, strategic and local levels. It aims to: • Promote more sustainable transport choices for both

people and moving freight. • Promote accessibility to jobs, shopping, leisure facilities

and services by public transport, walking and cycling. • Reduce the need to travel, especially by car. The proposal will improve traffic flows in the area. Bus journey times will become more reliable and punctual. Barriers to integration between travel modes and services will be removed. Pedestrian and cyclist movements will also be improved.


There will be no impact upon the historic environment


There will be no impact upon archaeology

PPS23 Planning and Pollution Control: Pollution control

prevents pollution through the use of measures to prohibit/limit the release of substances to the environment to the lowest practicable level. It also ensures that ambient water quality meet standards that guard against impacts to the environment and human health.

None of the proposed changes are expected to create an unacceptable risk to either the supply or quality of groundwater, surface or coastal water.






Summary Assessment Score: Beneficial Impact Qualitative comments: The proposed development will support policies (at all levels) that relate to the improvement and promotion of public transport and improvements to pedestrian movements.





WORKSHEET Scheme: Community Infrastructure Fund Objective: Environment Date: May 2009 Option: Carleton – Do Minimum Sub-objective: Landscape

Feature

s Description Scale it

matters Rarity Importance Substitutability Impact Additional

Mitigation Pattern

A pattern of complex housing

(existing and future baseline) estates

broken by several large roads

radiating out from the town centre.

Rolling landform makes the pattern

slightly more complex. While

This pattern matters

only at the most local

level- giving a sense of

place to people living

there.

This type of pattern

is not rare at any

level.

This pattern is

important at a local

level.

This pattern is substitutable. The impact of a

series of small

junctions is

indiscernible.

None considered

effective.

Tranquillity

Levels of tranquillity vary greatly

across the study area. On London

Road there is little sense of

tranquillity. In quieter cul-de sacs

there is a greater sense of

tranquillity. However, even in these

This level of tranquillity

does not matter at any

level.

This level of

tranquillity is not

rare anywhere in the

UK.

This level of

tranquillity is

important locally for

residents of the area.

These levels of tranquillity are

substitutable.

The impact of the

junctions is

negligible.

Greening of the

junctions may

increase tranquillity

in a very localised

way.

Cultural

The area has an overwhelmingly 20th

and 21st century character- apart

from the relic field pattern (mature

hedgerows etc) there is little

The cultural influences

do not matter at any

level.

20th and 21st century

landscapes like this

are commonplace in

the UK

Not important at any

level.

Substitutable There would be no

discernible effect on

the cultural aspects

of the landscape.

Not appropriate.

Landcover

Landcover is dominated by a mixture

of small domestic properties,

associated small scale open spaces

(gardens), open fields and roads with

footways.

This landcover matters

only at a very local

level.

Landcover such as

this is not rare in

the UK.

The landcover is

important at most, at a

local level.

Substitutable but not necessarily

desirable.

No discernible

impact.

Tree planting at

junctions would

increase the

proportion of green

space in relation to

built space but only

Summary of character

A unified landscape of domestic

architecture, small gardens, a few

open spaces, medium to large scale

arterial roads and fields. This

character type is extensive in this

location.

This character type

matters only at a local

level, giving local

people a sense of place.

This kind of

landscape is not rare

across the UK.

The character is


local level.

While this is substitutable, it may

not be desirable to do so due to

new policy in landscape planning,

landscape characterisation and

design.

A negligible adverse

impact because the

junctions are small,

and they would sit

in a landscape

which is already

dominated by built

form.

Tree planting at

junctions may have a

very small mitigatory

effect, but there is

little adverse impact

to address.

Note: this worksheet appraises the effects of infrastructure to support new housing. The appraisal assumes the presence of this housing as part of the future baseline. In order to ensure that existing and future baseline conditions can be discriminated, all future baseline descriptions are in blue text.

Reference Source(s): Site visits, Google Earth, Magic website.


Qualitative comments: The effects of junctions on the baseline conditions would be indiscernible.

WORKSHEET Scheme: Community Infrastructure Fund Objective: Environment Date: May 2009 Option: Carleton – Do Something Sub-objective: Landscape

Feature



Mitigation Pattern

A pattern of complex housing

(existing and future baseline) estates

broken by several large roads

radiating out from the town centre.

Rolling landform makes the pattern

slightly more complex. While


only at the most local

level- giving a sense of

place to people living

there.

This type of pattern

is not rare at any

level.

This pattern is

important at a local

level.

This pattern is substitutable. The impact of a

widened road and

small junctions

would not be

significant, because

the widened road

None considered

effective.

Tranquillity

Levels of tranquillity vary greatly

across the study area. On London

Road there is little sense of

tranquillity. In quieter cul-de sacs

there is a greater sense of

tranquillity. However, even in these

This level of tranquillity


level.

This level of

tranquillity is not

rare anywhere in the

UK.

This level of

tranquillity is

important locally for

residents of the area.

These levels of tranquillity are

substitutable.

The impact of the

new road would be

slight adverse.

Being wider it

would encourage

heavier traffic and

Replanting of

hedgerows along the

widened road would

ultimately restore the

previous (albeit low)

levels tranquillity. Cultural

The area has an overwhelmingly 20th

and 21st century character- apart

from the relic field pattern (mature

hedgerows etc) there is little

The cultural influences

do not matter at any

level.

20th and 21st century

landscapes like this

are commonplace in

the UK


level.

Substitutable There would be no

discernible effect on

the cultural aspects

of the landscape.

Not appropriate.

Landcover

Landcover is dominated by a mixture

of small domestic properties,

associated small scale open spaces

(gardens), open fields and roads with

footways.

This landcover matters

only at a very local

level.

Landcover such as

this is not rare in

the UK.

The landcover is


local level.

Substitutable but not necessarily

desirable.

No discernible

impact.

Tree planting along

widened road and at

would increase the

proportion of green

space in relation to

built space but only


A unified landscape of domestic

architecture, small gardens, a few

open spaces, medium to large scale

arterial roads and fields. This

character type is extensive in this

location.

This character type

matters only at a local

level, giving local

people a sense of place.

This kind of


across the UK.

The character is


local level.

While this is substitutable, it may

not be desirable to do so due to

new policy in landscape planning,

landscape characterisation and

design.

Small adverse

effects on landcover

and tranquillity

levels.

Tree planting may

have a very small

mitigatory effect, but

there is little adverse

impact to address.

Note: this worksheet appraises the effects of infrastructure to support new housing. The appraisal assumes the presence of this housing as part of the future baseline. In order to ensure that existing and future baseline conditions can be discriminated, all future baseline descriptions are in blue text.


Summary assessment score: Slight Adverse

Qualitative comments: Effects on tranquillity and landcover would be the most significant, but even these would be minimally adverse, given the

character of the receiving landscape.

WORKSHEET Scheme: Community Infrastructure Fund Objective: Integration Date: May 2009 Option: Carleton Do-Minimum Sub-objective: Other Government Policy

Government Department

Policy/Objectives Helped Policy/Objectives not affected Policy/Objectives Hindered

Department for Culture, Media and Sport

Children and Young People: Enhance access to a fuller cultural sporting life: The effects of traffic is unlikely to have any significant impact on accessing a fuller cultural sporting life. Economy: Maximise the contribution which tourism, creativity and leisure can make to the UK economy: The infrastructure improvements would have little impact on improving the contribution to tourism, creativity and leisure economy as it would not encourage more journeys by those without access to a car.

Home Office To support strong and active communities: The proposal will have no bearing on achieving this objective.

Department for Business, Enterprise and Regulatory Reform

Drive up sustainable economic growth: The proposal is unlikely to increase opportunities for sustainable economic growth but infrastructure improvements complement this wider objective.

Department for Transport

Promote mobility and reduce social exclusion: Improvements to the highways infrastructure provide an opportunity to improve accessibility and mobility. This option would no however make a material contribution to achieving this aim. To contribute to better safety, security and health through reducing the risk of death, injury or illness arising from transport and promoting travel modes

A transport network is required that can meet the challenges of a growing economy and the increasing demand for travel, but can also achieve environmental objectives: There are no physical improvements planned and the effect of increased traffic is likely to hinder the transport network without achieving environmental objectives. To reduce transport emissions of Carbon

that is beneficial to health: The proposal would not improve safety, and increased traffic may hinder safety. The proposal would not result in being beneficial to health.

Dioxide and other greenhouse gasses: There are no measures proposed that are likely to reduce emission. An increase in vehicular movements will inevitably increase emissions. A transport network is required that can meet the challenges of a growing economy and the increasing demand for travel, but can also achieve environmental objectives: As there are no physical changes proposed, the effect from an increase in traffic from any future development is likely to place additional strain on the existing infrastructure.

Department of Health Promotion of participation in physical activity: As no further infrastructure is proposed it would not promote participation in physical activity i.e. cycling or walking, and it would not improve access to sport and recreation facilities. The proposal would not hinder achieving this objective however.

Reference Source(s): • TAG Unit 3.7.3 Other Government Policies Sub-objective www.webtag.org.uk • Relevant policy objectives taken from government department websites as follows: • Relevant policy objectives taken from government department websites as follows:

o Department for Culture, Media and Sport, available from <http://www.culture.gov.uk/> o Home Office, available from <www.homeoffice.gov.uk> o Department for Business, Enterprise and Regulatory Reform, available from <www.berr.gov.uk> o Department for Transport, available from <www.dft.gov.uk> o Department for Health, available from <www.dh.gov.uk>

• Some departments such as the Foreign and Commonwealth Office, Office of Fair Trading and the Northern Ireland Office have been screened out and their objectives not appraised.

No consultation was undertaken as part of this exercise. Summary assessment score: Neutral/negative Qualitative comments: This option has little bearing on achieving the objectives of other government departments. The scheme would not make any specifically enhanced provision for cyclists or pedestrians and new development would inevitably place greater strain upon existing infrastructure due to traffic generation. In this regard negative implications of this proposal have been identified.

http://www.webtag.org.uk/

http://www.culture.gov.uk/

http://www.homeoffice.gov.uk/

http://www.berr.gov.uk/

http://www.dft.gov.uk/

http://www.dh.gov.uk/

WORKSHEET Scheme: Community Infrastructure Fund Objective: Integration Date: May 2009 Option: Carleton -Do Something Sub-objective: Other Government Policy




Children and Young People: Enhance access to a fuller cultural sporting life: The extended bus service will assist in promoting this initiative by allowing children and young people improved access to community and recreational facilities without reliance upon the car.

Department ofEnvironment, Food and Rural Affairs

Protect and improve the rural, urban and global environment: The provision of an enhanced bus service and a cycleway may result in measurable improvements to air quality where there is a dedicated by reducing the use of the private car and congestion. The scheme should in any event mitigate against the adverse effects of further development in the area and the inevitable traffic generation.

Home Office To support strong and active communities: Quality public transport is a key element in promoting and ensuring social inclusion and access to services and facilities by all. By reducing social exclusion, diverse but healthy and vibrant communities can be maintained. A lack of accessibility often leads to localised problems and antisocial behaviour, which is inevitably harmful to the sense of community.

Help people feel secure in their homes and communities: The scheme has no direct implications for achieving this objective, but enhanced accessibility, which would be provided by this scheme, would contribute to the strength of the community which it serves, which in turn may reduce crime in the area.


Drive up sustainable economic growth: Enhanced public transport provision and improved traffic flows which reduce congestion in the area will help to support businesses through improved journey times and reliability for employees, customers and visitors. Accessibility to businesses, services and facilities

would be improved, which again would make a modest but important contribution to encouraging sustainable economic growth.

Department for Transport Promote mobility and reduce social exclusion: Quality public transport is a key element in promoting and ensuring social inclusion and access to services and facilities by all. This scheme will enhance mobility and make a measurable positive contribution to enhancing mobility and reducing social exclusion. Oversee the delivery of reliable, safe and secure transport system that responds efficiently to the needs of individuals and business whilst safeguarding our environment: The scheme would contribute to reducing congestion through the provision of cycleways and more frequent and reliable public transport. This would have a modest but direct benefit for local businesses. Reduced congestion and greater bus patronage offers modest environmental benefits also. A transport network is required that can meet the challenges of a growing economy and the increasing demand for travel, but can also achieve environmental objectives: A more efficient public transport service with dedicated bus lanes and provision of cycleways is consistent with these aims, by making a positive contribution from both an economic and environmental perspective. To reduce transport emissions of Carbon Dioxide and other greenhouse gasses: By encouraging increased bus patronage and through the provision of dedicated cycle paths, this scheme would encourage modal shift, thereby reducing emissions of carbon dioxide and other greenhouse gases. To contribute to better safety, security and health through reducing the risk of death, injury or illness

arising from transport and promoting travel modes that is beneficial to health: The roundabout, bus service improvements and cycle paths measures would all contribute to these objectives. A dedicated lane reduces conflict between cyclists and other traffic, encouraging usage of this mode which offers personal health benefits.

Department of Health Promotion of participation in physical activity: The cycleway would directly encourage participation in physical activity, while the bus corridor may also encourage participation of physical activity by providing better access to sports and recreation facilities for all.

Reference Source(s): • TAG Unit 3.7.3 Other Government Policies Sub-objective www.webtag.org.uk • Relevant policy objectives taken from government department websites as follows:

o Department for Culture, Media and Sport, available from <http://www.culture.gov.uk/> o Department for Environment, Food and Rural Affairs, available from <www.defra.gov.uk> o Home Office, available from <www.homeoffice.gov.uk> o Department for Business, Enterprise and Regulatory Reform, available from <www.berr.gov.uk> o Department for Transport, available from <www.dft.gov.uk> o Department for Health, available from <www.dh.gov.uk>


No consultation was undertaken as part of this exercise. Summary assessment score: Beneficial Qualitative comments: This scheme offers widespread benefits in relation to the identified government policy objectives, focusing on the economy, community, transport networks and health. Having assessed the principle of this development in relation to the above government objectives, there are no identified areas of potential conflict.



http://www.defra.gov.uk/





WORKSHEET Scheme: Community Infrastructure Fund Objective: Environment Date: May 2009 Option: Carleton – Do Minimum Sub-objective: Townscape

Features Description Scale it

matters

Rarity Importance Substitut-ability

Changes in do minimum

Impact AdditionalMitigation

Layout

Arterial roads radiating from the town centre divide the area into complex patterns of housing on curvilinear roads; ribbon development of housing along London Road and open fields with mature hedgerows – some are large rectilinear fields and others have the appearance of strip field agriculture.

The housing patterns do not matter at any level but the historic field patterns have local or regional significance.

Housing layout are commonplace at all levels but historic field patterns are less common.

This kind of housing layout is not important at any level. Strip fields are important at a local level.

While this layout is substitutable, this is not necessarily desirable.

Some of the larger rectilinear fields to the north east of London Road would be converted to housing. It is assumed that this would be moderate density with curvilinear road layouts.

The impact of the small junctions in this layout would be insignificant.

None considered effective.

Density and mix

The housing is relatively dense, whereas the fields have an open appearance – the area has extremes of density, depending on location.

This density only matters at a local level.

Commonplace at all levels.

Not important at any level.

Substitutable but not desirable.

The proportion of built up to open space would change significantly, with a higher proportion of built up land.

There would be no effect on density or mix.


Scale

Housing areas have a small scale whereas open fields have a more expansive large scale.

Local level Commonplace at all levels.


Substitutable but not d i bl

Scale would reduce due to more housing.

No significant effect.


Appearance

The area has an anonymous appearance similar to that of many residential urban fringes across the UK. There is little evidence of local craftsmanship or vernacular style.




The area would become less rural in character.

No discernible effect.


Human interaction

Human interaction occurs within the small environments associated with groups of houses. Elsewhere human interaction is stifled by the

Local (street) level




There may be more human interaction on the new residential streets.



Cultural

The area has an overwhelmingly 20th and 21st century character- apart from the relic field pattern (mature hedgerows etc)there is little influence from previous centuries.




Evidence of cultural influences would reduce due to the presence of housing which would obliterate or obscure field patterns

No discernible effect


Land use

Housing, roads and agriculture Local level Commonplace at all levels.



A greater proportion of housing and less agricultural land.



Features Description Scale it matters



Impact Additional Mitigation


A townscape typical of many urban fringes, dominated by transport corridors, housing and a few fields.

Commonplaceat all levels.



A greater proportion of housing land.



Note: the ‘Changes in the do minimum’ column is used to describe the housing proposals which would occur in any case, and which these infrastructure proposals are designed to serve. Reference Source(s): Site visits, Google Earth, Magic website.


Qualitative comments: The adverse effects of the infrastructure are very small because the area is already urbanised.

WORKSHEET Scheme: Community Infrastructure Fund Objective: Environment Date: May 2009 Option: Carleton – Do Something Sub-objective: Townscape

Features Description Scale itmatters




Layout

Arterial roads radiating from the town centre divide the area into complex patterns of housing on curvilinear roads; ribbon development of housing along London Road and open fields with mature hedgerows – some are large rectilinear fields and others have the appearance of strip field agriculture.

The housing patterns do not matter at any level but the historic field patterns have local or regional significance.

Housing layout are commonplace at all levels but historic field patterns are less common.

This kind of housing layout is not important at any level. Strip fields are important at a local level.


Some of the larger rectilinear fields to the north east of London Road would be converted to housing. It is assumed that this would be moderate density with curvilinear road layouts.

The impact of the widened road and small junctions would be insignificant, especially as the original road alignment would be followed.


Density and mix

The housing is relatively dense, whereas the fields have an open appearance – the area has extremes of density, depending on location.

This density only matters at a local level.




The proportion of built up to open space would change significantly, with a higher proportion of built up land.



Scale

Housing areas have a small scale whereas open fields have a more expansive large scale.




Scale would reduce due to more housing.



Appearance

The area has an anonymous appearance similar to that of many residential urban fringes across the UK. There is little evidence of local craftsmanship or vernacular style.




The area would become less rural in character.

In the short term the effects on appearance would be detrimental, because mature hedgerows would be lost.

Replanting of hedgerows would neutralise long term effects.

Human interaction

Human interaction occurs within the small environments associated with groups of houses. Elsewhere human interaction is stifled by the

Local (street) level




There may be more human interaction on the new residential streets.







Cultural

The area has an overwhelmingly 20th and 21st century character- apart from the relic field pattern (mature hedgerows etc)there is little influence from previous centuries.




Evidence of cultural influences would reduce due to the presence of housing which would obliterate or obscure field patterns

No discernible effect


Land use

Housing, roads and agriculture Local level Commonplace at all levels.



A greater proportion of housing and less agricultural land.




A townscape typical of many urban fringes, dominated by transport corridors, housing and a few fields.

Commonplaceat all levels.



A greater proportion of housing land.


Hedgerow planting and tree planting along the widened road.

Note: the ‘Changes in the do minimum’ column is used to describe the housing proposals which would occur in any case, and which these infrastructure proposals are designed to serve.


Summary assessment score: Slight Adverse.

Qualitative comments: In the short term effects would be slight adverse, due to the loss of mature hedgerows.

WORKSHEET Scheme: Community Infrastructure Fund Objective: Environment Date: May 2009 Option: Greymoor Hill – Do Minimum Sub-objective: Biodiversity


Scale (at which

attribute matters)

Importance (of

attribute)


target)



Assessment score

Kingstown Road Improved grassland Local Minor Increasing Negligible Neutral Neutral

Reference Source(s): Google Earth. http://earth.google.com/Multi Agency Geographic Information for the Countryside (MAGIC). www.magic.gov.uk/Field notes and photographs acquired during a site walkover on 12th May 2009 TAG Unit 3.3.10 The Biodiversity Sub –objective. http://www.lbap.org.uk/Ordnance Survey maps http://www.ordnancesurvey.co.uk/oswebsite/Cumbria Biodiversity Action Plan http://www.wildlifeincumbria.org.uk/cbap/index.asp Summary assessment score: Neutral Qualitative comments: No statutory or non-statutory sites of nature conservation will be affected by the scheme All data was collected by desk-based study of online sources and publications (utilising aerial imagery) and from a walkover of the site

route.






WORKSHEET Scheme: Community Infrastructure Fund Objective: Environment Date: May 2009 Option: Greymoor Hill – Do Something Sub-objective: Biodiversity


Scale (at which

attribute matters)

Importance (of

attribute)


target)



Assessment score

Kingstown Road Improved grassland Local Minor Increasing Negligible Neutral Neutral

Reference Source(s): Google Earth. http://earth.google.com/Multi Agency Geographic Information for the Countryside (MAGIC). www.magic.gov.uk/Field notes and photographs acquired during a site walkover on 12th May 2009 TAG Unit 3.3.10 The Biodiversity Sub –objective. http://www.lbap.org.uk/Ordnance Survey maps http://www.ordnancesurvey.co.uk/oswebsite/Cumbria Biodiversity Action Plan http://www.wildlifeincumbria.org.uk/cbap/index.asp Summary assessment score: Neutral Qualitative comments: No statutory or non-statutory sites of nature conservation will be affected by the proposal All data was collected by desk-based study of online sources and publications (utilising aerial imagery) and from a walkover of the site

route.






WORKSHEET Scheme: Community Infrastructure Fund Objective: Environment Date: May 2009 Option: Greymoorhill – Do Minimum Sub-objective: Heritage of Historic Resources



Form

Grade II listed milestone east of number 325, Kingstown Road. First listed on the 11th April 1994. The milestone is made from red sandstone Ashlar with a rounded top. A circular cast-iron plate with raised letters is set into the face of the milestone.


Local Common nationally and locally.

Neutral. The scheme does not propose to alter the structure of the road within the vicinity of the milestone.



Complexity The milestone is located next to the former Kingstown toll cottage.


Context

The milestone was probably constructed for the Carlisle-Glasgow Turnpike and was originally whitewashed. It is located next to the former Kingstown toll cottage. The stone may have moved a few metres from its original position to allow for a slip road.


Period Probably 1820-1822




Form

A World War II pillbox located on Kingstown. Defence of Britain Database ID: S0013318



Adverse.

Survival Unknown. The pillbox was not identified on the site visit; however the potential for underground remains is unknown.



Complexity Pillboxes are concrete forts constructed to prevent the German invasion primarily during the Second World War.



Period Modern-Second World War 1940-1941 As above As above As above As above



Form

Horse engine house, farmstead. Documentary evidence. HER Number: 41509



Neutral. The site of the horse engine house and farmstead is now occupied by a Premier Inn.

Survival Incomplete. The site of the features mentioned above, now contains a hotel and car park. Survival of below ground remains is unknown.






Period Victorian As above As above As above As above



Summary assessment score: Slight adverse

Qualitative comments: The construction of the junction may have an adverse impact on any below ground remains related to the pillbox and any unrecorded features.



WORKSHEET Scheme: Community Infrastructure Fund Objective: Environment Date: May 2009 Option: Greymoorhill – Do Something Sub-objective: Heritage of Historic Resources



Form

Grade II listed milestone east of number 325, Kingstown Road. First listed on the 11th April 1994. The milestone is made from red sandstone Ashlar with a rounded top. A circular cast-iron plate with raised letters is set into the face of the milestone.


Local Nationally and locally common.

Slight adverse. The location and setting of the milestone is already hampered by the existing road. The construction of the roundabout will further alter the setting of the milestone.



Complexity The milestone is located next to the former Kingstown toll cottage.


Context

The milestone was probably constructed for the Carlisle-Glasgow Turnpike and was originally whitewashed. It is located next to the former Kingstown toll cottage. The stone may have moved a few metres from its original position to allow for a slip road.


Period Probably 1820-1822




Form

A World War II pillbox located on Kingstown. Defence of Britain Database ID: S0013318


Local Nationally and locally common.

Slight adverse.

Survival Unknown. The pillbox was not identified on the site visit; however the potential for underground remains is unknown.



Complexity Pillboxes are concrete forts constructed to prevent the German invasion primarily during the Second World War.



Period Modern-Second World War 1940-1941 As above As above As above As above



Form

Horse engine house, farmstead. Documentary evidence. HER Number: 41509



Neutral.

Survival Incomplete. The site of the features mentioned above, now contains a hotel and car park. Survival of below ground remains is unknown.






Period Victorian As above As above As above As above



Summary assessment score: Slight adverse

Qualitative comments: The construction of the roundabout may have an adverse impact on any below ground remains related to the pillbox and any unrecorded features. In addition the setting of the milestone will alter due to the construction of the roundabout.



WORKSHEET Scheme: Community Infrastructure Fund Objective: Integration Date: May 2009 Option: Greymoorhill Do Minimum Sub-objective: Land Use Policy



The amenity of residential areas will be protected from inappropriate development where that development: 1. is for a use inappropriate for residential areas; and/or 2. is of an unacceptable scale; and/or 3. leads to an unacceptable increase in traffic or noise; and/or 4. is visually intrusive. The proposal will link with an existing road network into the city; the increase onto this road will be minimal and will not lead to further impacts on neighbouring residential properties

POLICY CP4 Agricultural Land Permission will not be given for development where it would lead to the loss of the best and most versatile agricultural land, unless: 1. there is an overriding need for the development; and 2. there is insufficient land of a lower grade available; or 3. available lower grade land has a statutory landscape, wildlife, historic or archaeological designation. The scheme will involve the use of agricultural land however any loss will be minimal and not affect this policy.

POLICY H1 Location of New Housing Development

New housing development will be located in sustainable locations in accordance with PPS3: Housing, Regional Planning Guidance and the Joint Structure Plan. During the Plan period 80% of new development will be located within the urban area of Carlisle, including allocated sites on the edge of the City referred to in Proposal H156. The remaining 20% will be permitted in the rural area of the District with the focus on the two Key Service Centres of Brampton and Longtown. In the remainder of the rural area small-scale development will be located in accordance with Policy DP1 and other policies of this Plan to ensure that: 1. the site is well related to the landscape of the area and

does not intrude into open countryside; and 2. the scale of the proposed development is well related to

the scale, form and character of the existing settlement; and

3. the layout of the site and the design of the buildings is well related to existing property in the village; and

4. the siting and design of the buildings is well related to and does not adversely affect the amenity of neighbouring property; and

5. appropriate access and parking can be achieved; and 6. the proposal will not lead to the loss of amenity open

space within or at the edge of the settlement; and 7. the proposal will not lead to the loss of the best and most

versatile agricultural land. The scheme will assist in providing a satisfactory level of access to the site in accordance with criterion 5 of Policy H1.

POLICY LE1 Urban Fringe Landscape

Within the Urban Fringe Landscape areas, shown on the Proposals Map, permission will not be given for development which adversely affects the open character of the areas. Development of open space recreational uses such as golf courses and playing fields which retain the essential open nature will be acceptable. In addition, small scale development within or adjacent to established farmsteads and other groups of buildings, together with buildings associated with and required for the use of the area for open recreational areas will be acceptable providing that: 1. the proposal reflects the scale and character of the existing group of buildings; and 2. there is no unacceptable adverse effect on the amenity of neighbouring property; and 3. there is no unacceptable adverse effect on the character and appearance of the surrounding area; and 4. where appropriate satisfactory access and car parking can be achieved. The scheme will not have a significant influence on hindering or facilitating this policy objective.

POLICY LE6 Scheduled/ Nationally Important Ancient Monuments Development will not be permitted where there is an unacceptable impact on scheduled and other nationally important ancient monuments and their settings. The scheme will neither hinder nor facilitate this objective.



Policy ST5: New development and key service centres outside the Lake District National Park The scale of development should be appropriate to the size and role of each key service centre and reflect the development emphasis of Policies ST8– ST11, but as a minimum requirement provision should be made in each key service centre for: 1. a supply of new housing over the whole plan period, 2. an appropriate supply of readily available land in the Local Employment Site market sector, 3. a high level of transport accessibility, and 4. the ability to connect to high speed communications technology. To ensure consistency with policies EM13 and H17 it will be the role of Local Planning Authorities to manage the above supply of land, particularly in areas of high demand to avoid over provision of development.

Policy ST3: Principles applying to all new development All proposals for development including alterations to existing buildings and land use change will be required to: 1. seek locations consistent with policies ST5, ST6, and ST7 which will assist in reducing the need to travel, and then in the following order of priority: a. the appropriate reuse of existing buildings worthy of retention, followed by b. the reuse of previously developed land and only then c. the use of previously undeveloped land, 2. seek sites that are or will be made accessible by public transport, walking or cycling, 3. reduce the risk of flooding within the development and elsewhere by a choice of location in the following order of priority: a. sites with little or no flood risk, followed by b. sites with low or medium flood risk, and

The scheme will facilitate the development of the site, which may assist the Local Planning Authority to achieve objectives 1, 2 and 3 above if the site is considered to be acceptable for such purposes from a wider land-use perspective.

only then c. sites in areas of high flood risk. Design proposals should minimise or mitigate any flood risk and where practicable include sustainable drainage systems, 4. ensure agricultural land of poorer quality is used for development in preference to the best and most versatile agricultural land, 5. avoid the loss of, or damage to, and where possible enhance, restore or re-establish, important nature conservation features, 6. avoid the loss of or damage to, and wherever possible, enhance important or distinctive conservation features including landscapes, buildings, archaeological sites, historic parks and gardens and visually important public and private open spaces, 7. ensure high standards of design including siting, scale, use of materials and landscaping which respect and, where possible, enhance the distinctive character of townscape and landscape, 8. promote a safe and secure environment that designs out crime and makes proper provision for people with restricted mobility and people with special needs, 9. promote energy and water efficient design and the use of recycled materials and renewable energy technology, 10. avoid reductions in air quality and the quality and quantity of groundwater and surface waters, 11. ensure development makes efficient use of, and is within, infrastructure, community and service constraints, or that these can be satisfactorily overcome through planned improvements or at the developers expense without an adverse effect on the environment, 12. minimise levels of light pollution and noise. In isolation the scheme is unlikely to hinder or facilitate these objectives.

Policy ST8: The City of Carlisle

The City of Carlisle’s importance will be fostered by the new development that builds on its role as a regional centre for business, commerce, shopping, leisure and tourism. A range of employment opportunities including a Regional Investment Site at Kingmoor will be provided. Opportunities will be taken to strengthen links to employment uses at Kingmoor by all forms of transport. The role of Carlisle airport and its potential for contributing to economic activity within the city will be supported. New housing will be needed to sustain the city’s economic potential. The release of land will be phased to minimise vacancies and ensure the refurbishment and redevelopment of the existing housing stock and to give priority to the use of previously developed land. In accommodating new development regard should be had to the city’s historic character. Highway improvements which enhance accessibility, traffic flow and strengthens links between uses will be in line with these policy objectives.

Policy T24: The Strategic Transport Networks

Development should not adversely affect the strategic transport network. Wherever required, development should improve the strategic transport networks including the cycling and walking networks. The scheme would not have a significant bearing on the operation or capacity of the strategic transport network.

Policy T25: New road building and traffic management New road building or significant upgrading of existing roads will only be permitted where: 1. there is a compelling need to address problems of through traffic or road safety or regeneration, which cannot be met by reasonable alternative means and where all practical measures are taken to mitigate the effects of such works on the environment, or 2. where necessary to serve new development in the immediate locality, and in either case 3. it can be justified within the overall approach to the future network. In addition in the Lake District National Park and AONBs traffic congestion and other adverse impacts of vehicles will be reduced by appropriate traffic management measures, improvements to public transport, and by ensuring that the design and layout of new development incorporates provision for cyclists and pedestrians. Such measures will need to have regard to the environmental qualities of the area and the needs of local residents and visitors. The scheme will provide improved access to a potential site for future development; this site could not be developed without improvements to access.

Policy E35: Areas and Features of nature conservation interests other than those of national and international conservation importance Development and other land use changes that are detrimental to these nature conservation interests will not be permitted unless the harm caused to the value of those interests is outweighed by the need for the development. Where development is permitted the loss of nature conservation interest should be minimised and, where practicable, mitigation should be provided. These nature conservation interests are defined as: • County Wildlife Sites (CWSs) • Regionally Important Geological or Geomorphological Sites (RIGGS) • The UK Biodiversity Action Plan Priority Habitats that occur in Cumbria • Species of Conservation Importance in the North West Region that occur in Cumbria • Landscape features of major importance for wild fauna and flora, which are essential for migration dispersal and genetic exchange • Local nature reserves The scheme will neither hinder nor facilitate these objectives.

Policy E38: Historic environment Measures will be taken to identify, record, protect, conserve or enhance areas, sites, buildings and settings of archaeological, historic and architectural importance. Proposals which fail to preserve or enhance the character or appearance of Conservation Areas or which damage, obscure, or remove important archaeological sites or other historic features or are detrimental to the character or setting of a listed building will not be permitted unless the harm caused to their importance and intrinsic interest is clearly outweighed by the need for the development. Development and land use change should be compatible with the distinctive characteristics and features of ‘Cumbria’s

Historic Landscape Characterisation Programme’. There is a nearby historic milestone, but this development would not harm or enhance its setting.

Policy E39: Enhancement of the built and natural environment Development that includes measures to regenerate and upgrade rural, urban and urban fringe environments, both built and natural, will be supported, particularly where this protects, enhances or restores biodiversity, landscape and amenity value. Priority will be given to schemes that promote: 1. economic and physical regeneration, or 2. the attractiveness of approaches into key service centres, important transport corridors and entry points to the county, or 3. reuse of previously developed land with the emphasis in open countryside on forestry, woodland, agriculture and other uses which respect the character of the countryside, or 4. restoration and remediation of derelict or contaminated land. The scheme will neither hinder nor facilitate these objectives.

Policy C42: Flood risk and development Development proposals should take into account an assessment of the risk of flooding and be in accordance with the search sequence outlined in Policy ST3. Development will not be permitted on functional floodplains within areas with a high risk of flooding, except for essential transport and utilities infrastructure that cannot be located elsewhere, including port related development. Land use changes not requiring built development may be permitted provided adequate warning and evacuation procedures are in place, and existing buildings incorporate floodproofing measures. Elsewhere development that reduces flood risk or aids the operation of functional floodplains will be supported.

The site is in Flood Zone 1 (lowest probability of flooding) so this will not be a constraint for the scheme.



Policy DP 5 Manage Travel Demand; Reduce the Need to Travel, and Increase Accessibility Development should be located so as to reduce the need to travel, especially by car, and to enable people as far as possible to meet their needs locally. A shift to more sustainable modes of transport for both people and freight should be secured, an integrated approach to managing travel demand should be encouraged, and road safety improved. Safe and sustainable access for all, particularly by public

transport, between homes and employment and a range of services and facilities (such as retail, health, education, and leisure) should be promoted, and should influence locational choices and investment decisions. Major growth should, as far as possible, be located in urban areas where strategic networks connect and public transport is well provided. All new development should be genuinely accessible by public transport, walking and cycling, and priority will be given to locations where such access is already available. In rural areas accessibility by public transport should also be a key consideration in providing services and locating new development, emphasising the role of Key Service Centres (Policy RDF2). This scheme would provide improved access to the site but it would not make any particular contribution to achieving these objectives.

Policy RT 1 Integrated Transport Networks Transport problems and issues in the region should be examined on a multi-modal basis to develop sustainable, integrated and accessible solutions for all users. The management of routes in the Regional Highway Network should be closely co-ordinated with relevant Route Utilisation Strategies on the rail network where available. Plans and strategies should seek to make best use of existing infrastructure and to capitalize on developments in intelligent transport systems and information and communications technology. They should focus on improving journey time reliability in the transport corridors shown on the Key Diagram and in Appendix RT(a) and enhancing the accessibility of the region’s gateways and interchanges, particularly the international ones, as listed in Appendix RT(b). The scheme will provide direct access to the M6 corridor and good links to the existing highway network into and out of Carlisle. The scheme itself will have little bearing on wider accessibility issues however.

Policy CNL 1 Overall Spatial Policy for Cumbria

Plans and strategies in Cumbria should: focus major developments within Barrow in Furness and Whitehaven, and Workington, and in the City of Carlisle in line with policy RDF1 and spatial principles DP1-9; provide for development in the key service centres and local service centres in line with RDF2; provide a portfolio of employment sites in accordance with RDF1 and the criteria in policies W2 and W3; support the restructuring of housing markets in West Cumbria and Furness; improve Cumbria’s internal and external transport links in line with the priorities for transport investment and management set out in policy RT10; develop the role of Carlisle as a regional public transport gateway to the region in line with policy RT1 and harness its potential for economic growth in sustainable ways; ensure that network management measures are utilised to make best and most appropriate use of available highway infrastructure and to improve road safety and journey time reliability, with priority given to improving the operation of routes linking Furness and West Cumbria to the M6; give priority to improving access to employment, services and education/training facilities on foot and by cycle, and by public transport, in Carlisle, Workington/ Whitehaven and Barrow-in Furness, and in Key Service Centres, especially Kendal; support the development of sustainable tourism in Cumbria; and support the development of higher value knowledge based and specialist industry based employment opportunities. Proposals and schemes will be directed primarily towards locations where they can contribute to these priorities. The scheme will neither hinder nor facilitate these objectives.

Planning Policy Guidance/Statements (PPGs /PPSs)

PPG 13 Transport: describes how to integrate planning at the national, strategic and local levels. It aims to: • Promote more sustainable transport choices for

both people and moving freight. • Promote accessibility to jobs, shopping, leisure

facilities and services by public transport, walking and cycling.

• Reduce the need to travel, especially by car.

The proposal will only result in benefits to the immediate area and will not impact on the wider area.




There will be no impact upon archaeology.



PPG 25 Development and Flood Risk: The aims of planning policy on development and flood risk are to ensure that flood risk is taken into account at all stages in the planning process, to avoid inappropriate development in areas at risk of flooding and to direct development away from areas at highest risk. Where new development is exceptionally necessary in such areas, planning policy aims to make it safe without increasing flood risk elsewhere and, where possible, reducing flood risk overall. The proposal will utilise existing carriageways and carriageway surface water will drain into the existing drainage system(s).

Reference Source(s): • Carlisle District Local Plan 2006 – 2016, available from:<

http://www.carlisle.gov.uk/environment_and_planning/planning/local_development_scheme/planning_-_local_plans.aspx> • Cumbria and Lake District Joint Structure Plan 2001- 2016, available from: <http://www.planningcumbria.org/adopted/adoptedsp.asp> • Regional Spatial Strategy for the North West (September 2008), available from <


Summary Assessment Score: Neutral Impact Qualitative comments: The proposed development will neither assist nor hinder local planning policies. The scale of the proposal is small scale and any benefits would be localised to the immediate area.





WORKSHEET Scheme: Community infrastructure Fund Objective: Integration Date: May 2009 Option: Greymoorhill – Do Something Sub-objective: Land Use Policy



The amenity of residential areas will be protected from inappropriate development where that development: 1. is for a use inappropriate for residential areas; and/or 2. is of an unacceptable scale; and/or 3. leads to an unacceptable increase in traffic or noise; and/or 4. is visually intrusive. The infrastructure will link with an existing road network into the city; the increase in traffic onto this road will be minimal and will not lead to further impacts on neighbouring residential properties

POLICY CP16 Public Transport, Pedestrians and Cyclists

New developments should offer a realistic choice of access by public transport, walking and cycling. Priority should be given to the provision for safe and convenient pedestrian and cycle access including secure cycle parking provision facilities, where appropriate, in all new developments accessible to the public The scheme will provide an opportunity to ensure the locality has improved pedestrian and cycling provision.

POLICY CP4 Agricultural Land Permission will not be given for development where it would lead to the loss of the best and most versatile agricultural land, unless: 1. there is an overriding need for the development; and

2. there is insufficient land of a lower grade available; or 3. available lower grade land has a statutory landscape, wildlife, historic or archaeological designation. The scheme will not involve the loss of agricultural land.

POLICY T4 Park and Ride The City Council, through the Local Transport Plan will be seeking to establish park and ride facilities within the City during the Plan period. Land has been allocated in the Plan in association with the retail development at Morton, on the A595 and at Greymoorhill on the A7, for future park and ride provision. Additional facilities on the principal radial roads in to the City Centre will be considered against the following criteria: 1 The ability to reduce travel by car ; 2 The ability to implement alternative transport measures to

complement the scheme; 3 the site is well located in relation to the principal highway

network in to the City Centre; 4 the site does not intrude into open countryside; 5 the site does not have an adverse impact on surrounding

uses; and 6 adequate landscaping is provided. The proposal has the potential to facilitate this Objective through the provision of enhanced local

highway infrastructure.

POLICY LE1 Urban Fringe Landscape Within the Urban Fringe Landscape areas, shown on the Proposals Map, permission will not be given for development which adversely affects the open character of the areas. Development of open space recreational uses such as golf courses and playing fields which retain the essential open nature will be acceptable. In addition, small scale

development within or adjacent to established farmsteads and other groups of buildings, together with buildings associated with and required for the use of the area for open recreational areas will be acceptable providing that: 1. the proposal reflects the scale and character of the existing group of buildings; and 2. there is no unacceptable adverse effect on the amenity of neighbouring property; and 3. there is no unacceptable adverse effect on the character and appearance of the surrounding area; and 4. where appropriate satisfactory access and car parking can be achieved. The scheme will not have a significant influence of hindering or facilitating this policy objective.

POLICY LE6 Scheduled/ Nationally Important Ancient Monuments Development will not be permitted where there is an unacceptable impact on scheduled and other nationally important ancient monuments and their settings. The scheme will neither hinder nor facilitate this objective.


Policy ST1: A Sustainable Vision for Cumbria The overall quality of life within Cumbria should be enhanced through the promotion of sustainable development that seeks to protect the environment, ensure prudent use of resources and maintain social progress and economic growth. Urban and rural communities should be sustained through measures that, in combination, advance the four objectives of sustainable development and achieve: • a flourishing and diverse local economy

• access to good quality housing for all • a full range of appropriate and accessible services • good transport services and communications linking people to jobs, schools, health and other services • quality built, natural and historic environments • places to live in a safe and healthy manner • vibrant, harmonious and inclusive communities The scheme would make a modest positive contribution to the aims of this policy by providing opportunities for improved accessibility and transport services.

Policy ST3: Principles applying to all new development All proposals for development including alterations to existing buildings and land use change will be required to: 1. seek locations consistent with policies ST5, ST6, and ST7 which will assist in reducing the need to travel, and then in the following order of priority: a. the appropriate reuse of existing buildings worthy of retention, followed by b. the reuse of previously developed land and only then c. the use of previously undeveloped land, 2. seek sites that are or will be made accessible by public transport, walking or cycling, 3. reduce the risk of flooding within the development and elsewhere by a choice of location in the following order of priority: a. sites with little or no flood risk, followed by b. sites with low or medium flood risk, and only then c. sites in areas of high flood risk. Design proposals should minimise or mitigate any flood risk and where practicable include sustainable drainage systems, 4. ensure agricultural land of poorer quality is used for development in preference to the best and most versatile agricultural land, 5. avoid the loss of, or damage to, and where possible

enhance, restore or re-establish, important nature conservation features, 6. avoid the loss of or damage to, and wherever possible, enhance important or distinctive conservation features including landscapes, buildings, archaeological sites, historic parks and gardens and visually important public and private open spaces, 7. ensure high standards of design including siting, scale, use of materials and landscaping which respect and, where possible, enhance the distinctive character of townscape and landscape, 8. promote a safe and secure environment that designs out crime and makes proper provision for people with restricted mobility and people with special needs, 9. promote energy and water efficient design and the use of recycled materials and renewable energy technology, 10. avoid reductions in air quality and the quality and quantity of groundwater and surface waters, 11. ensure development makes efficient use of, and is within, infrastructure, community and service constraints, or that these can be satisfactorily overcome through planned improvements or at the developers expense without an adverse effect on the environment, 12. minimise levels of light pollution and noise. In isolation the scheme is unlikely to hinder or facilitate these objectives.

Policy ST8: The City of Carlisle The City of Carlisle’s importance will be fostered by the new development that builds on its role as a regional centre for business, commerce, shopping, leisure and tourism. A range of employment opportunities including a Regional Investment Site at Kingmoor will be provided. Opportunities will be taken to strengthen links to employment uses at Kingmoor by all forms of transport. The role of Carlisle airport and its potential for contributing to economic activity within the city will be supported. New housing will be needed to sustain the city’s economic potential. The release of land will be phased to

minimise vacancies and ensure the refurbishment and redevelopment of the existing housing stock and to give priority to the use of previously developed land. In accommodating new development regard should be had to the city’s historic character. Highway improvements which enhance accessibility, traffic flow and strengthens links between uses will be in line with these policy objectives.

Policy T24: The Strategic Transport Networks Development should not adversely affect the strategic transport network. Wherever required, development should improve the strategic transport networks including the cycling and walking networks. The proposal will improve cycling and walking networks

Policy T25: New road building and traffic management New road building or significant upgrading of existing roads will only be permitted where: 1. there is a compelling need to address problems of through traffic or road safety or regeneration, which cannot be met by reasonable alternative means and where all practical measures are taken to mitigate the effects of such works on the environment, or 2. where necessary to serve new development in the immediate locality, and in either case 3. it can be justified within the overall approach to the future network. In addition in the Lake District National Park and AONBs traffic congestion and other adverse impacts of vehicles will be reduced by appropriate traffic management measures, improvements to public transport, and by ensuring that the design and layout of new development incorporates provision for cyclists and pedestrians. Such measures will need to have regard to the environmental qualities of the area and the needs of local residents and visitors. The scheme will provide improved access to a potential

site for future development; this site could not be developed without improvements to access.

Policy T27: Public passenger transport In order to minimise growth in road traffic, long distance and commuter passenger flows should be handled by rail and road public transport services wherever possible. The transfer of traffic to and between these modes will be encouraged by supporting proposals for improved services, infrastructure and passenger facilities and for suitably located interchange arrangements. The scheme will positively contribute to this policy by enhancing the provision for, and efficiency of public transport services in the locality.

Policy E35: Areas and Features of nature conservation interests other than those of national and international conservation importance Development and other land use changes that are detrimental to these nature conservation interests will not be permitted unless the harm caused to the value of those interests is outweighed by the need for the development. Where development is permitted the loss of nature conservation interest should be minimised and, where practicable, mitigation should be provided. These nature conservation interests are defined as: • County Wildlife Sites (CWSs) • Regionally Important Geological or Geomorphological Sites (RIGGS) • The UK Biodiversity Action Plan Priority Habitats that occur in Cumbria • Species of Conservation Importance in the North West Region that occur in Cumbria • Landscape features of major importance for wild fauna and flora, which are essential for migration dispersal and genetic exchange • Local nature reserves The scheme will neither hinder nor facilitate these

objectives.

Policy E38: Historic environment Measures will be taken to identify, record, protect, conserve or enhance areas, sites, buildings and settings of archaeological, historic and architectural importance. Proposals which fail to preserve or enhance the character or appearance of Conservation Areas or which damage, obscure, or remove important archaeological sites or other historic features or are detrimental to the character or setting of a listed building will not be permitted unless the harm caused to their importance and intrinsic interest is clearly outweighed by the need for the development. Development and land use change should be compatible with the distinctive characteristics and features of ‘Cumbria’s Historic Landscape Characterisation Programme’. There is a nearby historic milestone, but this development would neither adversely affect nor enhance its setting.

Policy E39: Enhancement of the built and natural environment Development that includes measures to regenerate and upgrade rural, urban and urban fringe environments, both built and natural, will be supported, particularly where this protects, enhances or restores biodiversity, landscape and amenity value. Priority will be given to schemes that promote: 1. economic and physical regeneration, or 2. the attractiveness of approaches into key service centres, important transport corridors and entry points to the county, or 3. reuse of previously developed land with the emphasis in open countryside on forestry, woodland, agriculture and other uses which respect the character of the countryside, or 4. restoration and remediation of derelict or contaminated land.

The scheme will neither hinder nor facilitate these objectives.




Policy DP 5 Manage Travel Demand; Reduce the Need to Travel, and Increase Accessibility Development should be located so as to reduce the need to travel, especially by car, and to enable people as far as possible to meet their needs locally. A shift to more sustainable modes of transport for both people and freight should be secured, an integrated approach to managing travel demand should be encouraged, and road safety improved. Safe and sustainable access for all, particularly by public transport, between homes and employment and a range of services and facilities (such as retail, health, education, and

leisure) should be promoted, and should influence locational choices and investment decisions. Major growth should, as far as possible, be located in urban areas where strategic networks connect and public transport is well provided. All new development should be genuinely accessible by public transport, walking and cycling, and priority will be given to locations where such access is already available. In rural areas accessibility by public transport should also be a key consideration in providing services and locating new development, emphasising the role of Key Service Centres (Policy RDF2). This scheme would provide improved access to the site but it would not make any particular contribution to achieving these objectives.

Policy RT 1 Integrated Transport Networks Transport problems and issues in the region should be examined on a multi-modal basis to develop sustainable, integrated and accessible solutions for all users. The management of routes in the Regional Highway Network should be closely co-ordinated with relevant Route Utilisation Strategies on the rail network where available. Plans and strategies should seek to make best use of existing infrastructure and to capitalize on developments in intelligent transport systems and information and communications technology. They should focus on improving journey time reliability in the transport corridors shown on the Key Diagram and in Appendix RT(a) and enhancing the accessibility of the region’s gateways and interchanges, particularly the international ones, as listed in Appendix RT(b). The scheme will provide improved access to the M6 corridor and good links to the existing highway network into and out of Carlisle. The scheme itself will have little bearing on wider accessibility issues however.

Policy CNL 1 Overall Spatial Policy for Cumbria Plans and strategies in Cumbria should: focus major

developments within Barrow in Furness and Whitehaven, and Workington, and in the City of Carlisle in line with policy RDF1 and spatial principles DP1-9; provide for development in the key service centres and local service centres in line with RDF2; provide a portfolio of employment sites in accordance with RDF1 and the criteria in policies W2 and W3; support the restructuring of housing markets in West Cumbria and Furness; improve Cumbria’s internal and external transport links in line with the priorities for transport investment and management set out in policy RT10; develop the role of Carlisle as a regional public transport gateway to the region in line with policy RT1 and harness its potential for economic growth in sustainable ways; ensure that network management measures are utilised to make best and most appropriate use of available highway infrastructure and to improve road safety and journey time reliability, with priority given to improving the operation of routes linking Furness and West Cumbria to the M6; give priority to improving access to employment, services and education/training facilities on foot and by cycle, and by public transport, in Carlisle, Workington/ Whitehaven and Barrow-in Furness, and in Key Service Centres, especially Kendal; support the development of sustainable tourism in Cumbria; and support the development of higher value knowledge based and specialist industry based employment opportunities. Proposals and schemes will be directed primarily towards locations where they can contribute to these priorities. The scheme will neither hinder nor facilitate these objectives.

Policy RT9 Walking and Cycling Local Authorities should work with partners to develop integrated networks of continuous, attractive and safe routes for walking and cycling to widen accessibility and capitalise on their potential environmental, social and health benefits. A high priority should be given to routes linking residential areas with employment areas, transport interchanges,

schools, hospitals and other community services. Local authorities should ensure that proposals and schemes for new developments incorporate high quality pedestrian and cycle facilities, including secure cycle parking. Routes should connect with those in nearby developments, and provision of all facilities should take into consideration integration with likely future development. When considering improvements to the region’s transport networks, scheme promoters should take the opportunity to enhance walking and cycling provision, including crossings, signage, lane markings, allocation or re-allocation of road space, and off-road routeswherever possible. The scheme will partially meet the aspirations of Policy

RT9 through the provision of cycleways

Planning Policy Guidance/Statements (PPGs /PPSs) PPG 13 Transport: describes how to integrate planning at the national, strategic and local levels. It aims to: • Promote more sustainable transport choices for both

people and moving freight. • Promote accessibility to jobs, shopping, leisure facilities

and services by public transport, walking and cycling. • Reduce the need to travel, especially by car. The proposal will improve traffic flows in the area. Bus journey times will become more reliable and punctual. Barriers to integration between travel modes and services will be removed. Pedestrian and cyclist movements will also be improved.



PPG16 Archaeology and Planning Note 16: provides advice

and guidance for property owners, developers, archaeologists, amenity societies and the public with regard to the preservation and recording of archaeological sites discovered under the development control systems. PPG16 gives particular emphasis to the desirability of preserving

monuments in situ wherever possible.

There will be no impact upon archaeology .








Summary Assessment Score: Beneficial Impact Qualitative comments: The proposed development will support policies (at all levels) that relate to the improvement and promotion of public transport and improvements to pedestrian movements.





WORKSHEET Scheme: Community Infrastructure Fund Objective: Environment Date: May 2009 Option: Greymoorhill – Do Minimum Sub-objective: Landscape

Features

Description Scale itmatters

Rarity Importance Substitutability Impact AdditionalMitigation

Pattern

Large blocky development on west

side of A7 with a finer grained and

more complex pattern of residential

development on east side of A7.

Both straight and curvilinear roads

break up the blocky patterns.


only at a local level,

insofar as it signals the

interface between

Carlisle and its rural

hinterland.

This kind of pattern

is commonplace at

local, regional and

national level

This pattern is of

medium importance at

a local level only.

This pattern is substitutable,

although it is not necessarily

desirable to substitute the pattern

in other areas.

The impact of the

infrastructure is

adverse but very

small, given the

complexity of the

baseline conditions

None considered

effective.

Tranquillity

This area comprises a range of

intensively used retail outlets, filling

stations, housing etc. The A7 is a

busy arterial road serving the city

centre. Close by is the M6. The

Levels of tranquillity

here do not matter at

any level.

The absence of

tranquillity is not

rare at any level.

The lack of tranquillity

is not regarded as

important at any level

– it is considered

undesirable.

Substitutable but not desirable. Indiscernible effects

on tranquillity.

Greening of the

junction with trees

and shrubs may give

a localised sense of

tranquillity for people Cultural

Cultural aspects do not contribute

strongly to the current landscape

character. Retail branding exerts a

strong 21st century influence on the

area. Despite being in very close

proximity, Hadrian’s Wall and other

f t f R d

This does not matter at

any level.

This type of

landscape which

exhibits almost

wholly 20th and 21st

century cultural

characteristics is not

l ll


level.

While this kind of cultural

landscape is substitutable, it is not

desirable to do so.

Indiscernible effects

on cultural

characteristics.

None considered

effective.

Landcover

High density of retail, industrial,

infrastructure and housing. Small

areas of open green space associated

with infrastructure.


any level.

This kind of

landcover is

commonplace at all

levels.


level.

Substitutable but not desirable. Imperceptible

impacts

Greening of the

junction would

increase the

proportion of green


Landscape character is typical of

many urban fringes; dominated by

modern buildings, busy and large

roads; ubiquitous retail branding.

Topography is relatively flat so the

urban fringe landscape feels

expansive. There are no statutory

landscape designations in the area,

This type of landscape


level.

This type of


– commonplace

throughout the UK

and beyond.


level.

Substitutable but not desirable. The impact of this

junction on the

overall landscape

character would

further reinforce

the urban fringe

character, but in a

very localised and

Soft landscape works

in the vicinity of the

junction may help in

a very modest way,

and the effects would

be very localised.

Note: this worksheet appraises the effects of infrastructure to support new housing. The appraisal assumes the presence of this housing as part of the future baseline. In order to ensure that existing and future baseline conditions can be discriminated, all future baseline descriptions are in blue text. Reference Source(s): Site visits, Google Earth, Magic website.

Summary assessment score: Neutral Effect

Qualitative comments: The effects of a small junction would be insignificant in this urbanised landscape and there would be no effect on the Hadrian’s

Wall Target Area.

WORKSHEET Scheme: Community Infrastructure Fund Objective: Environment Date: May 2009 Option: Greymoorhill – Do Something Sub-objective: Landscape

Feature



Mitigation Pattern

Large blocky development on west

side of A7 with a finer grained and

more complex pattern of residential

development on east side of A7.

Both straight and curvilinear roads

break up the blocky patterns.


only at a local level,

insofar as it signals the

interface between

Carlisle and its rural

hinterland.

This kind of pattern

is commonplace at

local, regional and

national level

This pattern is of

medium importance at

a local level only.

This pattern is substitutable,

although it is not necessarily

desirable to substitute the pattern

in other areas.

The impact of the

infrastructure is

negligible, given the

complexity of the

baseline conditions

Planting trees on the

roundabout and on

surrounding land

would tie together

the different patterns

on both sides of the

Tranquillity

This area comprises a range of

intensively used retail outlets, filling

stations, housing etc. The A7 is a

busy arterial road serving the city

centre. Close by is the M6. The

Levels of tranquillity

here do not matter at

any level.

The absence of

tranquillity is not

rare at any level.

The lack of tranquillity

is not regarded as

important at any level

– it is considered

undesirable.

Substitutable but not desirable. Indiscernible effects

on tranquillity.

Greening of the

roundabout with

trees and shrubs may

give a localised sense

of tranquillity for Cultural

Cultural aspects do not contribute

strongly to the current landscape

character. Retail branding exerts a

strong 21st century influence on the

area. Despite being in very close

proximity, Hadrian’s Wall and other

f t f R d


any level.

This type of

landscape which

exhibits almost

wholly 20th and 21st

century cultural

characteristics is not

l ll


level.

While this kind of cultural

landscape is substitutable, it is not

desirable to do so.

Indiscernible effects

on cultural

characteristics.

None considered

effective.

Landcover

High density of retail, industrial,

infrastructure and housing. Small

areas of open green space associated

with infrastructure.


any level.

This kind of

landcover is

commonplace at all

levels.


level.

Substitutable but not desirable. Negligible effects Greening of the

roundabout would

increase the

proportion of green


Landscape character is typical of

many urban fringes; dominated by

modern buildings, busy and large

roads; ubiquitous retail branding.

Topography is relatively flat so the

urban fringe landscape feels

expansive. There are no statutory

landscape designations in the area,

This type of landscape


level.

This type of


– commonplace

throughout the UK

and beyond.


level.

Substitutable but not desirable. The impact of this

roundabout on the

overall landscape

character would

further reinforce

the urban fringe

character, but in a

very localised and

Soft landscape works

in the vicinity of the

roundabout may

help in a very modest

way, and the effects

would be very

localised.

Note: this worksheet appraises the effects of infrastructure to support new housing. The appraisal assumes the presence of this housing as part of the future baseline. In order to ensure that existing and future baseline conditions can be discriminated, all future baseline descriptions are in blue text. Reference Source(s): Site visits, Google Earth, Magic website.

Summary assessment score: Neutral Effect

Qualitative comments: The effects of a roundabout would be insignificant in this urbanised landscape and there would be no effect on the Hadrian’s

Wall Target Area.

WORKSHEET Scheme: Community Infrastructure Fund Objective: Integration Date: May 2009 Option: Greymoorhill - Do Minimum Sub-objective: Other Government Policy




Children and Young People: Enhance access to a fuller cultural sporting life: The effects of traffic is unlikely to have any significant impact on accessing a fuller cultural sporting life. Economy: Maximise the contribution which tourism, creativity and leisure can make to the UK economy: The infrastructure improvements would have little impact on improving the contribution to tourism, creativity and leisure economy as it would not encourage more journeys by those without access to a car.

Home Office To support strong and active communities: The proposal will have no bearing on achieving this objective.


Drive up sustainable economic growth: The proposal is unlikely to increase opportunities for sustainable economic growth but infrastructure improvements complement this wider objective.

Department for Transport

Promote mobility and reduce social exclusion: Improvements to the highways infrastructure provide an opportunity to improve accessibility and mobility. This option would no however make a material contribution to achieving this aim. To contribute to better safety, security and health through reducing the risk of death, injury or illness arising from transport and promoting travel modes

A transport network is required that can meet the challenges of a growing economy and the increasing demand for travel, but can also achieve environmental objectives: There are no physical improvements planned and the effect of increased traffic is likely to hinder the transport network without achieving environmental objectives. To reduce transport emissions of Carbon

that is beneficial to health: The proposal would not improve safety, and increased traffic may hinder safety. The proposal would not result in being beneficial to health.

Dioxide and other greenhouse gasses: There are no measures proposed that are likely to reduce emission. An increase in vehicular movements will inevitably increase emissions. A transport network is required that can meet the challenges of a growing economy and the increasing demand for travel, but can also achieve environmental objectives: As there are no physical changes proposed, the effect from an increase in traffic from any future development is likely to place additional strain on the existing infrastructure.

Department of Health Promotion of participation in physical activity: As no further infrastructure is proposed it would not promote participation in physical activity i.e. cycling or walking, and it would not improve access to sport and recreation facilities. The proposal would not hinder achieving this objective however.

Reference Source(s): • TAG Unit 3.7.3 Other Government Policies Sub-objective www.webtag.org.uk • Relevant policy objectives taken from government department websites as follows: • Relevant policy objectives taken from government department websites as follows:

o Department for Culture, Media and Sport, available from <http://www.culture.gov.uk/> o Home Office, available from <www.homeoffice.gov.uk> o Department for Business, Enterprise and Regulatory Reform, available from <www.berr.gov.uk> o Department for Transport, available from <www.dft.gov.uk> o Department for Health, available from <www.dh.gov.uk>


No consultation was undertaken as part of this exercise. Summary assessment score: Neutral/negative







Qualitative comments: This option has little bearing on achieving the objectives of other government departments. The scheme would not make any specifically enhanced provision for cyclists or pedestrians and new development would inevitably place greater strain upon existing infrastructure due to traffic generation. In this regard negative implications of this proposal have been identified.

WORKSHEET Scheme: Community Infrastructure Fund Objective: Integration Date: May 2009 Option: Greymoorhill – Do Something Sub-objective: Other Government Policy




Children and Young People: Enhance access to a fuller cultural sporting life: The extended bus service will assist in promoting this initiative by allowing children and young people improved access to community and recreational facilities without reliance upon the car.

Department ofEnvironment, Food and Rural Affairs

Protect and improve the rural, urban and global environment: The provision of an enhanced bus service and a cycleway may result in measurable improvements to air quality where there is a dedicated by reducing the use of the private car and congestion. The scheme should in any event mitigate against the adverse effects of further development in the area and the inevitable traffic generation.

Home Office To support strong and active communities: Quality public transport is a key element in promoting and ensuring social inclusion and access to services and facilities by all. By reducing social exclusion, diverse but healthy and vibrant communities can be maintained. A lack of accessibility often leads to localised problems and antisocial behaviour, which is inevitably harmful to the sense of community.

Help people feel secure in their homes and communities: The scheme has no direct implications for achieving this objective, but enhanced accessibility, which would be provided by this scheme, would contribute to the strength of the community which it serves, which in turn may reduce crime in the area.


Drive up sustainable economic growth: Enhanced public transport provision and improved traffic flows which reduce congestion in the area will help to support businesses through improved journey times and reliability for employees, customers and visitors.

Accessibility to businesses, services and facilities would be improved, which again would make a modest but important contribution to encouraging sustainable economic growth.

Department for Transport Promote mobility and reduce social exclusion: Quality public transport is a key element in promoting and ensuring social inclusion and access to services and facilities by all. This scheme will enhance mobility and make a measurable positive contribution to enhancing mobility and reducing social exclusion. Oversee the delivery of reliable, safe and secure transport system that responds efficiently to the needs of individuals and business whilst safeguarding our environment: The scheme would contribute to reducing congestion through the provision of cycleways and more frequent and reliable public transport. This would have a modest but direct benefit for local businesses. Reduced congestion and greater bus patronage offers modest environmental benefits also. A transport network is required that can meet the challenges of a growing economy and the increasing demand for travel, but can also achieve environmental objectives: A more efficient public transport service with dedicated bus lanes and provision of cycleways is consistent with these aims, by making a positive contribution from both an economic and environmental perspective. To reduce transport emissions of Carbon Dioxide and other greenhouse gasses: By encouraging increased bus patronage and through the provision of dedicated cycle paths, this scheme would encourage modal shift, thereby reducing emissions of carbon dioxide and other greenhouse gases. To contribute to better safety, security and health

through reducing the risk of death, injury or illness arising from transport and promoting travel modes that is beneficial to health: The roundabout, bus service improvements and cycle paths measures would all contribute to these objectives. A dedicated lane reduces conflict between cyclists and other traffic, encouraging usage of this mode which offers personal health benefits.

Department of Health Promotion of participation in physical activity: The cycleway would directly encourage participation in physical activity, while the bus corridor may also encourage participation of physical activity by providing better access to sports and recreation facilities for all.

Reference Source(s): • TAG Unit 3.7.3 Other Government Policies Sub-objective www.webtag.org.uk • Relevant policy objectives taken from government department websites as follows:

o Department for Culture, Media and Sport, available from <http://www.culture.gov.uk/> o Department for Environment, Food and Rural Affairs, available from <www.defra.gov.uk> o Home Office, available from <www.homeoffice.gov.uk> o Department for Business, Enterprise and Regulatory Reform, available from <www.berr.gov.uk> o Department for Transport, available from <www.dft.gov.uk> o Department for Health, available from <www.dh.gov.uk>


No consultation was undertaken as part of this exercise. Summary assessment score: Beneficial Qualitative comments: This scheme offers widespread benefits in relation to the identified government policy objectives, focusing on the economy, community, transport networks and health. Having assessed the principle of this development in relation to the above government objectives, there are no identified areas of potential conflict.



http://www.defra.gov.uk/





WORKSHEET Scheme: Community Infrastructure Fund Objective: Environment Date: May 2009 Option: Greymoorhill – Do Minimum Sub-objective: Townscape





Layout

Two major roads (M6 and A7), roughly parallel, and several other large roads divide the spaces which comprise: a blocky, open landscape of retail units surrounded by hard standings and; open pasture land,

The layout matters only at a local level or to people travelling into Carlisle- it signals the entrance to the town.


This kind of layout is not important at any level.


The land between the A7 and the motorway will be used for housing; which has a denser, more complex layout than the adjacent retail developments.

The impact of the small junction in this layout would be insignificant.


Density and mix

The retail areas have a relatively high proportion of open space in relation to built form- mainly car parks and roads.

This density does not matter at any level.




The housing areas have approximately a 50/50 split between built form and open space (mainly gardens) and roads.



Scale

Large scale buildings in terms of both height and footprint.

This scale matters only at local level, to signal the fact that it is




Small scale housing development in relation to adjacent retail areas.


Tree planting at the junction may reduce scale very locally.

Appearance

Simple, modern blocky buildings with little or no evidence of craftsmanship or vernacular style.

It matters only at a local level to signal the land-use.




Small modern houses. An assumption is made that these will not exhibit particularly vernacular characteristics.


Tree planting at the junction may improve appearance, in a very localised way.

Human interaction

Human interaction is very limited; the fast, busy wide roads constrain interaction, as does the fact that most people move to and around the area by car.

(The lack of) human interaction does not matter at




Human interaction may exist within the spaces at the centre of clusters of housing. However, the housing will not improve opportunities for human



Cultural

Cultural aspects do not contribute strongly to the current landscape character. Retail branding exerts a strong 21st century influence on the area. Despite being in very close proximity, Hadrian’s Wall and

(The lack of) historic cultural characteristics does not matter




The loss of agricultural land would further obliterate evidence of the area’s past.

No discernible impacts.






other features of Roman occupancy do not strongly influence current landscape character.

at any level.

Land use

Retail, transport corridor, light industrial, a small amount of housing along the A7.

It matters only at a local level to signal the




Housing estates between the A7 and the 6.


Tree planting may slightly re-balance the green / built up ratio.


Landscape character is typical of many urban fringes; dominated by modern buildings, busy and large roads; ubiquitous retail branding. Topography is relatively flat so the urban fringe landscape feels expansive. There are no statutory landscape designations in the area, although the study area is in the Hadrian’s Wall Target Area.

This townscape character does not matter at any level




The area would become more overwhelmingly urbanised and built up. The pattern would become more complex, due to the smaller scale pattern of housing areas.


Tree planting may help to mitigate the slight adverse impacts, in a localised area. But adverse impacts are very small to start with.




Qualitative comments: The adverse effects of the infrastructure are very small because the area is already urbanised.

WORKSHEET Scheme: Community Infrastructure Fund Objective: Environment Date: May 2009 Option: Greymoorhill – Do Something Sub-objective: Townscape





Layout

Two major roads (M6 and A7), roughly parallel, and several other large roads divide the spaces which comprise: a blocky, open landscape of retail units surrounded by hard standings and; open pasture land,

The layout matters only at a local level or to people travelling into Carlisle- it signals the entrance to the town.


This kind of layout is not important at any level.


The land between the A7 and the motorway will be used for housing; which has a denser, more complex layout than the adjacent retail developments.

The impact of the roundabout in this layout would be insignificant, given that the area is already dominated by roads.


Density and mix

The retail areas have a relatively high proportion of open space in relation to built form- mainly car parks and roads.

This density does not matter at any level.




The housing areas have approximately a 50/50 split between built form and open space (mainly gardens) and roads.



Scale

Large scale buildings in terms of both height and footprint.

This scale matters only at local level, to signal the fact that it is




Small scale housing development in relation to adjacent retail areas.


Tree planting at the roundabout may reduce scale very locally.

Appearance

Simple, modern blocky buildings with little or no evidence of craftsmanship or vernacular style.

It matters only at a local level to signal the land-use.




Small modern houses. An assumption is made that these will not exhibit particularly vernacular characteristics.


Tree planting at the roundabout may improve appearance, in a very localised way.

Human interaction

Human interaction is very limited; the fast, busy wide roads constrain interaction, as does the fact that most people move to and around the area by car.

(The lack of) human interaction does not matter at




Human interaction may exist within the spaces at the centre of clusters of housing. However, the housing will not improve opportunities for human







Cultural

Cultural aspects do not contribute strongly to the current landscape character. Retail branding exerts a strong 21st century influence on the area. Despite being in very close proximity, Hadrian’s Wall and other features of Roman occupancy do not strongly influence current landscape character.

(The lack of) historic cultural characteristics does not matter at any level.




The loss of agricultural land would further obliterate evidence of the area’s past.

No discernible impact.


Land use

Retail, transport corridor, light industrial, a small amount of housing along the A7.

It matters only at a local level to signal the




Housing estates between the A7 and the 6.


Tree planting may slightly re-balance the green / built up ratio.


Landscape character is typical of many urban fringes; dominated by modern buildings, busy and large roads; ubiquitous retail branding. Topography is relatively flat so the urban fringe landscape feels expansive. There are no statutory landscape designations in the area, although the study area is in the Hadrian’s Wall Target Area.

This townscape character does not matter at any level




The area would become more overwhelmingly urbanised and built up. The pattern would become more complex, due to the smaller scale pattern of housing areas.


Tree planting may help to mitigate the slight adverse impacts, in a localised area. But adverse impacts are very small to start with.




Qualitative comments: The adverse effects of the infrastructure are very small because the area is already heavily urbanised.

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