COMMENTS (REPRESENTATION) FORM...use to examine the Plan (see Guidance Notes overleaf). That is why it is important you use this form. It may appear technical but the structure is

Doncaster

Local Plan

Publication Draft 2019

Ref: (For Official Use Only)

COMMENTS (REPRESENTATION) FORM

Please respond by 6pm Monday 30 September 2019. The Council considers the Local Plan is ready for examination. It is formally “publishing” the Plan to invite comments on whether you agree it meets certain tests a Government appointed independent Inspector will use to examine the Plan (see Guidance Notes overleaf). That is why it is important you use this form. It may appear technical but the structure is how the Inspector will consider comments. Using the form also allows you to register interest in taking part in the examination. All comments received will be sent to the Inspector when the plan is “submitted” for examination. Please email your completed form to us at If you can’t use email, hard copies can be sent to:

Planning Policy & Environment Team, Doncaster Council, Civic Office, Doncaster, DN1 3BU. All of the Publication documents (including this form) are available at: www.doncaster.gov.uk/localplan

This form has two parts: Part A – Personal Details and Part B – Your Comments (referred to as representations)

Part A Please complete in full. Please see the Privacy Statement at end of form.

1. Personal Details 2. Agent’s Details (if applicable)

Title Mr

First Name Paul

Last Name Smith

Organisation (where relevant)

Inherent Property Longwall Property

Address – line 1 c/o Agent Bowsall House

Address – line 2 3 King Street

Address – line 3 Salford

Postcode M3 7DG

E-mail Address

Telephone Number

http://www.doncaster.gov.uk/localplan

Guidance Notes (Please read before completing form) What can I make comments on? You can comment (make representations) on any part of the Doncaster Local Plan Publication Version and its supporting documents. These include: Sustainability Appraisal, Habitat Regulations Assessment, Topic Papers and other supporting technical (evidence base) documents. The full list of documents is available at: www.doncaster.gov.uk/localplan. However, this stage is really for you to say whether you think the plan is legally compliant and ‘sound’ (see below ). Do I have to use the response form? Yes please. This is because further changes to the plan are for a Planning Inspector to consider during an Examination in Public and providing responses in a consistent format is important. For this reason, all responses should use this response form. You can attach additional evidence to support your case – but please ensure it is clearly referenced and succinct. The Inspector will decide if further additional evidence is required before or during the Public Examination. For the inspector to consider your comments, you must provide your name and address with your response. Additional response forms are available online at www.doncaster.gov.uk/localplan Can I submit representations on behalf of a group or neighbourhood? Yes you can. Where there are groups who share a common view on how they wish to see the plan modified, it would be

helpful for that group to send a single form that represents that view. In such cases the group should indicate how many people it is representing including a list of their names and addresses, and how the representation was agreed e.g. via a parish council/action group meeting, signing a petition, etc. It should still be submitted on this standard form with the information attached. Question 3 (below) – What does ‘legally compliant’ mean? Legally compliant means asking whether or not the plan has been prepared in line with statutory regulations, the duty to cooperate and legal procedural requirements such as the Sustainability Appraisal (SA). Details of how the plan has been prepared are set out in the published Consultation Statements and the Duty to Cooperate Statement, which can be found at: www.doncaster.gov.uk/localplan Questions 4/5 (below) – What does ‘soundness’ mean? Soundness means asking whether or not it is ‘fit for purpose’ and ‘showing good judgement’. The Inspector will explore and investigate the plan against the National Planning Policy Framework’s four ‘tests of soundness’1. These are:

• Positively prepared - the Plan should be prepared so it meets Doncaster's objectively assessed needs for housing and other development, including infrastructure and business development.

• Justified – the Plan should be based on evidence, and be an appropriate strategy for the Borough when considered against other reasonable alternatives.

• Effective – the Plan should be deliverable and based on effective joint-working on cross-local authority boundary matters as evidenced in a Statement of Common Ground.

• Consistent with national policy – the plan should enable sustainable development and be consistent with the Government's National Planning Policy Framework (NPPF).

Question 8 (below) – Do I need to attend the Public Examination? You can present your representation at a hearing session during the Public Examination but you should note that Inspectors do not give more weight to issues presented in person than written evidence. The Inspector will use his/her own discretion to decide who should participate at the Public Examination. All examination hearings will be open to the public.

1 Paragraph 35 of Framework: https://www.gov.uk/guidance/national-planning-policy-framework/3-plan-making



http://www.harrogate.gov.uk/info/20101/planning_policy_and_the_local_plan/556/local_plan_-_evidence_base


https://www.gov.uk/guidance/national-planning-policy-framework/3-plan-making

Part B Please complete this Part to make your comments. After this Publication stage, further submissions will only be

at the request of the Inspector, based on the matters and issues she/he identifies for examination.

If after reading the Guidance Notes you don’t know how to answer these questions, please contact us at:

or

Name / Organisation Name:

Inherent Property

1. To which document does your response relate? (Please tick all that apply)

Doncaster Local Plan Publication Draft ☒ Policies Map ☒

Sustainability Appraisal ☒ Habitats Regulations Assessment ☐

Topic Paper? If so, which one(s): ☐ Other Document(s)? If so, which one(s): ☐

2. To which part(s) of the document / map does your response relate?

Page No.: Paragraph:

Policy Ref.: 2, 3, 6 Site Ref.: 930

Policies Map: Tickhill

3. Do you consider the Local Plan is Legally compliant (including with the Duty to Cooperate)? No ☒ Yes ☐

4. Do you consider the Local Plan is Sound? No ☒ Yes ☐ (If yes, go to Question 6) 5. If you consider the Local Plan is NOT SOUND, is this because it is NOT: (Please tick all that apply)

Positively prepared ☒ Justified ☒

Effective ☒ Consistent with National Policy ☒

6. Please give reasons for your answers to Questions 3, 4 and 5 where applicable. If you believe the Doncaster Local Plan is not legally compliant and/or not sound please provide all the information, evidence and supporting information necessary to justify your comments.

Please also use this box if you wish to comment on any of the documents you marked in Question 1 above.

You can attach additional information but please make sure it is securely attached and clearly referenced.

Please see the attached report for full details of our objections.

7. What change is necessary to make the Doncaster Local Plan legally compliant and/or sound? Please set out what change(s) you consider necessary to make the Doncaster Local Plan legally compliant or sound – based particularly on how you answered Question 6 relating to the tests of soundness. You need to say why the change(s) will make the plan legally compliant or sound. It will also be helpful if you put forward your suggested revised wording of any policy or piece of text. Please be as precise as possible.

(If you are suggesting that the Plan is both legally compliant and sound – please go to Question 9).

Please see the attached report for full details of our proposed amendments.

8. If your representation is seeking a change, do you consider it necessary to participate at the hearing sessions of the Public Examination? (tick one box only)

☐ No, I do not wish to participate at the examination. I would like my representation to be dealt with by written representation.

☒ Yes, I wish to appear at the Examination.

If you have selected No, your representation(s) will still be considered by the independent Planning Inspector by way of written representations. 9. If you wish to participate at the hearing sessions, please outline why you feel this is necessary:

To allow participation in discussions regarding the sustainability appraisal, settlement strategy, proposed housing

requirement and distribution of development including site selection and allocations.

Please note: the Inspector will determine the most appropriate way to hear those who wanted to participate at the hearing session. Your Signature

Date

30/09/2019

Please send your completed form, by no later than 6pm on 30th September 2019, to:

• Planning Policy & Environment Team, Doncaster Council, Civic Office, Doncaster DN1 3BU

• or email: Electronic copies of this form are available to download at www.doncaster.gov.uk/localplan


Privacy Notice The Council is committed to meeting its data protection obligations and handling your information securely. You should make sure you read and understand the Planning Services privacy notice (see link below), which sets out what you need to know about how Doncaster Council will use your information in the course of our work as a Local Planning Authority. http://www.doncaster.gov.uk/services/the-council-democracy/planning-service-privacy-notice. Hard copies are available on request from:

The Council reserves the right not to publish or take into account any representations which are openly offensive

or defamatory.

http://www.doncaster.gov.uk/services/the-council-democracy/planning-service-privacy-notice

Doncaster Local Plan 2015 – 2-35 Consultation on Publication Version Representations on behalf of Inherent Property

Land at Worksop Road, Tickhill

September 2019

Contents

1. Introduction 3

2. Spatial Strategy, Housing Distribution and Site Selection 4

3. Safeguarded Land 9

APPENDIX 1 – TRANPORT ISSUES REPORT

APPENDIX 2 – DEVELOPMENT PROSPECTUS

Contact Paul Smith

1. Introduction

1.1 This submission has been prepared by Longwall Property on behalf of Inherent

Property Ltd in response to the consultation on the Publication version of the

Doncaster Local Plan.

1.2 Inherent Property are working with the owners of a site on Worksop Road in

Tickhill (reference 930) to promote it through the emerging Local Plan as a

potential residential development site. We have previously written to the council

regarding the site and provided a Development Statement identifying the site’s

development potential.

1.3 These comments have also been prepared with the knowledge of the owners of

the adjoining site (reference 281). Both parties have indicated a willingness to

work together to ensure the wider site can be delivered.

2. Spatial Strategy, Housing Distribution and Site Selection

2.1 The level and distribution of housing growth set out in Policy 3 of the Local Plan is

comprised of two parts. The first part, of c. 8,775 homes is described as the “local

need” element of the housing requirement and is to be distributed pro-rata

between settlements with a reasonable range of services. The remaining part of

the housing target, the “economic-led element” is intended to support economic

growth and is to be directed towards the Main Urban Area (MUA) and the Main

Towns.

2.2 The Sustainability Appraisal (SA) explains that this proposed distribution of

growth is derived from “Option 4” of the various potential growth distributions

considered. According to the SA, Option 4 “is essentially based on the principles of

concentrating development within existing urban areas (preferably on vacant or

underused sites with good transport links), whilst addressing local priorities and needs

within smaller settlements.”1

2.3 The SA goes on to say that “[i]n addition, Option 4 focusses more growth around the

cluster of villages and towns in the south west of the Borough (e.g. Finningley, Auckley

and Hayfield Green and Tickhill) where there are no known flood risk constraints.”2

2.4 In providing an explanation of the choice of Option 4 as the preferred option, the

SA specifically mentions its role in minimising the Local Plan’s dependence on

areas at risk of flooding and that “it proposes modest housing growth (up to 10%) in

ten other service towns and villages (e.g. Bawtry and Tickhill) so as to extend the

approach of meeting housing needs locally within different parts of the Borough.”3

2.5 The approach taken results in a housing target for Tickhill of 165 dwellings over

the plan period. The delivery of this number of homes in Tickhill is required both

1 Wood Environmental (August 2019) Sustainability Appraisal of the Doncaster Local Plan 2015 -

2035: Publication Version, paragraph 5.2.10

2 Ibid. para. 5.2.23 3 Ibid. para 5.2.32

to ensure that local housing need is met, and to minimise the number of homes

that are being delivered in areas of flood risk.

2.6 Whilst that is the strategic approach to the distribution of housing growth, the

actual number of dwellings that the plan allocates in each settlement deviates

significantly from the proposed strategy. Of the 18 settlements in the Service

Towns and Villages tier of the settlement hierarchy or above, only 8 have been

allocated sites to deliver a number of dwellings either within their proposed range

of housing growth, or within 20% of the target (where it is an exact figure). Just 4

of the 10 Service Towns and Villages have been allocated sites to deliver a number

of dwellings that is within 20% of their proposed targets.

2.7 For Tickhill specifically, the strategy calls for in the region of 165 dwellings to be

delivered in the town. The Local Plan allocates sites capable of accommodating

just 74 of those homes. This is justified on the basis that only a single site in the

town is suitable for development.

2.8 This is not correct.

2.9 The Site Selection report4 considers a range of potentially suitable housing

development sites in Tickhill. Many of those sites were filtered out of the selection

process due to the impact their development would have on the Green Belt.

2.10 The site at Worksop Road, Tickhill (identified as site 930 in the various reports)

was not eliminated from consideration on this basis. In fact, it was one of the sites

which was considered to have a “Moderately Strong” case for inclusion in further

site selection work based on its Green Belt function. Only two sites in the whole

borough – neither of which are in Tickhill – were in the higher “Strong” case

category which would be more suitable for release.

2.11 Of the 35 sites in this Moderately Strong category, site 930 is one of only 8 sites

considered to have strong boundaries (none of the other 7 sites are in Tickhill).

The site is also considered to only moderately perform the purposes of the Green

Belt – only 4 sites in this category weakly perform the purposes of the Green Belt.

4 Housing & Employment Site Selection Methodology & Results Report Publication Version - June 2019

It is, therefore, one of the better performing sites based on Green Belt function,

and one of the sites that is most suitable for development.

2.12 The conclusions of the Site Selection concur with that assessment and eliminate

the site for a single reason – the council consider that it is not possible to

accommodate a suitable vehicular access to the site and claim that access is only

possible to Lindrick Lane. This assessment is not correct.

2.13 We have previously provided the council with an access design for the site

prepared by Croft Transport Solutions which shows how a satisfactory access

could be provided to Worksop Road. This design can be found in the Transport

Issues report at Appendix 1.

2.14 The access requirements for a site such as this should be based on the criteria set

out in Manual for Streets. For a 30mph road, the required visibility splays would

be 2.4 metres by 43 metres. Croft TS have prepared an access design onto

Worksop Road which accommodates those requirements without the need for

any third party land.

2.15 Although the current speed limit on Worksop Road is 40mph, the 30mph zone

starts immediately past the site adjacent to the first residential properties on

Worksop Road. As part of any development of the site, it would be expected that

this 30mph zone would be extended to include the new development, broadly to

the position indicated on the Croft TS access drawing. That would also reduce

vehicle speeds – and improve traffic safety – at the Worksop Road / Lindrick Lane

junction.

2.16 Pedestrian access into the site can be provided by both linking into the existing

footway adjacent to Lindrick Lane to the east, and extending the existing footway

adjacent to Worksop Road (through site reference 281).

2.17 Therefore, and contrary to the findings of the Site Selection paper, there are no

access constraints that would prevent the development of the site, either in

isolation or in conjunction with the adjoining site (reference 281). We requested

the opportunity to discuss this proposed access design with the council, but did

not receive a response.

2.18 Nor are there are other constraints which would prevent the development of the

site. We have previously submitted a Development Statement which summarises

the main technical considerations in respect of the site. A copy of that Statement

can be found at Appendix 2.

2.19 It is clear that there are no barriers to the site’s development. It’s allocation would

help move closer to their proposed distribution of new homes – which the council

acknowledge is the distribution that is best able to ensure local housing need is

met and to minimise the amount of development on sites that are at risk of

flooding.

2.20 The Local Plan, as drafted, is therefore not sound.

2.21 Firstly, the proposed spatial distribution of new homes has not been subject to a

sustainability appraisal. While an SA has been carried out, it only considers the

proposed distribution of new homes, not the actual distribution that the Local

Plan results in. There are significant differences between the proposed and actual

distributions. The SA does not consider the actual distribution of new homes. It

does not therefore, meet the relevant legal requirements and the plan is unsound

on that basis. Nor is there any evidence that the proposed distribution takes

adequate account of the constraint to development posed by flood risk – although

the spatial distribution purports to reflect that constrain, the actual distribution of

growth based on the proposed allocations does not

2.22 Secondly, the Plan does not meet the local need for housing growth that is

identified as being required in Tickhill. It will not, therefore be effective in

delivering the strategy it purports to be trying to deliver.

2.23 Thirdly, the Plan is not justified based on the evidence. It is apparent that there is

no evidential basis for the proposed distribution of development and that the

selection of sites has not been based on the information available to the council.

Nor has the Plan been arrived at from a consideration of reasonable alternatives.

At no point have the council considered the spatial distribution that would result

from maximising development on sites which are not at risk of flooding.

2.24 Fourthly, the Plan is not consistent with national policy. While the proposed

distribution of housing growth purports to take flood risk into account, the

significant deviation from the “preferred” distribution has not maximised the

opportunity to deliver new homes in areas which are not at risk at flooding.

2.25 To ensure soundness, the council should consider to what extent sites outside of

flood zones which are not currently allocated for new homes could contribute

towards housing supply. Once those sites have been identified, consideration to

be given to what spatial distribution possibilities this would give rise too, and the

implications for sustainability of each.

3. Safeguarded Land

3.1 Paragraph 139 of the National Planning Policy Framework states that when

defining Green Belt boundaries councils should “where necessary, identify areas

of safeguarded land between the urban area and the Green Belt, in order to meet

longer-term development needs stretching well beyond the plan period.”

3.2 Despite the council recognising the constraint that the borough’s Green Belt

places on development, and the acceptance that some land should be released

from the Green Belt to facilitate development, no land has been safeguarded for

future development. The Local Plan is therefore contrary to national policy and is

unsound.

3.3 To make the Local Plan sound some safeguarded sites should be identified.

APPENDIX 1 – TRANPORT ISSUES REPORT

Potential Residential Development

Land off Lindrick Lane, Tickhill

INHERENT PROPERTY

Transport Issues Report

October 2018

REPORT CONTROL

Document: Transport Issues Report

Project: Potential Residential Development, Land off Lindrick Lane, Tickhill

Client: Inherent Property

Job Number: 1736

File Origin: Z:\projects\1736 Lindrick Lane, Tickhill\Docs\Reports\1736tir.f.docx

Document Checking:

Primary Author PJW Initialled:

Contributor MR Initialled:

Review By PJW Initialled:

Issue Date Status Checked for Issue

1 17-10-18 First Draft

2

3

4

Page 1

Proposed Residential Development, Land off Lindrick Lane, Tickhill

Transport Issues Report - October 2018

Contents

1 INTRODUCTION ........................................................................................................................... 2

2 DEVELOPMENT SITE AND POTENTIAL PROPOSALS ...................................................................... 3

2.1 Existing Site ...................................................................................................................... 3

2.2 Potential Development....................................................................................................... 3

3 NON CAR ACCESSIBILITY OF THE SITE .......................................................................................... 4

3.1 Introduction ...................................................................................................................... 4

3.2 Accessibility on Foot ........................................................................................................... 4

3.3 Access by Cycle .................................................................................................................. 9

3.4 Access by Bus .................................................................................................................... 9

3.5 Accessibility by Rail .......................................................................................................... 11

3.6 Accessibility Summary ...................................................................................................... 11

4 TRAFFIC IMPACT ........................................................................................................................ 13

4.1 Introduction .................................................................................................................... 13

4.2 Vehicular Site Access ........................................................................................................ 13

4.3 Potential Traffic Generation .............................................................................................. 15

5 CONCLUSIONS........................................................................................................................... 17

PLANS

Plan 1 Potential Site Access and Off Site Improvements Plan

APPENDICES

Appendix 1 Speed Surveys

Appendix 2 TRICS Output – Residential

Page 2



1 INTRODUCTION

1.1.1 Croft have been instructed by Inherent Property to advise on the preliminary traffic and

transportation issues relating to proposals to provide a residential development on land

to the north of Lindrick Lane in Tickhill.

1.1.2 The report provides information on the traffic and transport planning aspects of the

potential development and assist the local planning authority in the positive allocation

of the site for residential purposes in the forthcoming Doncaster Local Plan.

1.1.3 Following this introduction, Section 2 provides a description of the existing site and the

potential development proposals. Section 3 provides a preliminary assessment of the

accessibility of the site by non-car modes including public transport, before Section 4

discusses the site access and traffic impact of the potential development.

1.1.4 Section 5 draws together the conclusions to this report.

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2 DEVELOPMENT SITE AND POTENTIAL PROPOSALS

2.1 Existing Site

2.1.1 The site is located to the south of the centre of Tickhill. The site is roughly triangular in

shape and is bordered by Lindrick Lane to the south-east, the A60 Worksop Road to the

south-west and currently undeveloped land to the north.

2.2 Potential Development

2.2.1 The site is being promoted for residential development in the emerging Doncaster Local

Plan. At this stage, the proposals could accommodate around 50 residential dwellings.

2.2.2 The Council have responded to the potential allocation of the site for residential

development and stated that the reason for not proposing to currently allocate the site

for residential development relates to issues with the proposed vehicular access, as

follows:

‘Visibility problems to A60 due to design requirements in accordance with Design Manual

for Roads & Bridges – Highly unlikely to be able to meet standards. Access only achievable

to Lindrick Lane (rural – very narrow) – Carriageway improvements footways and street

lighting required.’

2.2.3 This document will demonstrate that the vehicular access will be appropriate and

suitable to serve the potential residential development and also confirm that the site is

sustainable in transport terms and will not have a material traffic impact.

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3 NON CAR ACCESSIBILITY OF THE SITE

3.1 Introduction

3.1.1 In order to accord with the aspirations of the NPPF, any new proposals should extend the

choice in transport and secure mobility in a way that supports sustainable development.

3.1.2 New proposals should attempt to influence the mode of travel to the development in

terms of gaining a shift in modal split towards non-car modes, thus assisting in meeting

the aspirations of current national and local planning policy.

3.1.3 The accessibility of the site has been considered briefly by the following modes of

transport:

• Accessibility on foot.

• Accessibility by cycle.

• Accessibility by public transport.

3.2 Accessibility on Foot

3.2.1 It is important to create a choice of direct, safe and attractive routes between where

people live and where they need to travel in their day-to-day life.

3.2.2 This philosophy clearly encourages the opportunity to walk whatever the journey

purpose and also helps to create more active streets and a more vibrant neighbourhood.

3.2.3 An existing pedestrian footway of around 2 metres in width is located to the east of the

site on Lindrick Lane, this pedestrian footway provides linkages to the nearby facilities

in Tickhill. A new footway from the site will connect to the existing footway on Lindrick

Lane to ensure a direct and safe connection to the day to day amenities for pedestrians.

Page 5



3.2.4 The CIHT document ‘Planning for Walking’ from 2015 states, in paragraph 2.1, that in

2012 that 79% of all journeys made in the UK of less than a mile (1.6 kilometres) are

carried out on foot.

3.2.5 Within the Institution of Highways and Transportation (IHT) document, entitled

“Guidelines for Providing for Journeys on Foot”, Table 2.2 suggests distances for

desirable, acceptable and preferred maximum walks to ‘town centres’ and ‘elsewhere’.

The ‘preferred maximum’ distances are shown below in Table 3.1.

Town Centre Elsewhere

800m 1,200m

Table 3.1 – IHT ‘Providing for Journeys on Foot’ Walk Distances

3.2.6 Reference to the 2,000 metre walk distance is also made in the now superseded Planning

Policy Guidance (PPG) Note 13 which advised that ‘walking is the most important mode

of travel at the local level and offers the greatest potential to replace short car trips,

particularly under 2km’.

3.2.7 Manual for Streets (MfS) continues the theme of the acceptability of the 2,000 metre

distance in paragraph 4.4.1. This states that ‘walkable neighbourhoods are typically

characterised by having a range of facilities within 10 minutes’ (up to about 800m) walking

distance of residential areas which residents may access comfortably on foot. However, this

is not an upper limit and PPS13 states that walking offers the greatest potential to replace

short car trips, particularly those under 2 km’.

Page 6



3.2.8 Table 3.2 below summarises this guidance in tabular form.

‘Comfortable'

Walk

‘Preferred

Maximum’ Walk

800m 2,000m

Table 3.2 – Manual for Streets Walk Distances

3.2.9 Further evidence that people will walk further than the suggested ‘preferred maximum’

distances in the IHT ‘Providing for Journeys on Foot’ is contained in a WYG Report

entitled ‘Accessibility – How Far do People Walk and Cycle’. This report refers to National

Travel Survey (NTS) data for the UK as a whole, excluding London, that the 85th

percentile walk distance for:

• All journey purposes – 1,930 metres.

• Commuting – 2, 400 metres.

• Shopping – 1,600 metres.

• Personal business – 1,600 metres.

3.2.10 Overall, in Table 5.1, the document states that 1,950 metres is the 85th percentile

distance for walking as the main mode of travel. Table 3.3 below summarises the various

85th percentile walk distances suggested as guidelines in the WYG Study.

Page 7



85th Percentile Walk Distances Overall

Recomme

nded

Preferred

Max

All Journeys Commuting Shopping Personal

1,950m 2,100m 1,600m 1,600m 1,950m

Table 3.3 – WYG Report/NTS Data Walk Distances

3.2.11 In summary, it is considered that the distance of 1,950 metres, or around 2 kilometres,

represents an acceptable maximum walking distance for the majority of land uses.

3.2.12 Section 3.1 of the CIHT guidance ‘Planning for Walking’ mentioned earlier in this report

provides a useful reminder of the health benefits of walking. This states that:

‘A brisk 20 minute walk each day could be enough to reduce an individual’s risk of an early

death’.

3.2.13 A 20 minute walk equates to a walking distance of around 1,600 metres.

3.2.14 A review of the proximity of local facilities has been undertaken.

3.2.15 Table 3.4 below, shows the approximate walking distance from the centre of the site to

a range of, but not all, local amenities in the vicinity of the site. The table also confirms

whether or not the particular amenity is within the ‘preferred maximum’ walk distances

using the above guideline criteria:

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Local Amenity Distance Guidance

Criteria Meets with Guidance?

Millstone Restaurant 750m 1,950m YES

The Carpenters Arms 750m 1,950m YES

Mace Convenience Store 1,000m 1,950m YES

Tickhill St Mary’s Primary School 1,100m 3,200m YES

Lloyd’s Pharmacy 1,150m 1,950m YES

SPAR Convenience Store 1,200m 1,950m YES

Market Place Shops 1,200m 1,950m YES

Tickhill Parish Rooms 1,300m 1,950m YES

Table 3.4 - Distance from Site to Local Facilities

3.2.16 As can be seen in the above table, the site is located within close proximity to a number

of local amenities including shops, schools and community facilities.

3.2.17 All of the day to day amenities are well within the ‘preferred maximum’ walk distances

described earlier in this section.

3.2.18 These will be made more accessible with the proposed improvements proposed, as

detailed earlier in this report.

3.2.19 It is therefore considered that the existing and proposed pedestrian infrastructure will

facilitate safe and direct pedestrian linkages between the site and local destinations.

Page 9



3.3 Access by Cycle

3.3.1 An alternative mode of travel to the site could be achieved by bicycle.

3.3.2 A distance of 5 kilometres is generally accepted as a distance where cycling has the

potential to replace short car journeys. This distance equates to a journey of around 25

minutes based on a leisurely cycle speed of 12 kilometres per hour and would encompass

Harworth, Rossington and parts of Doncaster.

3.3.3 The site can therefore be considered as being accessible by cycle.

3.4 Access by Bus

3.4.1 The nearest bus stops are located adjacent to the southern corner of the site on the A60

Worksop Road. New footways connections can be provided to these stops which could

be improved as part of the proposals on site. Further stops are provided within the centre

of the village to the north-west of the site on Castlegate close to the junction with West

Gate. These are located around 700 metres from the centre of the site, around a 9 minute

walk.

3.4.2 A summary of the services available from the nearby bus stops from the site is provided

in Table 3.5 below.

Page 10



Table 3.5 - Existing Bus Services Operating Close to the Site

3.4.3 As can be seen from Table 3.5, the nearby bus stops to the site provide access to two

buses per hour travelling between Doncaster and Worksop as well as dedicated

secondary school bus services to Hallcross School and Edlington Comprehensive Schools

nearby.

3.4.4 It is noted that the above services provide a choice of how people travel with bus service

22 operating from around 6am to 11pm, making travel by public transport a real

alternative to travelling by car for all journey purposes.

3.4.5 In order to demonstrate the level of accessibility some example journey times by bus are

presented below Table 3.6 below.

Service

No Route

Monday – Friday Frequency per hour

Sat Sun AM

Peak Midday

PM

Peak Eve

22 Doncaster – Tickhill -

Worksop 2 2 2 1 2 1

492 Tickhill- Hallcross School 1 jny 0 1 jny 0 0 0

552 Tickhill – Edlington School 1 jny 0 1 jny 0 0 0

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Destination Duration

Doncaster town centre 22 minutes

Worksop town centre 44 minutes

Table 3.6 - Example Bus Journey Times from the Site

3.4.6 The above table demonstrates that Doncaster town centre is just a 22 minute bus

journey from the site and Worksop town centre is a 44 minute bus journey away.

3.4.7 It is therefore concluded that the site is accessible by bus.

3.5 Accessibility by Rail

3.5.1 The most accessible train station to the site is Doncaster’s main railway station, although

this falls outside the recommended 2 kilometre pedestrian catchment, it is accessible via

bus service 22, equating to a journey time of around 22 minutes.

3.5.2 Doncaster station is on the East Coast mainline and provides direct access to numerous

hourly services to Leeds, Nottingham and London for example which increases the

opportunity for residents to travel further afield by public transport.

3.5.3 This provides opportunities to travel to and from the site by rail.

3.6 Accessibility Summary

3.6.1 The proposals have been considered in terms of accessibility by non-car modes for the

potential residential development.

Page 12



3.6.2 The following conclusions can be drawn from this section of the Report:

• The site is accessible on foot and these provisions can be improved as part of the

works at the potential development site with a new section of footway on Lindrick

Lane.

• The site is well located to generate trips on foot and provides potential for a high

degree of linked walk trips between the site and the surrounding area.

• It has been demonstrated that the site is accessible by cycle.

• The services from the bus stops on Worksop Road, adjacent to the site, travelling

to Doncaster and Worksop, shows that the site is accessible by bus.

• The site is accessible via rail with Doncaster train station just a 22 minute bus

journey from the site, offering numerous local and regional services per hour.

3.6.3 In light of the above, it is considered the site is accessible by non-car modes and will cater

for needs of the potential development’s residents and assist in promoting a choice of

travel modes other than the private car.

Page 13



4 TRAFFIC IMPACT

4.1 Introduction

4.1.1 Having established that the potential development site is accessible by modes of

transport other than the private car, the following section of this report will discuss the

potential traffic generation of the proposals as well as providing an assessment of the

general impact on the local highway network.

4.2 Vehicular Site Access

4.2.1 As detailed earlier in this report, the Council have responded to the potential allocation

of the site for residential development and stated that the reason for not proposing to

allocate the site for residential development relates to issues with the proposed vehicular

access, as follows:

‘Visibility problems to A60 due to design requirements in accordance with Design Manual

for Roads & Bridges – Highly unlikely to be able to meet standards. Access only achievable

to Lindrick Lane (rural – very narrow) – Carriageway improvements footways and street

lighting required.’

4.2.2 The site has a substantial frontage with both Lindrick Lane and the A60 Worksop Road.

it is acknowledged that the preferred location for the site access would be from the A60

Worksop Road given the current constraints on Lindrick Lane.

4.2.3 The A60 Worksop Road site frontage is currently subject to a 40mph speed limit. The

30mph speed limit starts around 100 metres north of the northern site boundary. The

proposed site access junction is proposed to be located in a reasonably central location

along the Worksop Road frontage and will have formal geometric parameters

appropriate for a residential access.

Page 14



4.2.4 These will include a 5.5-metre-wide carriageway, footways on both sides of the road and

10 metre radii. The visibility splays will be 2.4 metres by 43 metres onto Worksop Road

which meets with the standards contained within Manual for Streets for a 30 mph road.

4.2.5 To ensure that vehicular speeds along Worksop Road are appropriate for a 30mph road,

automatic traffic counter (ATC) speed surveys have been undertaken close to the Site

Access. These are contained in Appendix 1 and the resultant 85th percentile speeds are

summarised below:

• Northbound - 38.5 mph.

• Southbound - 37.5 mph.

4.2.6 Clearly these are speeds within the existing 40mph speed limit but aren’t quite at the

levels of 30mph. As such, it is proposed to extend the existing 30mph speed limit

southwards from its current location across the Worksop Road site frontage and to just

south of the Worksop Road/Lindrick Lane junction. In addition to this, a ‘gateway

treatment’ is proposed, the details of which can be discussed and agreed with the Council

at the time of a planning application.

4.2.7 This arrangement will ensure that the vehicular speeds along the site frontage will be

reduced to around 30mph and ensure that the proposed vehicular access arrangements

are suitable to serve the potential residential development.

4.2.8 The proposals will also provide a safety benefit for the existing Worksop Road/Lindrick

Lane crossroads junction and ensure that vehicular speeds are reduced through this

junction on the gateway to the village.

4.2.9 The potential Site Access and off site highway improvements are shown in Plan 1.

Page 15



4.2.10 It is therefore considered that there are no vehicular access constraints that would

prevent the site coming forward for residential development.

4.3 Potential Traffic Generation

4.3.1 In order to establish the vehicular trip rates for the potential residential use reference has

been made to the latest TRICS database. The parameters used to ascertain the vehicular

trip rates for the proposed development are as follows:

• Private Housing.

• Sites between 10 and 100 dwellings.

• Sites in Greater London and Eire excluded.

4.3.2 The full TRICS output is contained within Appendix 1 and the trip generations are

summarised in Table 4.1 below.

Table 4.1 – Summary of Potential Trip Generation (50 Dwellings)

Peak Period

Trip Rates (per unit)

Number of Trips

Arr Dep Arr Dep

Weekday AM Peak 0.156 0.373 8 19

Weekday PM Peak 0.313 0.157 16 8

Page 16



4.3.3 As can be seen, the potential residential development is forecast to generate a total of

27 two-way trips during the Weekday AM and 24 two-way trips during the PM peak hour

period.

4.3.4 On that basis, the level of additional traffic that would be generated by the potential

residential development would equate to less than an additional two-way traffic

movement every two minutes during even the peak periods of a typical weekday. This

would not have a material impact on the local highway network.

4.3.5 From on site observations, the local highway network does not suffer from extensive

congestion and delay during peak hour periods. Notwithstanding this, these issues will

be dealt with in detail within a formal Transport Assessment that would accompany any

subsequent planning application at the site.

4.3.6 As part of this, potential off site mitigation will be considered and discussed with the local

highway authority, Doncaster Council, if required.

4.3.7 At this stage, there is no technical transport or highways reason to limit residential

development at this site.

Page 17



5 CONCLUSIONS

5.1.1 Croft have been instructed by Inherent Property to advise on the preliminary traffic and

transportation issues relating to proposals to provide a residential development on land

to the north of Lindrick Lane in Tickhill.

5.1.2 The following conclusions have been drawn with regard to the potential residential

allocation:

• The existing and proposed pedestrian infrastructure located in the vicinity of the

site will enable safe pedestrian movement between the site and the local area.

• The site is located close to the day to day amenities within Tickhill to reduce

reliance on the private car.

• The site benefits from being located adjacent to local bus stops which provide

services that are ideally placed to cater for the needs of the new residents.

• The site can be adequately accessed and serviced in a safe and efficient manner

with the potential for the extension of the existing 30mph speed limit and

associated speed reducing measures.

• The car parking provided would adequately be able to accommodate the parking

demand likely to be generated by the proposals.

• The potential residential development will have a minimal impact on the operation

of the local highway network.

• The transport and highways issues will need to be considered in further detail at

the time of a formal planning application at the site.

5.1.3 Based on the above it is the conclusion of this Report that there are no material reasons

why the site should not be allocated in the emerging Doncaster Local Plan on highways

and transport grounds.

PLANS

APPENDICES

APPENDIX 1

Speed Surveys

signal surveys

1-25 26-50 51-75 76-100 101-125 136-150 151-175 176-200

37 41 40 40 39 64 42 4036 37 34 28 38 25 39 3534 29 38 33 39 31 41 3136 37 36 44 33 40 36 3638 38 38 39 36 42 29 4032 29 41 33 35 35 36 3342 34 38 37 36 39 38 4429 39 37 35 41 33 40 4233 41 40 40 32 45 33 3339 37 33 32 39 35 39 3247 32 38 43 36 41 36 3532 35 35 41 38 29 41 4333 42 40 42 33 31 34 3531 31 36 36 36 32 38 3241 30 35 39 39 40 37 3437 37 40 30 38 29 31 3236 34 43 38 27 31 38 3735 46 35 36 31 38 36 3536 35 33 23 33 51 37 3635 40 34 36 38 34 36 3847 37 26 29 39 42 32 3938 40 27 34 46 32 29 3837 34 30 37 42 28 33 2331 29 37 38 34 34 31 3635 41 45 32 39 43 34 37

85th Percentile

Dry Weather Speed= 41 mph= 65.97 kph

Tickhill - Thursday 27th September 2018NorthBound Readings (mph)

signal surveys

Deduction for Single Carriageway4 kph

Wet Weather Speed= 38.5 mph= 62.0 kph

Top Speed= 64 mph

Average Speed= 36.245 mph

signal surveys

1-25 26-50 51-75 76-100 101-125 136-150 151-175 176-200

31 35 33 45 37 18 30 3937 66 27 40 38 47 27 3634 38 36 35 37 38 40 4036 38 30 34 39 33 36 3631 39 34 30 35 36 38 3040 37 40 49 41 26 36 3533 37 37 27 31 40 34 3740 39 40 37 28 34 32 4039 43 41 40 32 29 35 4137 36 38 39 34 32 44 3948 39 34 31 40 34 39 3142 23 28 32 32 35 27 3838 33 41 34 37 36 36 4835 31 37 39 39 28 40 3627 36 34 35 39 37 36 3337 36 41 41 38 36 33 3640 33 36 37 35 33 36 4129 40 38 38 34 41 37 4035 36 36 40 32 37 27 4137 32 31 33 33 39 36 2835 34 28 32 36 33 31 3637 39 33 38 41 35 39 3740 42 37 39 44 39 42 3930 32 40 36 29 32 35 3346 36 55 37 34 31 34 39

85th Percentile

Dry Weather Speed= 40 mph= 64.36 kph

Tickhill - Thursday 27th September 2018SouthBound Readings (mph)

signal surveys

Deduction for Single Carriageway4 kph

Wet Weather Speed= 37.5 mph= 60.4 kph

Top Speed= 66 mph

Average Speed= 36.15 mph

APPENDIX 2

TRICS Output – Residential

TRICS 7.5.1 290318 B18.22 Database right of TRICS Consortium Limited, 2018. All rights reserved Saturday 05/05/18

Average Weekday Private Housing 10 to 100 units no Ire or Ldn Page 1

Croft Transport Solutions 9 Jordan Street Manchester Licence No: 851401

Calculation Reference: AUDIT-851401-180505-0546

TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIAL

Category : A - HOUSES PRIVATELY OWNED

VEHICLES

Selected regions and areas:

02 SOUTH EAST

ES EAST SUSSEX 1 days

HC HAMPSHIRE 1 days

KC KENT 1 days

SC SURREY 1 days

WS WEST SUSSEX 2 days

03 SOUTH WEST

DC DORSET 1 days

DV DEVON 2 days

SM SOMERSET 1 days

WL WILTSHIRE 1 days

04 EAST ANGLIA

CA CAMBRIDGESHIRE 1 days

NF NORFOLK 3 days

SF SUFFOLK 2 days

05 EAST MIDLANDS

LN LINCOLNSHIRE 2 days

06 WEST MIDLANDS

SH SHROPSHIRE 2 days

ST STAFFORDSHIRE 1 days

WK WARWICKSHIRE 1 days

WM WEST MIDLANDS 2 days

07 YORKSHIRE & NORTH LINCOLNSHIRE

NY NORTH YORKSHIRE 7 days

SY SOUTH YORKSHIRE 1 days

WY WEST YORKSHIRE 1 days

08 NORTH WEST

CH CHESHIRE 2 days

GM GREATER MANCHESTER 2 days

LC LANCASHIRE 1 days

MS MERSEYSIDE 1 days

09 NORTH

CB CUMBRIA 1 days

DH DURHAM 1 days

TW TYNE & WEAR 2 days

10 WALES

PS POWYS 2 days

VG VALE OF GLAMORGAN 1 days

11 SCOTLAND

FA FALKIRK 1 days

HI HIGHLAND 1 days

PK PERTH & KINROSS 1 days

This section displays the number of survey days per TRICS® sub-region in the selected set




Secondary Filtering selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter range

are included in the trip rate calculation.

Parameter: Number of dwellings

Actual Range: 10 to 98 (units: )

Range Selected by User: 10 to 100 (units: )

Public Transport Provision:

Selection by: Include all surveys

Date Range: 01/01/10 to 27/11/17

This data displays the range of survey dates selected. Only surveys that were conducted within this date range are

included in the trip rate calculation.

Selected survey days:

Monday 16 days

Tuesday 8 days

Wednesday 11 days

Thursday 9 days

Friday 6 days

This data displays the number of selected surveys by day of the week.

Selected survey types:

Manual count 50 days

Directional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total adding

up to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveys

are undertaking using machines.

Selected Locations:

Edge of Town Centre 7

Suburban Area (PPS6 Out of Centre) 22

Edge of Town 15

Neighbourhood Centre (PPS6 Local Centre) 6

This data displays the number of surveys per main location category within the selected set. The main location categories

consist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre and

Not Known.

Selected Location Sub Categories:

Residential Zone 44

Village 3

No Sub Category 3

This data displays the number of surveys per location sub-category within the selected set. The location sub-categories

consist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village,

Out of Town, High Street and No Sub Category.

Secondary Filtering selection:

Use Class:

C 1 1 days

C 3 49 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005

has been used for this purpose, which can be found within the Library module of TRICS®.

Population within 1 mile:

1,000 or Less 1 days

1,001 to 5,000 5 days

5,001 to 10,000 12 days

10,001 to 15,000 10 days

15,001 to 20,000 9 days

20,001 to 25,000 3 days

25,001 to 50,000 9 days

50,001 to 100,000 1 days

This data displays the number of selected surveys within stated 1-mile radii of population.




Secondary Filtering selection (Cont.):

Population within 5 miles:

5,001 to 25,000 7 days

25,001 to 50,000 7 days

50,001 to 75,000 5 days

75,001 to 100,000 9 days

100,001 to 125,000 2 days

125,001 to 250,000 9 days

250,001 to 500,000 9 days

500,001 or More 2 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles:

0.5 or Less 1 days

0.6 to 1.0 17 days

1.1 to 1.5 31 days

1.6 to 2.0 1 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling,

within a radius of 5-miles of selected survey sites.

Travel Plan:

Yes 3 days

No 47 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place,

and the number of surveys that were undertaken at sites without Travel Plans.

PTAL Rating:

No PTAL Present 50 days

This data displays the number of selected surveys with PTAL Ratings.




LIST OF SITES relevant to selection parameters

1 CA-03-A-05 DETACHED HOUSES CAMBRIDGESHIRE

EASTFIELD ROAD

PETERBOROUGH

Suburban Area (PPS6 Out of Centre)

Residential Zone

Total Number of dwellings: 2 8

Survey date: MONDAY 17/10/16 Survey Type: MANUAL

2 CB-03-A-05 DETACHED/TERRACED HOUSING CUMBRIA

MACADAM WAY

PENRITH

Edge of Town Centre

Residential Zone


Survey date: TUESDAY 21/06/16 Survey Type: MANUAL

3 CH-03-A-08 DETACHED CHESHIRE

WHITCHURCH ROAD

BOUGHTON HEATH

CHESTER


Residential Zone



4 CH-03-A-09 TERRACED HOUSES CHESHIRE

GREYSTOKE ROAD

HURDSFIELD

MACCLESFIELD

Edge of Town

Residential Zone



5 DC-03-A-08 BUNGALOWS DORSET

HURSTDENE ROAD

CASTLE LANE WEST

BOURNEMOUTH

Edge of Town

Residential Zone



6 DH-03-A-01 SEMI DETACHED DURHAM

GREENFIELDS ROAD

BISHOP AUCKLAND


Residential Zone



7 DV-03-A-01 TERRACED HOUSES DEVON

BRONSHILL ROAD

TORQUAY


Residential Zone


Survey date: WEDNESDAY 30/09/15 Survey Type: MANUAL

8 DV-03-A-03 TERRACED & SEMI DETACHED DEVON

LOWER BRAND LANE

HONITON


Residential Zone






LIST OF SITES relevant to selection parameters (Cont.)

9 ES-03-A-02 PRIVATE HOUSING EAST SUSSEX

SOUTH COAST ROAD

PEACEHAVEN

Edge of Town

Residential Zone


Survey date: FRIDAY 18/11/11 Survey Type: MANUAL

10 FA-03-A-01 SEMI-DETACHED/TERRACED FALKIRK

MANDELA AVENUE

FALKIRK


Residential Zone


Survey date: THURSDAY 30/05/13 Survey Type: MANUAL

11 GM-03-A-10 DETACHED/SEMI GREATER MANCHESTER

BUTT HILL DRIVE

P R E S T W I C H

MANCHESTER

Edge of Town

Residential Zone



12 GM-03-A-11 TERRACED & SEMI-DETACHED GREATER MANCHESTER

RUSHFORD STREET

LEVENSHULME

MANCHESTER

Neighbourhood Centre (PPS6 Local Centre)

Residential Zone



13 HC-03-A-19 HOUSES & FLATS HAMPSHIRE

CANADA WAY

LIPHOOK


Residential Zone



14 HI-03-A-14 SEMI-DETACHED & TERRACED HIGHLAND

KING BRUDE ROAD

SCORGUIE

INVERNESS


Residential Zone



15 KC-03-A-03 MIXED HOUSES & FLATS KENT

HYTHE ROAD

WILLESBOROUGH

ASHFORD


Residential Zone



16 LC-03-A-30 SEMI-DETACHED LANCASHIRE

WATSON ROAD

BLACKPOOL

Edge of Town Centre

Residential Zone



17 LN-03-A-03 SEMI DETACHED LINCOLNSHIRE

ROOKERY LANE

BOULTHAM

LINCOLN


Residential Zone







18 LN-03-A-04 DETACHED & SEMI-DETACHED LINCOLNSHIRE

EGERTON ROAD

LINCOLN

Edge of Town Centre

Residential Zone



19 MS-03-A-03 DETACHED MERSEYSIDE

BEMPTON ROAD

OTTERSPOOL

LIVERPOOL


Residential Zone



20 NF-03-A-01 SEMI DET. & BUNGALOWS NORFOLK

YARMOUTH ROAD

CAISTER-ON-SEA


Residential Zone



21 NF-03-A-02 HOUSES & FLATS NORFOLK

DEREHAM ROAD

NORWICH


Residential Zone



22 NF-03-A-03 DETACHED HOUSES NORFOLK

HALING WAY

THETFORD

Edge of Town

Residential Zone



23 NY-03-A-07 DETACHED & SEMI DET. NORTH YORKSHIRE

CRAVEN WAY

BOROUGHBRIDGE

Edge of Town

No Sub Category



24 NY-03-A-08 TERRACED HOUSES NORTH YORKSHIRE

NICHOLAS STREET

YORK


Residential Zone



25 NY-03-A-09 MIXED HOUSING NORTH YORKSHIRE

GRAMMAR SCHOOL LANE

NORTHALLERTON


Residential Zone







26 NY-03-A-10 HOUSES AND FLATS NORTH YORKSHIRE

BOROUGHBRIDGE ROAD

RIPON

Edge of Town

No Sub Category



27 NY-03-A-11 PRIVATE HOUSING NORTH YORKSHIRE

HORSEFAIR

BOROUGHBRIDGE

Edge of Town

Residential Zone



28 NY-03-A-12 TOWN HOUSES NORTH YORKSHIRE

RACECOURSE LANE

NORTHALLERTON

Edge of Town Centre

Residential Zone



29 NY-03-A-13 TERRACED HOUSES NORTH YORKSHIRE

CATTERICK ROAD

OLD HOSPITAL COMPOUND

CATTERICK GARRISON


Residential Zone



30 PK-03-A-01 DETAC. & BUNGALOWS PERTH & KINROSS

TULLYLUMB TERRACE

GORNHILL

PERTH


Residential Zone



31 PS-03-A-01 MIXED HOUSES POWYS

BRYN GLAS

WELSHPOOL

Edge of Town Centre

Residential Zone



32 PS-03-A-02 DETACHED/SEMI-DETACHED POWYS

GUNROG ROAD

WELSHPOOL


Residential Zone



33 SC-03-A-04 DETACHED & TERRACED SURREY

HIGH ROAD

BYFLEET

Edge of Town

Residential Zone



34 SF-03-A-05 DETACHED HOUSES SUFFOLK

VALE LANE

BURY ST EDMUNDS

Edge of Town

Residential Zone







35 SF-03-A-06 DETACHED & SEMI-DETACHED SUFFOLK

BURY ROAD

KENTFORD


Village



36 SH-03-A-05 SEMI-DETACHED/TERRACED SHROPSHIRE

SANDCROFT

SUTTON HILL

TELFORD

Edge of Town

Residential Zone



37 SH-03-A-06 BUNGALOWS SHROPSHIRE

ELLESMERE ROAD

SHREWSBURY

Edge of Town

Residential Zone



38 SM-03-A-01 DETACHED & SEMI SOMERSET

WEMBDON ROAD

NORTHFIELD

BRIDGWATER

Edge of Town

Residential Zone



39 ST-03-A-06 SEMI-DET. & TERRACED STAFFORDSHIRE

STANFORD ROAD

BLAKENHALL

WOLVERHAMPTON

Edge of Town Centre

No Sub Category



40 SY-03-A-01 SEMI DETACHED HOUSES SOUTH YORKSHIRE

A19 BENTLEY ROAD

BENTLEY RISE

DONCASTER


Residential Zone



41 TW-03-A-02 SEMI-DETACHED TYNE & WEAR

WEST PARK ROAD

GATESHEAD


Residential Zone



42 TW-03-A-03 MIXED HOUSES TYNE & WEAR

STATION ROAD

BACKWORTH

NEAR NEWCASTLE


Village







43 VG-03-A-01 SEMI-DETACHED & TERRACED VALE OF GLAMORGAN

ARTHUR STREET

BARRY

Edge of Town

Residential Zone



44 WK-03-A-02 BUNGALOWS WARWICKSHIRE

NARBERTH WAY

POTTERS GREEN

COVENTRY

Edge of Town

Residential Zone



45 WL-03-A-02 SEMI DETACHED WILTSHIRE

HEADLANDS GROVE

SWINDON


Residential Zone



46 WM-03-A-04 TERRACED HOUSES WEST MIDLANDS

OSBORNE ROAD

EARLSDON

COVENTRY


Residential Zone



47 WM-03-A-05 TERRACED & DETACHED WEST MIDLANDS

COUNDON ROAD

COVENTRY

Edge of Town Centre

Residential Zone



48 WS-03-A-05 TERRACED & FLATS WEST SUSSEX

UPPER SHOREHAM ROAD

SHOREHAM BY SEA


Residential Zone



49 WS-03-A-07 BUNGALOWS WEST SUSSEX

EMMS LANE

BROOKS GREEN

NEAR HORSHAM


Village



50 WY-03-A-01 MIXED HOUSING WEST YORKSHIRE

SPRING VALLEY CRESCENT

BRAMLEY

LEEDS


Residential Zone



This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays a

unique site reference code and site address, the selected trip rate calculation parameter and its value, the day of the

week and date of each survey, and whether the survey was a manual classified count or an ATC count.

MANUALLY DESELECTED SITES

Site Ref Reason for Deselection

AN-03-A-07 Ire/Ldn

CC-03-A-01 Ire/Ldn

CS-03-A-03 Ire/Ldn

CS-03-A-04 Ire/Ldn




MANUALLY DESELECTED SITES (Cont.)

Site Ref Reason for Deselection

CV-03-A-01 Ire/Ldn

DL-03-A-07 Ire/Ldn

DL-03-A-08 Ire/Ldn

DN-03-A-03 Ire/Ldn

DN-03-A-04 Ire/Ldn

DO-03-A-03 Ire/Ldn

GA-03-A-04 Ire/Ldn

HO-03-A-01 Ire/Ldn

HO-03-A-02 Ire/Ldn

KI-03-A-01 Ire/Ldn

KI-03-A-02 Ire/Ldn

LT-03-A-01 Ire/Ldn

MA-03-A-01 Ire/Ldn

RO-03-A-02 Ire/Ldn

RO-03-A-03 Ire/Ldn

RO-03-A-04 Ire/Ldn

WX-03-A-01 Ire/Ldn




TRIP RATE for Land Use 03 - RESIDENTIAL/A - HOUSES PRIVATELY OWNED

VEHICLES

Calculation factor: 1 DWELLS

BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS

No. Ave. Trip No. Ave. Trip No. Ave. Trip

Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate

00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

50 37 0.077 50 37 0.264 50 37 0.34107:00 - 08:00

50 37 0.156 50 37 0.373 50 37 0.52908:00 - 09:00

50 37 0.147 50 37 0.167 50 37 0.31409:00 - 10:00

50 37 0.131 50 37 0.144 50 37 0.27510:00 - 11:00

50 37 0.150 50 37 0.156 50 37 0.30611:00 - 12:00

50 37 0.161 50 37 0.163 50 37 0.32412:00 - 13:00

50 37 0.163 50 37 0.167 50 37 0.33013:00 - 14:00

50 37 0.161 50 37 0.186 50 37 0.34714:00 - 15:00

50 37 0.231 50 37 0.177 50 37 0.40815:00 - 16:00

50 37 0.285 50 37 0.167 50 37 0.45216:00 - 17:00

50 37 0.313 50 37 0.157 50 37 0.47017:00 - 18:00

50 37 0.219 50 37 0.141 50 37 0.36018:00 - 19:00

19:00 - 20:00

20:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 2.194 2.262 4.456

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just

above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals

plus departures). Within each of these main columns are three sub-columns. These display the number of survey days

where count data is included (per time period), the average value of the selected trip rate calculation parameter (per

time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the

foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days

that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals

(whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated

time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated

calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip

rates are then rounded to 3 decimal places.




The survey data, graphs and all associated supporting information, contained within the TRICS Database are published

by TRICS Consortium Limited ("the Company") and the Company claims copyright and database rights in this published

work. The Company authorises those who possess a current TRICS licence to access the TRICS Database and copy the

data contained within the TRICS Database for the licence holders' use only. Any resulting copy must retain all copyrights

and other proprietary notices, and any disclaimer contained thereon.

The Company accepts no responsibility for loss which may arise from reliance on data contained in the TRICS Database.

[No warranty of any kind, express or implied, is made as to the data contained in the TRICS Database.]

Parameter summary

Trip rate parameter range selected: 10 - 98 (units: )

Survey date date range: 01/01/10 - 27/11/17

Number of weekdays (Monday-Friday): 50

Number of Saturdays: 0

Number of Sundays: 0

Surveys automatically removed from selection: 2

Surveys manually removed from selection: 21

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate

calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum

survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of

surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of

the standard filtering procedure are displayed.




This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates

are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual

time period, allowing peak periods to be easily identified through observation. Note that the type of count and the

selected direction is shown at the top of the graph.



















TAXIS






00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

50 37 0.005 50 37 0.005 50 37 0.01007:00 - 08:00

50 37 0.007 50 37 0.007 50 37 0.01408:00 - 09:00

50 37 0.005 50 37 0.003 50 37 0.00809:00 - 10:00

50 37 0.003 50 37 0.003 50 37 0.00610:00 - 11:00

50 37 0.002 50 37 0.003 50 37 0.00511:00 - 12:00

50 37 0.003 50 37 0.002 50 37 0.00512:00 - 13:00

50 37 0.005 50 37 0.004 50 37 0.00913:00 - 14:00

50 37 0.003 50 37 0.003 50 37 0.00614:00 - 15:00

50 37 0.004 50 37 0.006 50 37 0.01015:00 - 16:00

50 37 0.003 50 37 0.003 50 37 0.00616:00 - 17:00

50 37 0.003 50 37 0.003 50 37 0.00617:00 - 18:00

50 37 0.004 50 37 0.005 50 37 0.00918:00 - 19:00

19:00 - 20:00

20:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 0.047 0.047 0.094





time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at

the foot of the table.



(whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the

stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the

stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is:

COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.





by TRICS Consortium Limited ("the Company") and the Company claims copyright and database rights in this

published work. The Company authorises those who possess a current TRICS licence to access the TRICS Database

and copy the data contained within the TRICS Database for the licence holders' use only. Any resulting copy must

retain all copyrights and other proprietary notices, and any disclaimer contained thereon.

The Company accepts no responsibility for loss which may arise from reliance on data contained in the TRICS

Database. [No warranty of any kind, express or implied, is made as to the data contained in the TRICS Database.]

Parameter summary










survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set

of surveys are show. Finally, the number of survey days that have been manually removed from the selected set

outside of the standard filtering procedure are displayed.


























OGVS






00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

50 37 0.002 50 37 0.002 50 37 0.00407:00 - 08:00

50 37 0.004 50 37 0.003 50 37 0.00708:00 - 09:00

50 37 0.004 50 37 0.004 50 37 0.00809:00 - 10:00

50 37 0.004 50 37 0.003 50 37 0.00710:00 - 11:00

50 37 0.004 50 37 0.003 50 37 0.00711:00 - 12:00

50 37 0.001 50 37 0.002 50 37 0.00312:00 - 13:00

50 37 0.003 50 37 0.002 50 37 0.00513:00 - 14:00

50 37 0.002 50 37 0.002 50 37 0.00414:00 - 15:00

50 37 0.001 50 37 0.002 50 37 0.00315:00 - 16:00

50 37 0.001 50 37 0.001 50 37 0.00216:00 - 17:00

50 37 0.002 50 37 0.002 50 37 0.00417:00 - 18:00

50 37 0.000 50 37 0.000 50 37 0.00018:00 - 19:00

19:00 - 20:00

20:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 0.028 0.026 0.054























Parameter summary






































PSVS






00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

50 37 0.000 50 37 0.000 50 37 0.00007:00 - 08:00

50 37 0.002 50 37 0.002 50 37 0.00408:00 - 09:00

50 37 0.000 50 37 0.000 50 37 0.00009:00 - 10:00

50 37 0.000 50 37 0.000 50 37 0.00010:00 - 11:00

50 37 0.001 50 37 0.001 50 37 0.00211:00 - 12:00

50 37 0.000 50 37 0.000 50 37 0.00012:00 - 13:00

50 37 0.000 50 37 0.000 50 37 0.00013:00 - 14:00

50 37 0.001 50 37 0.001 50 37 0.00214:00 - 15:00

50 37 0.001 50 37 0.001 50 37 0.00215:00 - 16:00

50 37 0.001 50 37 0.001 50 37 0.00216:00 - 17:00

50 37 0.000 50 37 0.000 50 37 0.00017:00 - 18:00

50 37 0.000 50 37 0.000 50 37 0.00018:00 - 19:00

19:00 - 20:00

20:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 0.006 0.006 0.012























Parameter summary






































CYCLISTS






00:00 - 01:00

01:00 - 02:00

02:00 - 03:00

03:00 - 04:00

04:00 - 05:00

05:00 - 06:00

06:00 - 07:00

50 37 0.006 50 37 0.021 50 37 0.02707:00 - 08:00

50 37 0.002 50 37 0.022 50 37 0.02408:00 - 09:00

50 37 0.002 50 37 0.008 50 37 0.01009:00 - 10:00

50 37 0.004 50 37 0.008 50 37 0.01210:00 - 11:00

50 37 0.003 50 37 0.005 50 37 0.00811:00 - 12:00

50 37 0.007 50 37 0.004 50 37 0.01112:00 - 13:00

50 37 0.006 50 37 0.004 50 37 0.01013:00 - 14:00

50 37 0.006 50 37 0.006 50 37 0.01214:00 - 15:00

50 37 0.019 50 37 0.003 50 37 0.02215:00 - 16:00

50 37 0.019 50 37 0.005 50 37 0.02416:00 - 17:00

50 37 0.022 50 37 0.009 50 37 0.03117:00 - 18:00

50 37 0.012 50 37 0.008 50 37 0.02018:00 - 19:00

19:00 - 20:00

20:00 - 21:00

21:00 - 22:00

22:00 - 23:00

23:00 - 24:00

Total Rates: 0.108 0.103 0.211























Parameter summary


































APPENDIX 2 – DEVELOPMENT PROSPECTUS

1

LAND AT WORKSOP ROAD, TICKHILL A sustainable choice for new homes in Doncaster

2

Contents

Introduction 3

Policy analysis 7

Technical constraints 9

Design concept 14

Conclusion 19

Contact

0161 220 2935

Production

Date of production: February 2018

Disclaimer

This drawing/document is for illustrative purposes only and should not be used for any construction or estimation purposes. Do not scale drawings. No liability or responsibility is accepted arising from reliance upon the information contained in this drawing/document.

Copyright

© Longwall Property

3

Introduction

This section explains the purpose of the document, and the site to which it relates.

4

This vision document has been prepared by Longwall Property Limited on behalf of Inherent Property, who are promoting a site between Worksop Road and Lindrick Lane for residential development through the emerging Doncaster Local Plan. The site is capable of providing a range of attractive family homes benefiting from the highest standards of design and layout. It is envisioned that the site would be developed for between 30 and 35 new homes, with an area of new public open space close to the junction of Worksop Road and Lindrick Lane.

This vision document presents a thorough analysis of the site context and the technical considerations for developing the site. A range of technical assessments have been used as the basis for identifying constraints and opportunities, in order to develop a concept design that complements the characteristics and valued aspects of the site and the surrounding area.

It also includes analysis of the planning policy context for the site.

Introduction

5

Approximate site boundarySite shown edged in red

6

The site is located to the south of Tickhill, approximately 900 metres from the village centre. The triangular-shaped site is bound by Worksop Road to the west, Lindrick Lane to the east and existing residential properties off Lindrick Close to the north.

The site comprises approximately 1.25 hectaresof grassland, bordered by hedgerows and trees.

The site is generally flat but sits slightly below the level of Worksop Road to the west.

Site and surroundings

Residential properties on Lindrick Close, with the site to the left Residential properties on Worksop Road adjacent to the site

7

Policy analysis

This section includes an overview of the planning policy that is relevant to the site, including an assessment of Green Belt function and accessibility.

8

The site is presently designated as Green Belt in the adopted development plan. However, Doncaster Council is working to prepare a new Local Plan that will guide the future development of the area up to 2032. This will replace the existing Core Strategy and allocate specific sites for development.

As part of the production of the new Local Plan, the council has published an assessment of objectively assessed housing need, and assessed the supply of housing land from within the urban areas including brownfield sites. It is apparent that the housing needs of the area cannot be met without releasing land from the Green Belt. A comprehensive Green Belt review is necessary.

A key consideration when reviewing Green Belt boundaries is the need to promote sustainable patterns of development. This includes having regard to all of the requirements of the National Planning Policy Framework (‘the Framework’), including meeting housing and employment land needs.

The first stage of this process is to identify which areas of land do not contribute to the Green Belt's purpose.

The Framework identifies the following five functions of Green Belt:

1. To check the unrestricted sprawl of large built up areas;

2. To prevent neighbouring towns merging into one another;

3. To assist in safeguarding the countryside from encroachment;

4. To preserve the setting and special character of historic towns; and

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

The Council has published a Green Belt Assessment dated February 2016, undertaken by consultants Arup. The site is assessed as part of a larger tract of land to the south of Tickhill (referred to as Tickhill 7). This parcel is found to perform a Green Belt function, especially with regards to functions three and four.

However, the site is clearly of a very different character to the wider Tickhill 7 parcel, and is neither functionally nor visually part of that area. We consider that if the site is assessed individually and on its own merits, excluding the wider land to the east, it would be found to make a ‘weak' contribution to the Green Belt.

The site is surrounded on all three sides by permanent built development in the form of road infrastructure and residential development. Natural screening in the form of hedgerows and trees provides defensible boundaries and a strong sense of containment. This could be supplemented through a comprehensive landscaping scheme.

The site makes no contribution to preventing towns merging into one another, and there would be no physical or perceived closing of the gap between towns if the site were to be developed.

The release of this site from the Green Belt would also not cause harm to the setting and special character of Tickhill. Indeed, it does not contribute to views into or out of the historic core of the village.

The site is therefore being promoted for release from the Green Belt, to assist the borough in meeting the identified shortfall in its housing land requirements.

Green Belt Assessment

9

Technical considerations

This section includes an overview of the various technical considerations which could influence the suitability of the site for development.

10

Highways and accessibility

The site has been assessed from a highways and accessibility perspective by Croft Transport Solutions.

It has an extensive frontage to Worksop Road, so a suitable vehicular access to the site can be achieved in a number of potential locations. The plan on the next page shows an access design which would include appropriate visibility splays to ensure compliance with Manual for Streets 2.

All of the land required to form the access falls within either the site boundary or the current limits of the adopted highway.

The site would generate a modest number of additional vehicular trips onto the local highway network, equivalent to approximately one vehicle movement every three minutes in the AM and PM peaks.

There are no particular capacity constraints to the local highway network although this would need to be demonstrated in detail within a Transport Assessment to accompany any formal planning application for this site.

The site is close to a good range of shops, employment opportunities, education provision and other facilities and services. These include

a Spar convenience store, Lloyds Pharmacist, a Post Office and a Primary School which are all within approximately 1km of the site.

An existing public footpath adjoins Worksop Road to the west of the site, providing access to those facilities on foot.

The site is accessible by public transport with a half-hourly bus service serving a stop adjacent to the site on Worksop Road on weekdays. These services connect the site to the centres of both Doncaster and Worksop. This also provides access to Doncaster train station, which sits on the East Coast mainline and provides direct services to a range of locations including York, Leeds, Hull and London Kings Cross.

There is therefore no reason in highways terms why the site could not be developed.

Ecology

The site is presently used for agricultural purposes and largely comprises semi-improved grassland that is likely to be species poor.

The main features of ecological value within the site are likely to be the existing trees and hedgerows which mark the site's boundaries, and a hedgerow which crosses the centre of the site. It will be possible to retain these features

as part of any development, save for the removal of a short section of hedgerow in order to form the site access. This could be mitigated through reinforcement of the hedgerow on those parts of the boundary where it is currently largely absent.

As well as retaining existing trees and hedgerows, landscape planting associated with the new development could include native species increasing the ecological value of the site. Any ponds associated with the site's surface water drainage scheme could also be designed in a manner that maximised their benefit for wildlife.

No statutorily protected or non-statutorily protected sites exist on the site or immediately adjacent to the site. No statutorily protected sites exist within 2km of the site. The nearest non-statutorily protected sites are the Tickhill Castle Local Wildlife Site, around 600m to the east, and the Friars Lane (Hedgerows) Local Wildlife Site around 200m to the north on the opposite side of Worksop Road. Neither would be effected by the proposed development.

There are therefore no ecological reasons why the site should not be developed.

Technical Considerations

11

12

Ground Conditions

The site is greenfield and is not known to be subject to any contamination that would preclude development.

Information from the Coal Authority indicate that the site is not impacted by any historic mine workings.

Flood Risk and Drainage

The site is located within Flood Zone 1 where the risk of flooding is considered to be low.

Any development of the site would incorporate a sustainable drainage system ('SuDS'). This would be intended to limit flow to the greenfield run-off rate plus an allowance for climate change, so as not to increase the risk of flooding either on the site or elsewhere.

As development would increase the impermeable area of the site, it is likely that storm water will need attenuating as part of any scheme. That could be done by way of a storage pond, which could be designed in such a way as to also provide ecological benefits. Additional SuDS features such as rainwater harvesting and permeable paving could be incorporated into the scheme at detailed design stage.

Surface water would be discharged in

accordance with the following SuDS hierarchy:

1. Into the ground (via infiltration).2. Into a watercourse.3. Into a surface water sewer.4. Into a combined sewer.

Infiltration may be a technically acceptable solution subject to further investigations of ground conditions. There are no existing watercourses in the immediate vicinity of the site, although there is a surface water sewer in Lindrick Close to the site's northern boundary, which could provide a suitable connection.

Further investigation is required to identify the exact point of discharge for surface water drainage. However, it is clear that the site can be satisfactorily drained.

There are therefore no flood risk or drainage reasons why the site should not be developed.

Heritage

The site falls outside the Tickhill Conservation Area and is separated from its boundary by existing development on both Lindrick Close and Worksop Road.

Tickhill Castle, a Scheduled Monument, is some 600m to the east of the site. The site is neither visible from the Castle (or vice versa) nor forms

part of its setting.

There are therefore no heritage constraints which would prevent the development of the site.

Services

Searches of the main utilities providers have been carried out. These have confirmed that all main services are available in this locality, and that connections can be made to the site.

Landscape and Visual Impact

The site is an agricultural field located between the current edge of the urban area, Worksop Road and Lindrick Lane. It has an edge of settlement character and is contained by roads on all but one boundary.

Hedgerows border the land to all sides, interspersed with a number of large trees mainly to the Lindrick Lane boundary. The western boundary includes a stone wall which is typical of the area, but is overgrown by vegetation. These features provide defensible boundaries and a strong sense of containment. This could be supplemented through a comprehensive landscaping scheme.

There are no public footpaths through the site or immediately adjacent to it. As the photos to the right show, the site is not visually prominent,

13

with views largely limited to close range views from Worksop Road, Lindrick Lane and Lindrick Close.

The development of any greenfield site will inevitably result in a change to the landscape character. It is the impact of that change which needs to be considered.

In this case, the development of the site would not be incongruous in the location and setting at the edge of the settlement as the site is located between existing development and roads.

The site would retain its key character elements of hedgerows, hedgerow trees and walls, maintaining much of the visual screening already afforded the site. There is little visual relationship between the wider landscape and the site due to the built form and intervening vegetation, which all limit views directly into the site.

There are therefore no landscape or visual impact reasons why the site should not be developed.

View across the site towards Lindrick Close showing the sense of enclosure created by existing vegetation.

Long range view (with the approximate site location indicated) showing its high level of concealment and lack of visual prominence in the landscape.

14

Design concept

This section explains how the site context was analysed and a design concept developed.

15

In order to prepare a design concept plan for the site showing how it could be developed, a detailed assessment of the constraints and opportunities presented by the site has been carried out.

The site is located on the southern edge of Tickhill between Worksop Road and Lindrick Lane. The site itself is triangular in shape and is generally flat. Along the Worksop Road boundary the site is at a slightly lower level than the road.

The northern boundary of the site adjoins the residential street of Lindrick Close which, at that point, is typified by bungalows The remaining two boundaries face open countryside.

The constraints and opportunities which have been identified are summarised on the plan on the next page.

Constraints

• Vehicular Access point on to Worksop Road.• Hedgerows around and crossing the site.• Existing dwellings to the northern boundary.

Opportunities

• Retention of trees and hedgerows to enhance the site.

• Potential to front Worksop Road and continue existing built frontage.

• Potential to maximise views out of the site towards the open countryside.

• Opportunity to create new area of open space at Lindrick Lane/Worksop Road junction.

Constraints and Opportunities

16

17

The design principles shown on the previous page indicate how the site could be developed in a way that works with the constraints and maximises the opportunities.

Access and Layout

The vehicular access point is located to the western site boundary on Worksop Road.

From this point the access road swings into the centre of the site, piercing the central hedegrow in a single location, but providing access for residential properties to the whole site.

Residential Layout

The residential layout will likely consist of two distinct parcels, either side of the central hedgerow, which would form a green corridor through the site.

Wherever possible residential properties will face outwards from the site to maximise views, best address the open countryside and continue the built frontage on Worksop Road. This will also allow the maximum stand-off from the boundary hedgerow to be provided.

Homes would be predominantly detached units with some semi-detached in keeping with the character of the surrounding area. Bungalows

are also likely to form part of the mix near Lindrick Close. This also helps ensure the scheme is of a density which reflects its location on the edge of the urban area.

New homes adjacent to existing dwellings to the north of the site will be positioned so as to maximise privacy for those existing residents.

Landscape and Open Space With the exception of forming the new access road all the existing trees and hedgerows are proposed to be retained within and around the site boundary.

Residential dwellings and roads would be positioned at a respectful distance from the retained features and it is proposed to enhance the existing landscaping with additional trees and planting to help embed the site into its surroundings.

A new area of open space could be delivered to the south of the site, at the junction of Worksop Road and Lindrick Lane. As well as providing usable space for future residents this area is intended to contribute to a sense of arrival and provide a strong gateway feel to those approaching Tickhill along Worksop Road.

Materials

In keeping with the site's location at the entrance to the village, it is likely that the development would utilise a high-quality palette of materials, including reconstituted stone facing materials and slate-effect roof tiles, in a similar style to the image shown on the next page.

Design Principles

18

19

Conclusion

This section summarises the contents of this document and considers the suitability of the site for residential development.

20

The land between Worksop Road and Lindrick Lane provides an opportunity to address the significant need for housing in Doncaster and, in particular, Tickhill.

Doncaster is working to prepare a new Local Plan that will guide the future development of both areas up to 2032. It is apparent that the housing needs of the area cannot be met without releasing land from the Green Belt. A comprehensive Green Belt review is necessary.

The release of this site from the Green Belt would not compromise the purposes of the Green Belt outlined in the Framework. The site is surrounded on three sides by permanent built development in the form of road infrastructure and residential development, while natural screening in the form of hedgerows and trees provides defensible boundaries and a strong sense of containment.

The site makes no contribution to preventing towns merging into one another, and its development would not cause harm to the setting and special character of the village.

An investigation of the technical considerations effecting the site confirms that the it is suitable for development, and that a development would be achievable.

The site is being actively promoted by Inherent Property who have significant experience of delivering sites of this nature. It is therefore available for development.

The design principles have been developed following a review of the site constraints and opportunities. They demonstrate that the site can accommodate 30-35 new homes, including affordable housing. It provides for a new area of public open space, and the retention of key features such as walls, trees and hedgerows.

The provision of high-quality homes on this site would boost housing supply, improve housing affordability and choice, generate jobs at the construction stage and increase spending in the local economy throughout the lifetime of the development.

To conclude, the site is therefore a sustainable location for the development of a modest number of high-quality homes. It would provide an attractive living environment, integrate well with the existing settlement pattern and contribute to meeting the identified development needs of the area.

The site is suitable for development, development would be achievable and the site is available for development.

It represents a logical, sustainable choice for delivering a high-quality development that can make a meaningful contribution to housing need in both Tickhill and Doncaster.

Summary and conclusion

Documents

COMMENTS (REPRESENTATION) FORM...use to examine the Plan (see Guidance Notes overleaf). That is why it is important you use this form. It may appear technical but the structure is