Horwich Development 91352_14 402659

Rivington ChaseDesign and Access Statement

On behalf of Horwich Vision Ltd

December 2013

This Statement is provided in support of a hybrid planning application for the Rivington Chase redevelopment on the site of the Former Horwich Locomotive Works site and should be read in conjunction with the associated environmental statement and supporting planning statement. The site occupies around 76.6 hectares of land.

The redevelopment of the former works site provides the first opportunity in over a century for the land to be accessed and enjoyed by members of the public. The development will provide a significant enhancement of the built environment of Horwich with a new sustainable community created with upto 1700 new homes, employment sites, and a network of public open spaces and ecologically diverse habitats within it.

Horwich Vision Ltd are seeking to comprehensively regenerate the site, in line with the Bolton Metropolitan Borough Councils adopted Core Strategy as a sustainable mixed use development.

Introduction

Contents

Chapter No. Page Nos.

01. Introduction 1

02. Site Context and History 3-12

03. Planning Policy Context 13-16

04. Design Evolution 17-20

05. Masterplan Principles 21-24

06. Use and Amount of Development 25-30

07. Heritage Core and Chorley New Road Character Area 33-56

08. Northern Development Area 57-64

09. Moss Outlook 65-72

10. Southern Employment Area 73-80

11. Access Strategy 81-102

12. Conclusion and Summary 103-106

Appendix - Technical Summary Chapters

A. Open Space and Ecology i-xxii

B. Drainage Strategy xxiii-xxxii

C. Remediation Strategy xxxiii-xxxvi

D. Indicative Phasing xxxvii-xli

Rivington Chase Design and Access Statement 1

1.1 Overview

1.1.1 The hybrid application comprises the redevelopment and the mix of housing and employment uses with associated open space and highway works.

1.1.2 This statement provides an explanation of, and justification for, the redevelopment proposals. The document is structured around a number of key sections which have the following role and purpose:

Site history and context - An assessment of the sites history and its immediate context

Site analysis - An evaluation of the key features of the site, including existing constraints and opportunities

Planning policy context - An assessment of the planning policy context

Design evolution - Sets out the key stages of the design process

Master-planning principles Explains the design principles and concepts that have been applied to particular aspects of the proposal.

Use and amount of development Explains the quantity of land uses and areas within the proposed development

Development character areas Specific chapters that set out the character, appearance and design principles associated with areas of the site.

Access Strategy - Explains the layout and character of individual access points, streets, pedestrian and cycle routes throughout the development.

A subsequent technical summary appendix provides chapters that focus on the open space and ecology strategies, hydrology strategy, remediation strategy and the indicative approach to phasing of the development.

1.0 Introduction

1.1.3 This statement should be read alongside, and in conjunction, with the suite of documents included as part of this application. The planning statement is particularly relevant. It provides a detailed analysis of the rationale for the planning application, and explains how the proposals for the site have evolved in line with key aspects of planning policy.

1.1.4 Please note and treat all drawings, images and diagrams within the design and access statement as purely illustrative, providing a general overview of the applicants approach to design and access matters.

2 Rivington Chase Design and Access Statement

2.0 Site Context and HistoryRivington Chase Design and Access Statement


2.0 Site Context and History

2.1 Site History

2.1.1 The town of Horwich developed around the Loco Works in the latter part of the 19th Century, and has been growing ever since. The Town owes its existence to the Loco Works, and despite the Works closing in 1983, it remains an important part of the Towns heritage and identity, with many local people retaining a strong connection with it.

2.1.2 Physically however, the Works site has been closed to the public for many years with high security fences between the Town and the Works, and large scale industrial uses behind them. The Rivington Chase project will radically change this relationship. It will transform the site into an organic extension to the Town, providing a sustainable community with a wide range of new housing catering for an increased population, together with new employment and community facilities.

1900 Historic Plan 2009 Aerial Image1840 Historic Plan


2.2 Analysis of the Works Site

2.2.1 The construction of the Works in 1885 involved a major earthmoving operation to create the plateau on which it stands, approximately 1km long and 300m wide (plan above illustrates extent of the original plateau). Other land to the west, adjacent to Red Moss, accommodated ancillary uses such as railway lines, a gas works and reservoir.

2.2.2 Over the next century or so, the plateau was extended by the tipping of spoil materials from the Loco Works operations. More recently, a large area of land to the west of the site was used for the disposal of spoil materials, mostly arising from off-site railway engineering operations (This area is shown in dark grey on the plan opposite). This is now covered with self-seeded scrub woodland.

2.2.3 There are two smaller areas of land included within the regeneration site:

To the south is a low-lying area adjacent to the closed Red Moss Landfill Site, mostly covered in scrub woodland which has developed on a shallow layer of industrial spoil, together with a small area of wetland.

To the west an area of Gibb Farm is included, as an integral part of the drainage and open space strategies.


1840s Plan Illustrating the Formation of Original Works Plateau

Plan illustrating the extents of the original Works plateau and areas of spoil

Key

Original Hillside Cut

Original area of fill to form Plateau

Face tipped spoil material during works operation

Spoil materials

Thirlmere Aqueduct

Red Moss SSSI

Greater Manchester Waste Authority Red Moss Landfill Site

Gibb Farm



2.3 Site Townscape Context

2.3.1 The site lies in an area characterised by a mix of land uses, on the edge of Horwich. Immediate land uses are to the north, principally residential, including to the north east high density terraced housing developed originally to provide homes for those employed at the works; there is more recent residential development to the north west. To the east/south east is the Middlebrook retail and leisure park, including the Reebok football stadium. This area also contains a range of office and industrial/warehouse uses. To the immediate south is the Red Moss Site of Special Scientific Interest (SSSI), an extensive area of protected open land of high ecological interest, which is also designated as a Site of Biological Importance (SBI).

2.3.2 Beyond this, south of the Chorley/Bolton railway line is open agricultural land, protected as green belt. The M61 is also a strong physical feature in this location.

2.3.3 To the west of the site is a mix of residential development and industrial uses. Horwich town centre is located to the north of the site, approximately 200m to the north of Rivington House and is accessed off Chorley New Road.

2.3.4 Over the following pages, greater detail is provided on the surrounding residential context of the site in relation to density,

character and streetscape.

Horwich townscape landuse plan

Residential

Employment

Leisure

Education

Retail / Commercial

Red Moss SSSI



2.4 High Density Terraced Housing

2.4.1 A series of short terraced streets run southwest-northeast though the zone between the northern site boundary of the Loco Works and Chorley New Road. These were constructed around the same time that the Loco Works were developed and are named after prominent engineers from the era (Stephenson, Brunel etc.).

2.4.2 The rows of two up, two down terraces are generally spaced twelve metres apart, with minimal curtilage between the houses and the street and small yards to the rear. With this grain of development densities of around 82 units per hectare are achieved, however there is minimal contribution to the character of the streetscene through landscaping and the modern day streets have become congested with car parking.

2.5 Medium Density Semi-detached Housing

2.5.1 This type of housing is typically found to the west and north of the site, where the tighter knit town centre of Horwich expanded during the post-war period to provide larger properties with gardens for growing families. This type of residential area retains the formal street network with houses fronting onto the street, generally spaced twenty one metres apart and provision of gardens eighteen metres in length.

2.5.2 The public/private boundary along the road is defined by street tree planting with contemporary privet hedge planting gradually being replaced by walls and fences, often where private drives have been introduced within the curtilage. With this grain of development densities of around 34 units per hectare are achieved.


2.7 Low Density Detached Housing

2.7.1 This is of very similar character to the medium density detached housing and also developed from the late twentieth century on isolated brownfield sites. The twenty metre offset is maintained to the front of properties with rear gardens further reduced to around eight metres length. Property sizes increase, enhancing the dominance of the built form within the streetscene. With this grain of development densities of around 16 units per hectare are achieved.


2.6 Medium Density Detached Housing

2.6.1 This type of housing has evolved in a more dispersed pattern as the smaller industrial sites within Horwich have closed and been subsequently redeveloped to meeting local housing need. Whilst connecting into the existing street network, the developments have a more organic form often clustered around cul-de-sacs in groups of less than 20 houses.

2.6.2 This creates a more private development with the formal streetscape abandoned in favour of a more gardenesque treatment to the curtilage. The layout also responds more heavily to the requirements of motor vehicles, with built form orientated around the vehicle turning head and private driveways to each property. Houses are generally spaced with a twenty metres offset to the front, whilst rear gardens are reduced to around ten metres, often reduced following introduction of conservatories. With this grain of development densities of around 24 units per hectare are achieved.


2.8 Ground Conditions, Remediation and Services

2.8.1 The existing ground conditions and other technical constraints have exerted a powerful influence over the development proposals, based on a thorough site investigation programme. The main influences are shown in the plan opposite.

2.8.2 The remediation strategy is based on a programme of demolition and earthworks over the majority of the site. This involves the demolition of all buildings outside the Heritage Core, and an earthworks programme involving the movement of around 300,000m3 of material. This will deliver the whole site in a suitable condition for the long term development proposals, including structural stability, removal of contamination risk, levels, drainage and access.

2.9 Services

2.9.1 The Loco Works had a sophisticated and high capacity network of services infrastructure, much of which remains today. Whilst the new development will include the provision of new services infrastructure throughout, there is significant capacity within the local network to meet future needs.

2.9.2 In terms of key issues, surface water drainage is the most significant, due to a range of factors including the adjacent Red Moss SSSI, local watercourses and flood risk, and the integration of sustainable drainage principles into the masterplan.

2.9.3 These issues are dealt with in greater detail within the appendix chapters of this document and within the specialist documents of the environmental statement.


Red Moss SSSI & SBI

Former Greater Manchester Waste Authority Landfill Site

Gibb Farm

Site Constraints Plan


2.10 Connectivity and Access

2.10.1 Historically, the Loco Works had very restricted connectivity with its surroundings, which remains the case today. Road access is restricted to two private, locations, off Chorley New Road, the main Loco Works industrial estate access adjacent to Rivington House, and an entrance to the Armstrong site adjacent to the Fowler Industrial Estate. Two small private roads give access to Gibb Farm in the west, and the landfill gas station in the south.

2.10.2 There are public footpaths along the south, south eastern, south western and northern boundaries (refer to the adjacent plan). They are generally unattractive routes and potentially unsafe.

2.10.3 The redevelopment of the site will transform this situation. It will greatly improve connectivity between the new development and the surrounding area, and create an extensive network of roads, cycle routes and footpaths. The intention is to integrate the new development closely with the existing town, and greatly improve the local access network for the whole community, including public transport, access to green open space, sustainability and accessibility enhancements.


Key

Existing public footpaths

Planning application boundary

Red Moss SSSI

Greater Manchester Waste Authority Red Moss Landfill Site

Gibb Farm

Existing public footpaths plan


2.11 Open Space

2.11.1 Traditionally, the Loco Works has acted as a barrier between the Town and an extensive area of open space to the south west. This is made up of three main areas (refer to the plan opposite for their locations):

Red Moss SSSI

The Former Greater Manchester Waste Authority Landfill Site.

Gibb Farm

2.11.2 Although the Loco Works site has significant areas of open space within it, mainly on the old railway sidings land to the west and the steep slopes along the edge of the plateau, these have generally been previously developed and are generally in an unstable, derelict condition and make little contribution to local amenity.

2.12 Red Moss SSSI

2.12.1 The Red Moss SSSI is a valuable and protected wildlife habitat, managed by the Lancashire Wildlife Trust on behalf of Bolton Council. Both for reasons of safety and wildlife protection, human access is discouraged, but cannot be entirely prevented. Litter and fires are a recurrent problem.

2.13 Former Greater Manchester Waste Authority Landfill Site

2.13.1 The Restored Landfill Site is developing well as an area of new woodland. It is largely unmanaged and difficult to access, and is neither safe nor welcoming to the public. As a large area of developing woodland, it is valuable as part of the local mosaic of wildlife habitats, providing a complementary and supportive role to the SSSI.

2.14 Gibb Farm

2.14.1 Part of Gibb Farm is included within the regeneration proposals. It is presently in agricultural use, with modest amenity or ecological value. The proposals include the creation of a new lake, together with smaller waterbodies and wetland areas. These form part of the sustainable drainage, open space and ecological strategies. In addition, there will be areas of meadow, scrub and woodland, managed primarily for their ecological value.


Key

Gibb Farm

SSSI Boundary

Former Greater Manchester Waste Authority Landfill Site

Existing area of open space


2.15 Hydrology and Drainage

2.15.1 The whole of the site was originally on the lower slopes of a hillside, sloping south westwards to Red Moss, which developed on flat, poorly drained land in the valley bottom. As shown on the plan opposite, a number of local watercourses ran down these slopes. The junction between the sloping hillside and Red Moss was marked by three of these watercourses, Middle Brook flowing to the south east, and Nellies Clough flowing into Moss Brook flowing to the north west, where it joins Pearl Brook on the edge of the site.

2.15.2 The construction of the Works created a large, flat plateau some 13 metres above the valley bottom, and involved culverting the three watercourses which crossed the site. A new piped surface water drainage system was constructed, most of which led to a purpose built reservoir in the lower part of the site. This will be retained and upgraded, as part of the development, where it will provide a valuable role as a drainage, amenity and ecological resource.

2.15.3 Throughout the new development a new Sustainable Surface Water Drainage System will be created. This will be focussed on two major new features, a central waterbody acting as a collector for the south eastern half of the development, and a new lake which will serve the north, and provide flood water storage for the whole site.


Existing site drainage plan

3.0 Planning Policy Context Rivington Chase Design and Access Statement


3.0 Planning Policy Context

3.1 The Bolton Core Strategy (2011)

3.1.1 The Core Strategy, adopted in March 2011, is the land use plan for the Borough. It includes policies to guide development and proposals for the use of land to ensure the needs of the Boroughs population are met.

3.1.2 Policy P5 recognises that a high quality transport network is vital to economic prosperity, and for local residents to be able to access areas of employment and other community facilities. The policy states that developments should take into account a range of transport considerations including:

Accessibility by different types of transport, prioritising pedestrians, cyclists and public transport users over other motorised vehicle users.

The design of development to enable accessibility by public transport.

Freight movement for industrial and storage uses.

Servicing arrangements.

Parking, including parking for cycles and powered two-wheelers, in accordance with the parking standards.

The transport needs of people with disabilities.

The requirement for a Transport Assessment and Travel Plan with major trip generating developments

3.1.3 Policy S1 states that the design of new developments should take into account the need to reduce crime and fear of crime, and promote road safety.

3.1.4 Policy CG2 states that developments will need to ensure that they contribute to the delivery of sustainable development. It confirms that for development which proposes to deliver 5 or more residential units or 500m2 of non-residential floorspace this should achieve a BREEAM rating of Very Good, incorporate renewable or low carbon energy sources to reduce CO2 emissions and achieve a 10% energy reduction and demonstrate the sustainable management of surface water. The delivery of this policy is all subject to suitability and viablility.

3.1.5 Policy CG3 requires that development proposals make an area a pleasant place to work and live, by being locally distinctive and sustainable, taking into account layout, density, height, massing, architectural style, materials and landscaping.

3.1.6 Policy M1 confirms that the Horwich Loco Works is a strategic site that will be developed for a sustainable mixed-use community primarily for employment and housing.

3.1.7 Policy M2 sets out the following principles to guide proposals for the site in order to ensure that the development delivered is environmentally sustainable:

It must ensure that additional traffic generated does not result in serious inconvenience or danger on the public highway.

It must provide transport links between Horwich town centre, Middlebrook and the site.

It must be well served by public transport, and make effective provision for cycling and walking.

It must maximise the potential for sustainable energy sources.

Provision of open space will be required to meet the appropriate council standards.

The value of the adjoining Red Moss Site of Special Scientific Interest must be protected.

Any new or expanded education services must be provided to cater for the educational needs arising from the development.

It should reflect the historic importance of the Horwich Loco Works.

3.1.8 Policy M7 seeks to ensure that the scale and massing of new development along the M61 corridor, respects the distinctive landscape qualities and relates sympathetically to the surrounding area.

Saved Policies of the Bolton UDP (2005)

3.1.9 The saved Unitary Development Plan (UPD) policies and the adopted proposals map form part of the Local Plan, along with the Core Strategy. The Council adopted the UDP in 2005. The policies in the UDP expired in April 2008; however some of the UDP policies are saved and will remain in force until replaced by new policies within the Local Plan. The Council has recently submitted the Allocations Plan DPD for examination. However until this is formally adopted the saved UDP Policies remain in force.

3.1.10 Saved UDP Policy O7 (Public Rights of Way) states that development proposals affecting public rights of way will be permitted, provided that they retain their integrity.

3.1.11 Policy A18 (The Road Network) establishes the Councils requirement to safeguard the Strategic Route Network along which major traffic flows will be directed and will support the development of public transport and improvements for cyclists in appropriate locations on this network.

3.1.12 Policy A19 (Road Schemes / Improvements) allows development that would not prejudice the construction of roads, road improvement schemes and junction improvements that form part of an integrated transport network.


3.0 Planning Policy Context

3.2 The National Planning Policy Framework (2012)

Requiring Good Design

3.2.1 Good design is a key aspect of sustainable development and the framework requires planning decisions to aim to ensure that developments:

Will function well and add to the overall quality of the area, not just for the short term but over the lifetime of the development;

Establish a strong sense of place, using streetscapes and buildings to create attractive and comfortable places to live, work and visit;

Optimise the potential of the site to accommodate development, create and sustain an appropriate mix of uses (including incorporation of green and other public space as part of developments) and support local facilities and transport networks;

Respond to local character and history, and reflect the identity of local surroundings and materials, while not preventing or discouraging appropriate innovation;

Create safe and accessible environments where crime and disorder, and the fear of crime, do not undermine quality of life or community cohesion; and

Are visually attractive as a result of good architecture and appropriate landscaping.

3.2.2 Paragraph 64 states that development which fails to adhere to the above design requirements should be refused.

3.2.3 Paragraph 66 requires applicants to work closely with those directly affected by their proposals, and to aim to evolve designs to take account of the views of the community. The Framework states proposals that can demonstrate this in developing the design of the new development, should be looked on more favourably.

3.3 Other Relevant Guidance

3.3.1 The Council has adopted a number of Supplementary Planning Documents which are of relevance :

Sustainable Design and Construction SPD;

Accessibility and Transport Road Safety adopted SPD; and

3.3.2 Bolton MBC have also produced a number of technical guidance notes which will be considered in the determination of this planning application. Those considered most relevant are:

Bolton MBC Planning Control Policy Note 1. Health, Well Being and Quality of Life (February 2006); and

Bolton MBC Planning Control Policy Note 2. Space Around Dwellings (April 1992).

3.4 Horwich Loco Works Supplementary Planning Document

3.4.1 The Horwich Loco Works Supplementary Planning Document (SPD) was adopted by Bolton Council in March 2012. It provides further details to the specific Horwich Loco Works policies in the Core Strategy, in particular Policies OA1, M1 and M2.

3.4.2 The SPD is not part of the Statutory Development Plan. However, it forms part of the Local Development Framework and as such will be an important consideration in determining planning applications within the defined SPD area. The SPD was published to support pre-application discussions and as a guide to be used throughout the development control process. Paragraph 1.19 establishes the 3 principal purposes of the SPD as follows:

To provide guidance for developers and applicants;

To support swift and effective decision making by the council on application proposals; and

To assist in the delivery of a comprehensive and sustainable development across the site as a whole.

3.4.3 The SPD provides a robust planning framework to inform potential developers of land use, planning and transportation opportunities and constraints on the site.

3.4.4 The Vision of the SPD is:

3.4.5 To secure the renaissance of the former Horwich Locomotive Works strategic site as a high quality, sustainable and vibrant mixed-use neighbourhood. To support this vision the following objectives have been identified in the SPD:

To deliver a high quality, sustainable and comprehensive development comprising around 1,600 dwellings and between 7.5 and 15 hectares of employment related uses together with open space and supporting infrastructure and services;

To create a vibrant, prosperous, environmentally sustainable neighbourhood where people want to live and work, and which reflects the sites heritage; and

To re-connect the strategic site with Horwich Town Centre, Middlebrook and neighbouring areas and to deliver new sustainable transport routes and linkages to support connectivity with the rest of Horwich.

3.4.6 The SPD provides a description of the site and a number of technical themes in relation to access and connectivity, ecology, etc. It also sets out a number of guiding principles and policies that the Council will use to assess planning proposals for the site. The design principles provide guidance relating to areas such as accessibility, heritage, urban design, public realm, housing, employment uses, sustainability, etc.

3.4.7 One of the key policies relates to the requirement for comprehensive development (Policy 10). The submitted proposals are wholly compliant with this policy as a single planning application covering the entirety of the SPD area is submitted.

4.0 Design EvolutionRivington Chase Design and Access Statement


4.0 Design Evolution


4.1.1 The first exercise in preparing proposals for the comprehensive regeneration of the Loco Works site was carried out by Bolton Council in 2005. This led to the site being identified by the Council as a strategic mixed use development and one of three strategic sites intended to meet the future development needs of Bolton. The masterplan was based on contemporary urban village principles, with relatively high density development.

4.1.2 Horwich Vision was set up to take the project forward. It is a collaboration between Bluemantle, the owners of the largest part of the Loco Works site, and Orbit Developments, developers of the adjacent Middlebrook project, with the support and co-operation of the Council.

4.1.3 Early analysis by Horwich Vision indicated that the quantum of development shown in the original masterplan was undeliverable when taking into account market demand and remediation issues.

4.1.4 Land use proposals were prepared on this basis, incorporating 1,600 new houses, 15 ha of employment land, and 13.7 ha of open space, including road corridors. These proposals were incorporated into the adopted Core Strategy in 2011, together with supporting policies on access, environment, etc.

4.1.5 Following the formal adoption of the Core Strategy, work commenced on the preparation of a Supplementary Planning Document (SPD), with Horwich Vision working closely with the Council. This was adopted by the Council in March 2012. It followed closely the Land Use proposals and associated policies set out in the Core Strategy, but was based on a greater level of detail on the site and its future development (refer to the plan opposite). Two issues which have had a significant bearing on the development proposals are the Conservation Area status of the main Works site, and land remediation.

Land use plan from the Horwich Loco Works 2012 Supplementary Planning Document (SPD)


4.2 Heritage Core

4.2.1 Extensive work has been carried out in relation to the heritage aspects of the site and its regeneration. This started with a Conservation Area Management Plan prepared by the Council in 2006, and culminated in an Options Appraisal of a proposed Heritage Core carried out on behalf of English Heritage and Bolton Council by Cass Associates in 2012.

4.2.2 Based on this work it has been agreed with English Heritage and the Bolton Council that as part of the planning application, a Heritage Core of four original buildings will be retained and incorporated into the regeneration proposals for the site. These provide the main entrance into the site from the existing Town, with a strong celebration of the Towns heritage, and a core serving the new development and other adjacent parts of Horwich. Proposed uses remain flexible at this stage, with a wide range of commercial, employment and community uses being considered acceptable.

4.2.3 The application seeks permission for all other buildings within the Conservation Area to be demolished inorder to achieve the sites regeneration. Detailed guidance on the layout and design principles for new development is given in this Design and Access Statement, reflecting the influence of the sites heritage on its future development. In essence, this involves the retention of a rectilinear layout, with careful attention paid to the design of public space and the form, layout and character of future housing development within the Conservation Area.

4.2.4 Any new development has to meet contemporary requirements in terms of layout, use, design and market demand. The 2012 Options Appraisal clearly demonstrated that the buildings within the Heritage Core cannot be developed in the absence of a substantial grant or subsidy.


Plan showing the extent of the redline boundary, conservation area boundary, and the proposed Heritage Core.

Heritage Core Conservation Area


4.3 Remediation Strategy

4.3.1 An intensive site investigation programme was carried out in 2011. This identified the underlying ground conditions throughout the site, including the presence or likelihood of factors capable of influencing the future use of the site, such as contamination, poor stability and abnormal ground conditions.

4.3.2 A remediation strategy has been developed in parallel to the masterplan proposals. These are consistent with the provisions of the SPD in terms of the amount and layout of development. A small additional area of agricultural land at Gibb Farm adjacent to the M61 motorway was included, to provide additional flexibility for the earthworks and drainage design proposals, and to provide additional green space, principally for ecological mitigation purposes.

4.4 Community Engagement

4.4.1 The masterplan design has been developed over a long period of time in close collaboration with a wide range of stakeholders, consultation bodies and members of the public.

4.4.2 Over the course of the design process, the design team has worked closely with Bolton Council holding regular meetings and workshops to resolve issues and develop appropriate proposals for the site.

4.4.3 The key stakeholders of English Heritage, the Environment Agency, Natural England, Horwich Heritage and officers at Bolton Council together with a range of other bodies have been consulted throughout the process in relation to specific technical issues associated with the site and the proposed development.

4.4.4 In addition to consultation with stakeholder bodies there have been presentations to the town councils of Blackrod and Horwich followed by an exhibition of the proposals to members of the public held at Rivington House on the Former Loco Works site.

4.4.5 Further details of the consultation process can be seen in the Statement of Community Involvement submitted as part of this application.


Remediation strategy diagram indicating likely land areas and volumes of material

5.0 Masterplan PrinciplesRivington Chase Design and Access Statement


5.0 Masterplan Principles

5.1 Overview

5.1.1 The purpose of this section of the document is to set out the design principles that have been developed throughout the evolution of the masterplanning process.

5.1.2 The indicative masterplan opposite demonstrates how the particular character and setting of the former Loco Works has exerted an influence over the approach to new development. The understanding of the character and context of the site provides an essential backdrop for the masterplan.

5.1.3 The masterplan shows how the appropriate natural and historic features of the site can be harnessed. The retained existing buildings and natural features will contribute to a wider heritage and green infrastructure network, to give a high quality framework for new development. This includes not only the retained buildings, open spaces and woodland areas, but also embraces road corridors, water spaces and recreational facilities. These are all essential components of a successful and sustainable place.

5.1.4 Linkages and integration is another strong theme running through the masterplan. The value of a coherent and legible network of movement routes within the site is demonstrated but, beyond this, the way in which people will move between the new development and Horwich has been considered and is highlighted.

Greater Manchester Red Moss Landfill Site

Red Moss SSSI

Gibb Farm

Indicative illustrative masterplan


5.1.5 The masterplan for the site is a response to a number of key aspirations and planning policy requirements for the development, including:

To create a form of development which reflects the heritage of the former loco works site.

To give a balance between uses and activities to ensure that this is a place which provides opportunities for living, working and recreation.

To integrate the new development with its surroundings on all sides.

To provide links to Horwich at Chorley New Road, Crown Lane and to Middlebrook.

To deliver new employment uses on land to the south of the site and employment opportunities in the Heritage Core

To define the Heritage Core and heritage residential areas as a focus for the development where housing, retail, commercial and community uses will interact.

To provide a robust and purposeful green infrastructure, which builds on the natural assets of the site, protects the adjacent ecological assets and successfully integrates drainage features.

To give high quality frontage to movement corridors and open space.

To provide opportunities for different intensities of development with higher density development within, and adjacent to, the Heritage Core.

5.1.6 When taken together these aspirations represent an overarching framework for new development, and give the essential context for the detailed reserved matters applications that will follow.

5.1.7 In response to this framework the next chapters of the design and access statement add detail, and explain the principles behind the following key areas of the masterplan.

5.2 Use and amount of development

5.2.1 This chapter will contain a description of the type and extent of development that includes residential areas, employment areas, a mixed use Heritage Core and areas of open space.

5.3 The character, layout, scale and appearance of the development in four distinct character areas

5.3.1 There will be four distinct character areas defined as; Heritage Core and Chorley New Road Character Area, Northern Development area, Moss Overlook and the Southern Employment area. Each character area will be described in a separate chapter setting out the masterplan approach, character and layout of each.

5.4 Access Strategy

5.4.1 This chapter will describe the primary vehicular access points into the development alongside, public transport routes, an internal network of pedestrian / cycle routes and linkages to the surrounding residential areas, Middlebrook, train stations and town centre of Horwich.

5.4.2 Each of the following appendix chapters provide a technical summary of key issues and should be read in the context of the the development masterplan and comprehensive environmental statement. Taken together they will establish the broad principles by which future detailed reserved matters applications may be assessed.

5.5 Open space and ecology

5.5.1 This chapter will describe the layout and extent of open space within the development with detail on the distribution and character of recreation areas, the extents of habitat creation and the protection of the adjacent SSSI and SBI.

5.6 Drainage Strategy

5.6.1 This chapter will provide a context of the existing hydrology of the site, with proposals for a new development drainage strategy, together with proposals for the improvement and mitigation of existing site drainage issues and linkages to ecological issues.

5.7 Remediation Strategy

5.7.1 This chapter will explain the approach to remediation within the site, including an overview of ground conditions, earthworks design, and the approach to development within different areas of the site.

5.8 Indicative Phasing Strategy

5.8.1 This chapter sets out two potential strategies to the phasing of the development providing detail on the areas and direction of construction.

5.0 Masterplan Principles

6.0 Use and Amount of Development

Rivington Chase Design and Access Statement



6.1 Overview

6.1.1 The regeneration of the Horwich Loco Works site is being proposed as a sustainable new community within Horwich, comprising of up to 1,700 houses, a mixed use Heritage Core and areas of predominantly office and high tech employment land and open space.

6.1.2 As set out in the Horwich Loco Works Supplementary Planning Document, the former Horwich Loco Works represents a major opportunity for the Borough of Bolton to deliver housing and employment targets over the course of the Core Strategy. It will position Bolton as a major Greater Manchester hub for economic prosperity, and will be a compelling place to live, work and relax. New jobs are to be created, which will assist in narrowing the gap between the most and least well off.

6.1.3 The land use plan shown opposite shows the mix and distribution of land uses across the site. In terms of built development, there are four main land uses:

Residential use of varying types

Mixed Use Heritage Core within Horwich Loco Works buildings

Employment uses

Residential / Local needs retail

6.1.4 The built development is predominantly located on previously developed land with a large proportion of the residential land situated on the former loco works area. The mixed use Heritage Core, which is at the heart of the masterplan, is also located within the former loco works site. A large area of residential development is located to the north of the site, on land previously occupied by rail sidings and infrastructure associated with the former loco works. Further employment land is located to the south of the site adjacent to the Middlebrook Retail and Leisure Park.

6.1.5 A significant element of the site comprises the existing areas of open space that flank the development to the west that, with further enhancement, will provide a valuable ecological and amenity asset for the development. In addition to this, a network of linked routes and public spaces will create further amenity value and provide a key component of the landuse mix.


6.1.6 The schedule of development provided below sets the broad parameters for the distribution and amount of land uses proposed in different areas of the site. The phasing of development is covered in chapter 15 of this statement.

6.1.7 The schedule of development provided below sets the broad parameters for the distribution and amount of land uses proposed in different areas of the site:

6.2 Residential

6.2.1 Residential is the dominant land use within the development. Overall there will be up to 1,700 new houses provided within an area of 42.7 hectares of land. This connects with the existing residential areas on the boundary of the site and defines the character of development adjacent to the Heritage Core at the centre of the site.

6.2.2 The residential development covers two distinct areas. The first area lies on land to the north of the site bounding Pearl Brook to the north and a large area of open space and Red Moss SSSI to the south. The second area is located to the east of the site and is largely over the former loco works. This area is bounded by open space to the west and existing terraced streets to the east.

6.2.3 Due to the character of these different parts of the site, the scale and density of development will vary. In the former built up loco works area and around the Heritage Core, the densities will be higher with development ranging from 30 to 80 houses per hectare. In the areas to the north and west of the site, densities will be lower with a range of houses from 15 to 40 per hectare.


Land Use (Gross) AreaResidential 41.65 haResidential / A1 Retail (up to 2,500m2) 1.05 haMixed Use Heritage Core 3.36 haEmployment 4.38 haRoad corridors 5.77 haStrategic Open Space 20.36 haTotal Site Area 76.57 ha

The accommodation schedule below sets out the proposed broad parameters for the number of residential units and broad maximum development parameters for other uses within the site based on the land areas from the above schedule:

Land Use Use Class (Gross) Area / Units

Residential C3 Up to 1,700 units

Commercial / Employment *1 B1 / B2 / D1 Comprising: Up to 17,520 m2

B1a (60%) Up to 10,512m2 B1b (30%) Up to 5,256m2 B1c/B2 (10%) Up to 1,752m2 D1 Up to 2,700m2

Heritage Core (Change of Use) *2 Total 17,705 m2

- Retail A1 Up to 2,500 m2- Hotel (max 100 bed) C1 3,655 m2- Assembly and Leisure D2 Up to 2,500 m2- Financial and professional services A2 Up to 2,500 m2- Food and Drink A3, A4 & A5 Up to 2,500 m2- Higher Education D1 1,000 m2- Health Centre D1 750 m2- Community D1 500 m2- Craft Workshops Sui generis / B1 800 m2- Markets Sui generis 1,000 m2

* Total Commercial / Employment / D1 combined to not exceed 17,520m2*2 Heritage Core area includes existing B1 Office Space at Rivington House which is excluded from the above figures.


6.3.5 The development of layouts for this area of the site will be taken forward through detailed design and condition controlled by Bolton Council. In advance of this, the 2012 Options Appraisal document has identified a range of uses considered appropriate within the Heritage Core. These include:

Retail

Hotel (max 100 bed)

Assembly and Leisure

Financial and professional services

Food and Drink

Higher Education

Health Centre

Community

Craft Workshops

Markets

6.3 Mixed use Heritage Core

6.3.1 The mixed use Heritage Core is a focal point for the development with a primary entrance off Chorley New Road, and the retention of a number of existing buildings around a new civic public space. The Heritage Core is an area of 3.36 hectares that comprises of four existing buildings and can accomodate sites for new buildings and extensive areas of public realm.

6.3.2 The Heritage Core is located in the centre of the site and would be surrounded by residential development on three sides. It is defined by a primary entrance into the development at Rivington House in the east, and is bounded by the existing Loco Works buildings in the south-west and south-east. Details of these buildings are provided in Chapter 7.

6.3.3 Development within the Heritage Core will consist of a range of employment and community uses, integrated within the existing fabric of the former loco works buildings.

6.3.4 The location of commercial uses at the heart of the site will enhance the sustainable community aspirations of the development, creating a vibrant core. The development in this area will need to respond in a sensitive way to the existing buildings, creating a framework of streets and public spaces that integrate with the adjacent residential areas.


6.2.4 In turn this range of densities and character areas will result in a variety of building types with larger 3, 4 and 5 bedroom family houses provided in the lower density areas of the site, and smaller 2, 3 and 4 bedroom houses provided in the higher density areas on the former built up loco works area.

6.2.5 The interaction of residential areas with the open space, green infrastructure and movement network, is a key consideration. Where appropriate, residential areas will overlook open space, to create high value amenity spaces with a high degree of passive surveillance over recreation spaces, movement corridors and ecological zones.


6.4 Employment

6.4.1 The area of the site designed for employment and permission is also sought for a limited amount of D1 floorspace of up to 2,700sqm. This area is located to the south of the development and comprises 4.16 hectares of land. It is accessed to the south from Aspinall Way and to the north from within the residential development of the former Loco Works site. There are also two small parcels of employment land adjacent to Rivington House but outside the Heritage Core. These comprise 0.22 hectares in total.

6.4.2 The main area of employment land is bounded to the north-west by a substantial ecological buffer to the Red Moss SSSI and to the east by the Middlebrook development. To the north, the land is bounded by existing woodland and to the south by the Middle Brook stream corridor and wetland.

6.4.3 The employment land will comprise a range of employment and D1 uses that will include:

General offices

Research and development facilities

High technology industries

Light and general industrial uses

Private Clinic

Creche

Healthcare

6.4.4 The layout of development along the road corridor from Aspinall Way will be an important consideration in defining the entrance into the development from the south, and creating a suitable interface with the open space and residential land to the north. As set out in the Mixed Use Heritage Core above, the development of detailed layouts for this area will taken forward at reserved matters stage.

6.5 Open Space

6.5.1 The site contains an extensive 20.4 hectare area of proposed open space providing a valuable amenity and open space asset for the development. The majority of open space is located in a band running from north west to south east between the former loco works site and the Red Moss SSSI. The land will largely comprise a matrix of open meadow and amenity grasslands, scrub woodland, water courses, wetlands and waterbodies.

6.5.2 In addition, a network of linked routes and spaces is proposed throughout the developed areas of the site, providing pedestrian and cycle connections between the town centre and the open space to west.

6.5.3 Neighbourhood and local parks, including equipped play areas, will be provided in each of the main housing areas, with a formal, civic, public square created within the Mixed Use Heritage Core.



Overview

The following chapters set out further detail for each of the character areas within Rivington Chase with each character area following the masterplan principles set out in chapters 5 and 6 of this document.

The drawing opposite provides an overview of the character areas in the context of the overall development site. Each chapter provides information on the context, design principles and character of the area, in relation to the land use associated with it.

Character Areas - Overview

7.0 Heritage Core and Chorley New Road Character AreaRivington Chase Design and Access Statement


7.0 Heritage Core and Chorley New Road Character Area

7.1 Location and context

7.1.1 The Heritage Core and the Chorley New Road area comprise 15 hectares of land within the Horwich Loco Works Conservation Area boundary (marked on the adjacent plan).

7.1.2 The access road past Rivington House defines the Heritage Core boundary in the north and west. The South West boundary is defined by building 10a whilst to the South East the area is defined by building 6.

7.1.3 The wider residential area is defined by the existing terraced streets to the east boundary, the edge of the conservation area in the west and the site boundary with Middlebrook in the south.

7.1.4 A number of key characteristics are evident on the existing site that have informed the scale, layout and form of development within the area. These can be summarised as follows:

The linearity and scale of the site and the existing buildings

Historic access routes into the site, and the layout of the former rail lines and works infrastructure.

The materials and character of the existing buildings

Horwich Loco Works Plan from 1908 showing the conservation area boundary

Conservation area boundary

Heritage Core

Building 6

Building 10a

Rivington House Entrance (inc. war memorial)


7.3 Access + Historic Routes

7.3.1 The layout and distribution of access routes within the former loco works can have an influence on the design of the new development.

Evoking the arrangement of the former rail sidings will add to the character of the development and reinforce the linear nature of the site.

The historic entrances will be redefined either as primary vehicular entrances such as at Rivington House, or as a Heritage Link pedestrian / cycleway entrance at Gooch Street.

The Heritage Core buildings will be reinforced with areas of new build such as residential development, and the creation of a new civic public space designed to reflect the character and heritage of the sites industrial past.

7.2 Scale + Linearity

7.2.1 The layout of the former loco works, and especially the linear characteristics of the buildings within it, have had an influence on the form of the new development within this area.

Strong road / public space corridors can be designed to reflect the linear quality created by the existing buildings.

Surface water attenuation infrastructure will add scale to the development, reflecting the length and continuity of the existing loco buildings.

The retention of the Heritage Core buildings will provide an important foundation for the heritage character and the surrounding urban grain.

A higher density mix of development will define the character of the streets within the Heritage Core, and within the Chorley New Road Area.

7.4 Materials + Heritage

7.4.1 The palette of materials used within the area will be important in defining the character and reinforcing the wider urban design principles put forward in this document.

The materials and detailing will reflect the features seen in the existing loco works buildings.

Where appropriate street frontages can be designed to reflect the scale of the existing buildings and spaces.

7.4.2 Additional heritage elements within the site, including the war memorial (a listed monument), will be integrated within the development with their settings enhanced alongside potential interpretation material.



7.5 SPD Design Principles

7.5.1 The SPD sets out a number of masterplan principles that provide a framework for the approach to design within the Heritage Core area of the development. These principles were set out and have been developed as follows:

Development design should include the use of vernacular materials. Examples may include the use of red bricks, slate roofs and traditional fenestration details.

Development of the Heritage character area should reflect the historic layout of the grid or linear character of the former loco works buildings.

The architectural style of all new buildings should be of a high standard which reflect the character of the locality.

Development design should minimise opportunities for crime and anti-social behaviour

7.5.2 In response to these principles and their further development, a number of key design components form the basis of the character area and they include:

The Heritage Core

Access and routes

Chorley New Road Area

7.5.3 The following paragraphs set out the approach to the design of each of these components adding further detail to the principles described above, and informing the overall character of this part of the development.

Heritage Core

Building 6

Building 10a

Heritage Link Central RouteRivington House Entrance (inc. war memorial)



7.6 The Heritage Core

7.6.1 The Heritage Core forms a significant component of the overall development. It sets the foundations for the interpretation of the sites industrial past, and sets the scene for a new mixed use commercial and community core to the development.

The design and layout of the Heritage Core will enhance the development, with additional buildings that reflect the scale and mass of the previous industrial structures.

A new civic public space will form the focal point of the Heritage Core, providing a vibrant mix of uses that will be influenced by the future occupants of the surrounding buildings.

The design and materials palette of both the public realm and new buildings will be influenced by the historic character of the site, and by the historic materials and components that once occupied the space.

7.7 Access and Routes

7.7.1 A hierarchy of routes has been designed to take influence from the former loco works site through its relationship to existing buildings and through its overall form and scale. These routes can be described as follows:

Rivington House entrance - One of the primary entrances into the development will be the historic loco works entrance retaining the traditional link with the town of Horwich

Central Route - A new north west - south east access route will provide a major corridor through the development. The scale and form of the street will evoke the linear quality of the existing loco works.

Heritage Link - A new pedestrian / cycle link will connect into Gooch Street which is the location of a historic site access into the works. The link route will provide residential access within the site and links into the Heritage Core and open space to the south.

Secondary and tertiary residential streets that form the core of the smaller scale residential neighbourhoods connecting larger access routes with areas of open space.

7.8 Chorley New Road Area

7.8.1 The urban grain and layout of the Chorley New Road residential area will be influenced by the scale and form of the former loco works site. The density of development will be higher in this area.

There will be active street frontages, uniform elevations and where appropriate, lengths of townhouses within the Heritage Core reflecting the linear form and scale of the adjacent existing buildings.

The palette of materials used will be reflective of the local area and of the historic materials used within the existing buildings.

Layout, scale and massing, particularly in areas of the site closest to the Heritage Core, will reflect its character with a grid layout, linear forms and simple,uncluttered architectural treatment.



Existing Building 10A

Erecting Shop

Existing Building 6a & 6b

Existing Building 2

Stores

Potential new development plot within Heritage core

Potential new development plot within Heritage core

Public realm materials to the Central Route carriageway as it passes through Heritage Core

Shared surface access to adjacent residential unit

Landscape homezone provides set back for

adjacent lower density residential housing

Townhouses provide formal frontage adjacent to entrance core to Erecting

Shop

Townhouses provide formal frontage to central route

Pubic square (potential to incorporate parking

depending upon uses of existing/proposed buildings)

Indicative residential layout

Rivington House

Private parking area for Rivington House / Stores

Residential townhoues with direct frontage parking court at rear

Heritage Core, indicative sketch plan.



7.10 Potential Uses

7.10.1 The findings of the Heritage Building Options Appraisal (included as part of the planning application) indicated the following uses may be attracted to locate within the Heritage Core. In broad terms these are: -

Community/arts/cultural/leisure uses

Commercial studio/offices/workshops/retail/catering uses

Bespoke office, training, education and conference uses.

7.10.2 The SPD also clarifies which uses are acceptable in this area.

7.10.3 At this early stage it will be important to maintain a high degree of flexibility in considering precise uses of both existing and proposed buildings. Hence a Change of Use is sought for the retained buildings with a range of suitable uses.

7.11 Elevation Treatments & Interventions

7.11.1 The existing buildings have a reasonable potential for reuse. From a design perspective, the large open internal spaces allow flexibility for subdivision. There are also many examples of how the external fabric can be modernised whilst still maintaining the scale and presence of the building. The introduction of glazed entrances, cladding and industrial detailing can revitalise the buildings whilst retaining their monolithic quality.

7.11.2 There may also be potential to remove sections of the roof to create open or semi enclosed internal spaces which can act as cores to assist in internally subdividing the buildings.

7.11.3 New buildings within the core should be designed sympathetically and could maintain principals of rhythmic repetition of elevations and pitched gable ends.

Indicative proposed elevation along Rivington House access routeExisting elevation along Rivington House access route

Potential uses and interpretation of the former works buildings

7.9 Heritage Core overview

7.9.1 The Heritage Core forms a distinct component of Rivington Chase and sets the scene for a new mixed use core at the heart of the development.

7.9.2 The indicative sketch plan opposite provides some insight into the potential layout and character of the buildings and public open spaces within the Heritage Core.

7.9.3 It is essential that the potential uses are viable and sustainable complementing not only the adjacent housing but the wider regeneration of the site including new employment development.

7.9.4 The following pages provide further details of the Heritage Core, its potential uses, treatment of existing buildings, the character of the public realm and the adjacent residential development that will be created alongside it.



7.12 Public Realm

7.12.1 The new public square and associated public realm should form the focal point for the Heritage Core providing an open, flexible series of public spaces that interpret the history and character of the Rivington Chase site. Key characteristics could include:

A combination of high quality surfaced streets and shared surface zones aimed to slow traffic through the heritage core creating a pedestrian priority zone.

Flexible forecourts to the existing buildings with shared footpath/parking and vehicular activity will increase flexibility of the existing buildings, allowing new entrances to be created within the existing elevations.

There is also the potential to incorporate key historic elements such as crane gantries or supporting pillars into the public realm

areas.

Public Square

Integrated public realm within street corridors

Flexible civic spaces and public realm

Distinctive streetscapes

Heritage Core key plan



7.12.2 Depending upon potential users, the public realm within the Heritage Core has the potential to incorporate contemporary design features contrasting dramatically with the existing brick facades and industrial steel structures.

7.12.3 Pocket parks and squares could be incorporated between buildings or slices taken out of the existing buildings to create open / semi enclosed access cores.

7.12.4 These could also have the potential to create high quality settings for key historic elements such as the War Memorial, crane gantries or supporting pillars.

7.13 Residential Development

7.13.1 Residential development in the immediate environs of the Heritage Core is to have a uniformity of elevation more dense residential designs with active frontages. Blocks could feature gable ends at key corners and be urban in character. Heights may reduce as the residential areas extend away from the core.

7.13.2 The distinctive characteristics, architectural rhythm, proportions of windows and doors, and material of the existing loco works buildings, will help inform the style and layout of the residential development.

7.13.3 On street parking will be provided to create active street frontages alongside further areas of shared surface parking to the rear of public routes and spaces.

Civic and park spaces within the built development Architecture used to reflect the heritage of the site Existing buildings influencing the architectural form

7.13.1 The following pages provide details for each of the existing buildings proposed to be retained within the Heritage Core.

7.13.2 The text and diagrams provide detailed information on potential uses, and the design approach to conversion and sub-division, that will be required in relation to the large scale industrial spaces that currently exist.



7.14 Former Stores Building (Building 2)

7.14.1 The building is in a high profile location at the main entrance to the site and adjacent to the commercial and community hub of the proposed masterplan. Together with Rivington House it forms a unified composition, and the two buildings played an important role in the former operation of the Works.

7.14.2 If possible, the original form and layout of the building should be retained.

7.14.3 Historically there have been three goods entrances which served the narrow gauge railway, one at each end of the south-west facade, the other towards the right hand end of the south-east facade. There was also a primary goods entry beneath the water tower situated at the end of Rivington House.

7.14.4 Below are some examples of potential elevation treatments to enable new openings to be formed to aid the internal subdivision of the space.

Existing side elevation is 60m long and is modulated following the internal 8.2m structural grid. High cill heights to ground floor windows

inhibit internal / external interaction.

Potential new openings formed below existing window locations to allow increased permeability

and internal subdivision.

Cills to ground floor windows lowered to allow greater interaction with internal uses, coupled with new openings allow will allow greater flexibility of

internal spaces.

New highly permeable openings formed within existing modular elevation with generous openings

creating a link to the central atrium space from which internal spaces could be accessed.

Former Stores building key plan and sketch section

Building 2



7.15 Former Millwrights Shop (Building 6a)

7.15.1 Building 6a faces onto the proposed public square forming part of the central core and therefore may attract commercial and community uses.

7.15.2 The building has a internal area of approximately 1,450m2

7.15.3 If a single user took ownership of the entire building it would be possible to avoid significant changes to the two long external elevations, with main access being form the gable ends.

7.15.4 It is likely that multiple uses would require new access points, below are some examples of potential elevation treatments:

Existing side elevation is 45m long (building 6a only) and is modulated following the internal 5.5m

structural grid. High cill heights to ground floor windows inhibit internal / external interaction.

Potential new openings formed below existing window locations to allow increased permeability and internal subdivision. Spandrel panels required

to windows if internal mezzanine is installed.

Cills to ground floor windows lowered to allow greater interaction with internal uses, coupled with new openings allow will allow greater flexibility of

internal spaces.

New highly permeable openings formed within existing modular elevation to form new side

entrances, allowing potential internal subdivision of spaces.

Former Millwrights Shop key plan and sketch sections

Building 6a



7.16 Former Pattern Makers Shop (Building 6b)

7.16.1 Building 6b is physically adjoined to building 6a, however both external elevation and internal spaces differ and the buildings are internally subdivided. Unlike building 6a, 6b will be surrounded on three sides by new housing and therefore, uses need to be more compatible with the adjacent residential streets.

7.16.2 The building has an internal area of approximately 1,600m2 at ground floor and 1,350m at first floor.

7.16.3 Again large single users would be preferable, however, as the building has an existing mezzanine a number of smaller, enclosed spaces could be inserted to form pods around a central communal space.

7.16.4 On this basis the external elevational alternations may be relatively minor. Below are some examples of potential elevation treatments:

Existing side elevation is 50m long (building 6b only) and has irregular bays in contrast to the standardised bays elsewhere. High cill heights

to ground floor windows inhibit internal / external interaction.

Potential new openings formed below existing window locations to allow increased permeability.

Cills to ground floor windows lowered to allow greater interaction with internal uses, coupled with new openings allow will allow greater permeability.

New highly permeable openings formed within existing modular elevation creating a link to the central atrium space from which internal spaces

could be accessed.

Former Pattern Makers Shop key plan and sketch sections

Building 6b



7.17 Northern Section of Former Erecting Shop (Building 10)

7.17.1 Internally a 5m wide central aisle runs between columns with symmetrical, 15m wide workshops to either side. Apart from a small number of service doors, main access is from the gable ends. New openings are therefore required to allow for flexible internal subdivision. The adjacent sketch plan illustrates potential new openings that will provide access to the heart of the building creating strong links to the public square and adjacent development.

7.17.2 The creation of internal cores with either open or glazed roof creates permeability and allows the building to become dual aspect to the housing beyond. Below are some examples of potential elevation treatments to enable new openings to be formed to aid internal subdivision.

Existing side elevation is 163m long and is modulated following the internal 4.4m structural grid. High cill heights to ground floor windows

inhibit internal / external interaction.

Potential new openings formed below existing window locations to allow increased permeability and internal subdivision. Spandrel panels required

to windows if internal mezzanine is installed.

Single bay main access formed to central core could allow large users to maintain individual front

doors. Spandrel panels required to windows if internal mezzanine is installed.

Double bay main access formed creating link to internal central atrium space and exposing internal

steel structure.

Building 10



7.18 Access and routes

7.18.1 Over the following pages the key access points and routes within the character area will be described in detail. These include the primary movement corridors of the proposed north-west, south-east Central Route, the Heritage Link that connects Gooch Street to the strategic open space and the development of the existing access past Rivington House.

7.19 Central Route

7.19.1 A new north west - south east access route will provide a major corridor through the Rivington Chase development. The scale and form of the street will evoke the linear quality of the existing loco works site with residential development accessed directly off the road, a linear attenuation feature, open space and avenue tree planting.

7.19.2 There will be active frontages with direct access to the street and alignment of the development to reflect the linear form and scale of the former works.

7.19.3 The palette of materials used will be reflective of the local area and of the materials used within the existing buildings.

7.19.4 Further details of the road corridor design and its relationship to the wider infrastructure network are provided in the chapter 11

of this document.

Green Corridor with SUDs Attenuation

Pedestrian frontage to resiential development

Residential development with frontage to the green corridor -

parking courts at rear

Residential development with

active frontage

Private driveways Pedestrian Links potentially continue to the open space

beyond

Pedestrian Links

Central Route key plan



7.19.5 The central route aims to act as a point of reference for navigation within the site, its linear form reflects the works linear layout and not only provides a vehicular road but also a green corridor featuring a SUDs attenuation feature.

7.19.6 The section below illustrates the scale of the street with residential development providing direct access onto the central route.

7.19.7 The corridor is defined by a linear edge to the SUDs attenuation feature and by a front wall or hedge to the plot boundary.

7.19.8 The street is further defined by avenue tree planting running along the road corridor.

Typical section through Central Route

Large scale water bodies emphasise the linearity of the development



7.20 Heritage Link

7.20.1 Historically this route existed as a main pedestrian thoroughfare for workers to access between the works and the dining room, cafe, cottage hospital and Chorley New Road.

7.20.2 This link will be re-established as a pedestrian and cycle connection to connect the proposed development with Gooch Street and Chorley New road beyond.

7.20.3 Within the development the link will widen into a green corridor defining the edge of the heritage core to the South East whilst providing a perpendicular route across the site linking with the strategic open space beyond.

Existing Building 6B

Shared Surface homezone within Heritage core

Parking zones

Residential development with direct frontage to green corridor

Residential development with active frontage to central route

Residential development with direct access to the street frontage

Private Driveways

Tree Planting within plots

Green Corridor with tree planting

Forecourt to existing building

Gooch Street

Existing Terraced Houses

Former Loco Works Dining Rooms (not part of this development)

Proposed Pedestrian/cycle link formed accross Thirlmere Aqueduct

Central Route



7.20.4 The built form facing this corridor will have a frontage reflective of the height and the scale of the existing buildings both within the Heritage Core and the adjacent terraced streets.

7.20.5 The section above illustrates the character of the street with direct access to the residential development and a substantial linear space linking the site entrance to the development.

7.20.6 The open space shown within the streetscape will be multifunctional providing access, a linear park for residents and areas of on street car parking.

7.20.7 The housing on the opposite side of the street will incorporate walls or hedges to define their boundaries and entrances.



7.21 Rivington House Entrance

7.21.1 The Rivington House entrance was the traditional entrance into the Loco Works from Horwich town centre. The significance of this will be retained with a modified route becoming the main entrance into the new development containing provision for vehicular, pedestrian and cycle users.

7.21.2 The key characteristics created by this entrance:

Define the character and setting of the new development

Enhance the setting of the war memorial and frontage to Chorley New Road.

7.21.3 Further details of the entrance route design and its relationship to the wider infrastructure network are provided in chapter 11 of this document.

Rivington House

Boulevard tree planting

Proposed reconfigured junction to Chorley New Road

Water Tower

Stores Building

Proposed New Building within Heritage Core

Shared surface zone

Proposed New Building within Heritage Core

Central Route

Building 10 Erecting Shop

Residential development

with active street frontage

Private driveways

War Memorial

SECTION LINE

The character and form of Rivington House

Indicative sketch of the Rivington House Entrance



7.22 Phasing options of residential development adjacent to Heritage Core - Rivington House Entrance

7.22.1 During the early phases of development there is an option that some existing industrial businesses are intended to remain in operation within the former loco sheds.

7.22.2 On this basis consideration has been given to the future phasing of the residential development adjacent the Heritage Core.

7.23 Phased Development

The existing industrial users remain in operation within the former loco sheds.

New housing is constructed within the early phase of development

Working zone / access roadway to existing building gables is reduced to 21.5m

Sacrificial plot depth is formed between new development and existing uses.

20m landscape buffer zone created on sacrificial plot depth including acoustic fencing/screen mounding as necessary

Early Phases - existing industry retained

Later Phases

7.24 Later Phases

The existing industrial uses relocate. The later phases of the site are remediated and buildings removed. Heritage Core buildings retained.

Sacrificial landscape buffer zone removed

A new roadway corridor is formed connecting Rivington House entrance with the Heritage Core and development site beyond.

Residential development occupies the former sacrificial landscape buffer.



7.25 Chorley New Road Area

7.25.1 The information shown over the following pages is intended to provide guidance on future reserved matters applications on the residential development within the Conservation Area.

7.25.2 The layout, scale and massing will be designed to reflect the traditional character of the Former Loco Works, with a grid layout of streets, linear forms and simple uncluttered architectural treatment. Pastiche and superficial imitation should be avoided.

7.25.3 Proposed elevation treatments will follow a robust and disciplined approach. In particular, the proportions, fenestration, materials and detailing close to the Heritage Core will aim to reflect the sites heritage, albeit on a reduced scale compared with the original buildings. Within these general principles a range of stylistic approaches is appropriate, from contemporary to traditional.

7.25.4 Residential development will be relatively high density within the area of the site close to Chorley New Road. The higher density could also be appropriate for apartments and particular needs such as a care homes and assisted living, where heights of up to four storeys might be appropriate. Elsewhere, two and three storeys are appropriate.

7.25.5 The development layout will provide good permeability along the north-eastern boundary, creating pedestrian and cycleway links to the existing terraced housing off Chorley New Road. The Thirlmere Aqueduct runs close to this boundary and will have a significant impact on the layout of new development.

7.25.6 The following pages describe a hierarchy of street types that will inform the layout of the Chorley New Road Residential area and help interpret the character of the Former Loco Works once the existing buildings have been demolished.

Streets interpreting the character of the former works

Street corners emphasising the linearity of streets

Chorley New Road residential area within the conservation boundary



7.26 Primary Streets - Central Route

7.26.1 As described earlier in this chapter, the scale and form of the Central Route corridor is a key element of the development that interprets the linearity and character of the former works. This route is hierarchically the primary street type that links the character of the Heritage Core with the rest of the Chorley New Road Residential Area.

7.26.2 The interpretation of the former works character is defined on the street by the following key elements:

Formal tree planting that replicates the repetition of the former works buildings with an avenue of trees planted along the length of the route.

Rectilinear attenuation structure that reinforces the linear character of the street whilst providing a major drainage function for the development.

Linear open space created to allow the public to occupy the street

A uniformity of architecture and plot boundaries that will strengthen the character of the street and relate to the character and materials of the former works buildings. Corners and gable ends should be designed with dual aspect and strong frontages facing the street.

Public space and attenuation

Uniform materials and boundaries

Formal avenue tree planting

Strong linear form with public realm access

Typical sketch plan of the primary central street



7.27 Secondary residential streets

7.27.1 The secondary streets within the Chorley New Road area will continue the design approach of the Central Route but at a smaller scale.

7.27.2 The street layouts should be straight in nature with right angle junctions reinforcing the grid layout of the former works. The use of strong, uniform boundaries to residential plots together with a uniformity of materials within the streets will further reinforce the character of the residential area. The key elements within the secondary streets will be as follows:

Formal frontage proposed to key corridors and corners with dual aspect frontages and a range of street facing garden spaces. Uniformity of elevation and material treatment along street frontages. Semi-detached / detached residential development.

Private off street parking and some shared surface parking with boundary treatments consistent with a uniform use of materials.

Reduced radius corners to emphasis the grid layout of the development and shared surface crossing points at the intersection of streets to reduced traffic speeds and reinforce the public realm.

Shared surface crossings

Uniform boundariesFeature gable corners

Formal, uniform boundary treatments

Typical sketch plan of a secondary street



7.28 Tertiary residential streets

7.28.1 A range of smaller scale, tertiary streets will form the finer grain of the area. The character of these streets will reflect the previously established design approach of the larger streets, but on a smaller scale incorporating home zones and pedestrian priority routes. The street corridors will follow predominantly straight lines with areas of direct frontage development and strong plot boundaries that will emphasis the grid character of the area. The key elements within the tertiary streets will be as follows:

There should be a uniformity of elevations along street frontages with a range of terrace, semi-detached and detached units.

Buildings to feature gable ends at key corners.

Shared surface road and pedestrian corridors should be used to reinforce the scale of the street. Shared surface parking within designated areas of the streets and spaces.

Strong boundary treatments to individual plots should be used to create a unified street frontage.

Parking courts with formal frontages.

Uniform boundaries

Shared surfacing

Range of house types

Shared surface routes and uniform materials

Typical sketch plan of a tertiary street


8.0 Northern Development AreaRivington Chase Design and Access Statement


8.1 Location and context

8.1.1 The housing parcel within the area shown on the adjacent diagram comprises 18.65 ha of land that slopes from the former Loco Works plateau in the north east to the confluence of Nellies Clough and Pearl Brook in the west. The northern boundary to the area bounds Pearl Brook, existing residential areas and St Catherines Church of England primary school. To the south the land overlooks the proposed strategic open space for the development and the Red Moss SSSI.

8.1.2 Within this area the approach to character, layout and scale of development responds to the varying constraints and opportunities that have been created by the historic use of the land and by its geographical context.

8.0 Northern Development Area

Location Plan in the context of the wider development


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