DOCSLIB.ORG

Link Road Faqs

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Link Road Faqs DARLINGTON NORTHERN LINK ROAD FAQS A list of potential Frequently Asked Questions associated with the scheme is provided below. Why is the Darlington Northern Link Road (DNLR) needed? Due to the lack of north facing slip roads at Junction 57 of the A1(M), the local roads ,A167 and A1150, are used by traffic travelling from the A66 to/from the north via the A1(M) and are the signed routes. These local roads, with traffic calming features and pedestrian refuges, are not suitable for high levels of traffic, which includes significant numbers of heavy goods vehicles (HGVs). The use of the A167 and A1150 by strategic traffic causes stress on the local road network in Darlington, negatively impacts residents along these routes and is considered a constraint on development across the Tees Valley. Current issues: ■ Local roads are unsuitable for the high levels of traffic and high volumes of HGVs ■ Traffic flows on the A167/A1150 have higher proportion of HGVs than the A66 south of Darlington. Based on 2016 data there were 7.1% HGVs on the A167/A1150 compared to 4.8% HGVs on A66 south. That is approximately 1.500 HGVs per day on the A167/A1150. ■ High volume of traffic on local roads A167/A1150 negatively impacts residents on these routes. ■ The high levels of traffic using the A167/A1150 creates safety issues with pedestrians; with schools and local amenities in the vicinity. ■ Traffic congestion leads to unreliable journey times. ■ Delays in peaks periods set to increase if nothing done. By 2043, peak period delay will double. What is the Darlington Northern Link Road? The Darlington Northern Link Road (DNLR) is a proposed new road between the A66/A1150 Little Burdon junction and A1(M) Junction 59. It will link the Tees Valley with the A1(M) and beyond. We propose a single carriageway road starting from an enlarged, signalised, roundabout at Little Burdon and extending north approximately 7.5km, passing to the north east of Barmpton and Brafferton, before forming a new junction arrangement with the A1(M) Junction 59. The route is based on the ‘Route A’ preferred option announced in 2017 but has been revised in several locations in response to feedback from the public and due to technical considerations. In 2017 a direct connection into A1 (M) Junction 59 was shown. This has now been discounted following outputs from the latest traffic modelling which showed that the traffic levels in the future will create congestion resulting in safety issues on the A1. There are now 3 options being considered for the northern connection. All 3 options have the same proposed single carriageway alignment, developed from Route A, starting from Little Burdon and extending north before forming a new junction arrangement with the A1(M) Junction 59. Detail of the route can be viewed in the online exhibition room. What are the benefits of the Darlington Northern Link Road? ■ Improve the environment for residents along the A167/A1150 as a result of the reduced traffic volumes ■ Improve safety on the local road network ■ Improve journey time reliability ■ Reduced traffic levels and number of HGV on the A167/A1150 ■ Improve journey times for those using the new Darlington Northern Link Road and the existing A1150/A167 ■ Improve the resilience of the road network and reduce the impact of events such as roadworks and road traffic accidents ■ Provide an alternative route for all traffic and HGVs rather than using the locals roads through Darlington to join the A1(M) ■ Connect Tees Valley to the A1(M) and beyond. This will support economic growth for the region by improving access to Teesport and Teesside International Airport together with making the Tees Valley more attractive to investors and visitors. ■ Darlington Northern Link Road will provide strategic road infrastructure to support economic growth and job creation for our area. What is the journey time saving? The 3 options will provide around 130,000 to 250,000 hours of delay saved per year. The assessment work is ongoing and will conclude early 2021. Is the new link road to facilitate house building in Darlington? Darlington Borough Council are in the process of developing their Local Plan 2016-2036 that includes identifying strategic development locations as part of their growth agenda to deliver in the order of 10,000 dwellings and 6,000 new jobs. The Darlington Local Plan housing development sites require to be able to be developed if the Darlington Northern Link Road is not built. Why is a new link road being considered instead of changes to the existing A689 or A66 road network? We have been developing and refining our plans since work started on the Darlington Northern Link Road scheme in 2015. This considered high level options on the A66 corridor and the A689. In 2015/2016 a A689/A66 East West Study was commissioned by Highways England with Tees Valley Combined Authority to identify opportunities to improve links between the Tees Valley and the wider road network. Seven locations were identified along the two road corridors (A66 and A689). The A66 was considered the most beneficial corridor; in terms of improving links to and between Tees Valley and the wider road network. Further work funded by Tees Valley Combined Authority confirmed Darlington Northern Link Road should be progressed ahead of improvements to the existing A66. The keys reasons for not progressing with changing the existing A66 were: ■ The A1150/A167 would still be the more desirable route between the A1(M) North and Tees Valley. ■ The existing A66 Darlington Bypass would require significant changes from the existing single carriageway and existing junction arrangements. Why are there not changes being made to the existing A1(M) Junction 57 rather than a new link road? A series of studies have been undertaken to develop options for East–West road improvements across the region and an option to improve connections at A1(M) Junction 57 was considered. The work undertaken identified that there were several reasons why changes at Junction 57 has not been progressed further: ■ The introduction of north facing slips is very technically challenging and would not be practical as the A66 (M) would also require considerable alteration which would be uneconomic. ■ The existing A66 Darlington Bypass would require significant improvement from the existing single carriageway and existing junction arrangements. ■ The A1150/A167 would still be the more desirable route between the A1(M) North and Tees Valley. Why is a new link road being considered rather than changes to an existing local road network? Existing local roads (A167A1150) speed limits are 40 - 30mph with pedestrian crossing points and are lined with existing residential properties. Any proposals to increase traffic on those roads would have a negative impact to those residents in terms of noise, air quality and safe crossing points. The Darlington Northern Link Road is proposed in order to reduce traffic and the number of HGVs currently using these local roads. The new road would have a 60mph speed limit between the northern connection and Little Burdon junction which would reduce journey times. This new Darlington Northern Link Road would be more attractive to traffic travelling to/from Teesport and the Tees Valley region than local 30mph roads with school crossing points and additional junctions. Is Route A from the 2017 Public Information Event still the preferred option? Darlington Northern Link Road remains a scheme in its early stages of concept development. Two alignments were developed in 2017 and named Route A & Route B for the purposes of the public information events. Work undertaken led to TVCA identifying Route A being the preferable route in a report to TVCA Cabinet on 21st December 2017. Links to the TVCA Cabinet papers are provided below. https://teesvalley-ca.gov.uk/wp-content/uploads/2017/12/11Annex-one-Ringroads-2.pdf https://teesvalley-ca.gov.uk/wp-content/uploads/2017/12/10Transport-report.pdf There has been further work undertaken since 2018 to develop an alternative version of Route A. This current phase of work to develop a business case is revisiting technical aspects of the design including the environmental assessment. Will the previously identified Route B option be considered further? No. Route A was confirmed as the preferred route in December 2017. Subsequent work undertaken has led to the development Route A with 3 alternative northern connection options. What is the current preferred option? This stage of work will conclude with the submission of an Outline Business Case to Government in early 2021. Route A was confirmed as the preferred route in December 2017 and subsequent work undertaken has led to the development Route A with 3 alternative northern connection options. This current phase of work to develop a business case is revisiting technical aspects of the design including the environmental assessment. Please see the link to our website outlining the latest information on the proposed scheme www.teesvalley-ca.gov.uk/consultations We made comments on the previous Route A, have any changes been made in developing the new options? Route A was confirmed as the preferred route in December 2017. Subsequent work undertaken has led to the development Route A with 3 alternative northern connection options. Changes to the proposal include reducing the scheme from dual carriageway to single carriageway, moving the alignment further from away from the village of Brafferton and changing the connection into A1(M) Junction 59. This current phase of work to develop a business case is revisiting technical aspects of the design including environmental assessment. Why has the connection into Junction 59 changed? In 2017 a direct connection into A1 (M) Junction 59 was shown.
Load more

Recommended publications
  • Two Residential and Commercial Premises for Sale Sandale, Coupland Beck, Appleby-In-Westmorland, Cumbria CA16 6LN
    Two Residential and Commercial Premises For Sale Sandale, Coupland Beck, Appleby-in-Westmorland, Cumbria CA16 6LN A unique opportunity to purchase a live/work development situated in a prominent position on the A66 and benefitting from two residential dwellings, substantial commercial/retail property, associated garages, landscaped garden and attractive rear outlook. Price - £695,000 Ref: CW1148 rural | forestry | environmental | commercial | residential | architectural & project management | valuation | investment | management | dispute resolution | renewable energy Two Residential and Commercial Premises For Sale Sandale, Coupland Beck, Appleby-in-Westmorland, Cumbria CA16 6LN A rare opportunity to purchase two residential properties with adjacent Sandale Sandale provides the main two storey family house with rendered and pebble commercial/retail premises ideally situated on busy A66 trunk road. dashed elevations incorporating UPVC framed double glazed windows and a multi pitched slate roof. The property has a central front porch entrance and a side entrance via a covered seating and storage area. The development provides a five bedroom family home, three bedroom The ground floor porch leads to the entrance hall (3.96m x 1.96m) which in turn provides access to sitting room/dining room, kitchen/living room, music room and interconnected house and detached retail warehouse and workshops, the utility. approximately 14 miles south of the thriving market town of Penrith and with The sitting room and dining room (3.96m x 4.98m and 3.53m x 3.50) are interconnected and provide a generous welcoming space with carpeted floors, a direct access to the A66 eastbound. Attractive on-site living accommodation central traditional multi-fuel stove on a marble hearth, windows with front, side is afforded within the five bedroom house with private rear gardens, good and rear aspects and a door leads to the kitchen/living room.
    [Show full text]
  • Penrith – Middle Eden Valley Drive
    Penrith - Middle Eden Valley drive A drive around Penrith and the unspoilt Eden Valley that features a number of historic buildings and prehistoric monuments. The scenic and gently undulating route also leads through some lovely old sandstone built villages, typical of this area. Brougham Castle & River Eamont Route Map Summary of main attractions on route (click on name for detail) Distance Attraction Car Park Coordinates 0 miles Penrith N 54.66496, W 2.75523 2.2 miles Rheged Visitor Centre N 54.64782, W 2.78089 4.1 miles Dalemain House & Gardens N 54.63466, W 2.80809 6.4 miles Dacre Village N 54.63187, W 2.83961 10.4 miles Greystoke Village N 54.66991, W 2.86841 14.8 miles Hutton-In-The-Forest N 54.71708, W 2.83822 22.1 miles Eden Bridge picnic site N 54.75544, W 2.70107 25.3 miles St Michael's Church N 54.73828, W 2.66210 26.2 miles Little Meg Stone Circle N 54.73102, W 2.65655 27.2 miles Long Meg Stone Circle N 54.72735, W 2.66714 28.4 miles Little Salkeld Watermill N 54.71680, W 2.67440 35.8 miles Acorn Bank N 54.64710, W 2.60235 41.2 miles Brougham Castle N 54.65446, W 2.71662 42.2 miles Brougham Hall N 54.64831, W 2.73221 42.6 miles King Arthur's Round Table N 54.64810, W 2.73927 43.0 miles Mayburgh Henge N 54.64722, W 2.74519 45.0 miles Penrith N 54.66496, W 2.75523 The Drive Distance: 0 miles Location: Penrith, Bluebell Lane car park Coordinates: N 54.66496, W 2.75523 Penrith is a busy market town on the eastern edge of the Lake District.
    [Show full text]
  • Cumbria Local Aggregates Assessment 2019 – Full Report
    CUMBRIA AND THE LAKE DISTRICT NATIONAL PARK JOINT ANNUAL LOCAL AGGREGATES ASSESSMENT 2019 (incorporating figures for 2018) Version 2 October 2019 Cumbria and the Lake District National Park Joint Local Aggregates Assessment: October 2019 CONTENTS 1. Executive Summary 1 2. Introduction 5 Purpose of this Local Aggregates Assessment What are aggregates? Aggregates in Cumbria The Managed Aggregates Supply System Sub-Regional Apportionment Landbanks LAA provision figures Information used to produce the Cumbria LAA 3. Sand and Gravel 12 Demand for sand and gravel Supply of sand and gravel Managing supply and demand- LAA provision figures Marine dredged sand and gravel Summary 4. Crushed Rock 18 Demand for crushed rock Supply of crushed rock Managing supply and demand – LAA provision figures Summary 5. High Specification Aggregates 24 Demand for high specification aggregates Supply of high specification aggregates Managing supply and demand – LAA provision figures Summary 6. Building Stone and Slate 30 7. Alternative Aggregates 31 Demand for alternative aggregates Supply of alternative aggregates Managing supply and demand Summary 8. Infrastructure for aggregates 35 9. Imports and Exports 36 Supply patterns How much aggregate does Cumbria need? Movement of primary aggregates by sub-region Future demand from outside Cumbria Mode of transport 1 Cumbria and the Lake District National Park Joint Local Aggregates Assessment: October 2019 Appendices 1 Other Relevant Local Information 44 2 Sand and Gravel quarries in Cumbria 49 3 Crushed Rock quarries
    [Show full text]
  • Survey of Local Councils for Views on Transport Issues
    Cumbria Provisional Local Transport Plan 2000 - 2005 SURVEY OF LOCAL COUNCILS FOR VIEWS ON TRANSPORT ISSUES Summary Findings Structure of Report Introduction and Background 2 Key points 2 Findings 2 Access 3 Environment 3 Safety 4 Parking 5 Public transport 5 Roads 6 The transport issues rated as being most important 6 District Differences 7 What could be done to improve matters 10 Disagree with an aspect of the Plan 11 Other comments concerning transport in Cumbria 11 Further information 11 Appendixes 12 Appendix 1: Verbatim responses to the question: 'Are there any other (transport) issues which (you think) should be covered in the 12 Plan?' Appendix 2: Verbatim responses to the question: 'In the light of your responses to the above questions what should be done to improve (transport) matters?' 13 Appendix 3: Verbatim responses to the question: 'If you disagreed (with an aspect of the plan) please explain?' 22 Appendix 4: Verbatim responses to the question: 'If you have any other comments concerning transport in Cumbria, please use the spade below.' 23 Appendix 5: Verbatim responses to the question: 'Local Councils responding to the Survey.' 26 ] Cumbria County Council, Information & Intelligence, Community Economy & Environment, The Courts, Carlisle, Cumbria, CA3 8NA Telephone 01228 606299 N:/data/local transport plan/tables.doc Page 1 Cumbria Provisional Local Transport Plan 2000 - 2005 Introduction This briefing summaries the responses of 1621 local councils who as part of the County Council's commitment to consultation were contacted and asked their views on transport issues and the content of the 200/2005 provisional Cumbria Local Transport Plan.
    [Show full text]
  • Pollution in Cumbria
    POLLUTION IN CUMBRIA - - $...0444,MaLik 4., ... 4.6#4.1.46.wrolitabro 44. AAL.. A, A ; L bilig:4;0 41e. y191 .40,t:Ot!'‹Y,"?. ."4/0filhOl ' r** 4 •• •••••••• a•A' ,111 • '''4111; ime• 0111.1 • P t.k -it ' INSTITUTE of TERRESTRIAL ECOLOGY NATURAL ENVIRONMENT RESEARCH COUNCIL á Natural Environment Research Council INSTITUTE OF TERRESTRIAL ECOLOGY Pollution in Cumbria ITE symposium no. 16 Grange-over-Sands 30 April and 1 May 1985 Edited by P INESON Merlewood Research Station GRANGE-OVER-SANDS Cumbria 2 Printed in Great Britain by Lavenham Press Ltd, Lavenham, Suffolk NERC Copyright 1986 Published in 1986 by Institute of Terrestrial Ecology Administrative Headquarters Monks Wood Experimental Station Abbots Ripton HUNTINGDON PE17 2LS BRITISH LIBRARY CATALOGUING-IN-PUBLICATION DATA Pollution in Cumbria—(ITE symposium, ISSN 0263-8614; no. 16) 1. Pollution—England—Cumbria I. Ineson, P. II. Institute of Terrestrial Ecology. III. Series 363.7'3'094278 TD186.5.G72C8 ISBN 0 904282 96 1 COVER ILLUSTRATION Roosecote Sands, Barrow-in-Furness (Photograph P Ineson) ACKNOWLEDGEMENTS Thanks must go to the individuals who were involved in both the organization of the meeting and in the preparation of these proceedings. Specifically, Mrs E Foster provided full administrative support for the meeting, and Mr J Beckett was always on hand with relevant information and addresses. The bringing together of such a wide diversity of contributions in one volume has involved considerable effort to ensure compatibility of text format and figures. I would like to thank Mrs P A Ward, Sarah Beatty, Allan Nelson and Margaret Whittaker for their help in this respect.
    [Show full text]
  • The Rural Wards of Darlington Are: Heighington & Coniscliffe, Sadberge & Whessoe, Middleton St George and Hurworth
    The Rural Wards of Darlington are: Heighington & Coniscliffe, Sadberge & Whessoe, Middleton St George and Hurworth. Area A on Map Children living in the area to the north of the A68 road AND within the Ward of Heighington and Coniscliffe in the Borough of Darlington the alternative school is The Federation of Mowden Schools. Area B on Map Children living in the area to the south of the A68 road, north of the B6279 road AND within the Ward of Heighington and Coniscliffe in the Borough of Darlington the alternative school is Mount Pleasant Primary School. Area C on Map Children living in the area to the west of the East Coast Main Railway Line AND within the Ward of Sadberge and Whessoe in the Borough of Darlington the alternative school is Harrowgate Hill Primary School. Area D on Map Children living in the area to the south of the B6279 road AND within the Ward of Heighington and Coniscliffe in the Borough of Darlington the alternative school is The Federation of Mowden Schools (Mowden Infant School and Mowden Junior School). Area E on Map Children living in the area to the east of the East Coast Main Railway Line, north of the A66 road AND within the Ward of Sadberge and Whessoe in the Borough of Darlington the alternative school is Whinfield Primary School. Area F on Map Children living in the area to the south of the A66 road AND within the Ward of Sadberge and Whessoe in the Borough of Darlington the alternative school is Heathfield Primary School.
    [Show full text]
  • Climate Change Adaptation Action Plan.Doc
    Appendix A MIDDLESBROUGH COUNCIL DRAFT CLIMATE CHANGE ADAPTATION ACTION PLAN CONTEXT 1. The debate on climate change has shifted from whether society needs to act, to how much has to be done by who and how quickly. A broad range of national and international reports have focused on reducing greenhouse gas emissions and taking practical actions to adapt to the inevitable consequences and of global warming. Greenhouse gases stay in the atmosphere for over 50 years so the atmosphere will continue to warm up even if a dramatic reduction in emissions can be achieved soon, so the impact will be felt for decades if not centuries. 2. Climate change has moved up the political agenda as society is coming to terms with the predicted environmental and social impacts and financial implications of climate change. The government has created three national indicators for climate change intervention work to measure progress at the local level. These are; NI 185 - how local authorities are reducing carbon dioxide emissions. NI 186 - how local communities are reducing carbon dioxide emissions. NI 188 - how a local authority is leading the community to adapt to climate change 3. The Sustainable Community Strategy is responsive to the need to act effectively and has the following strategic priority ' Reduce carbon emissions and adapt to Climate Change’ and Middlesbrough's Local Area Agreement has a supporting priority target which is a key requirement for meeting Level 3 of NI188 by March 2010. This document is the Action Plan required to meet Level 3. The Middlesbrough Vision and all Community Strategy themes require an effective response to the projected changing weather patterns, which are explained in this document.
    [Show full text]
  • Norbeck to Clow Beck at Croft
    Norbeck to Clow Beck at Croft In Barningham we all know the Norbeck; it’s the dog-leg bridge below Low Lane on the way to Greta Bridge. It is our beck, and it takes away our effluent from the treatment works below Barningham House farm. But it becomes Hutton Beck as it flows through Hutton Magna and has many different names on its course to the Tees. I recently came across a reference to Aldebrough Beck, “rising near Eppleby “ and thought, “No! that is our Norbeck and it rises on Barningham Moor.” Left : Osmaril Gill on a bright Autumn morning Searching the OS map I can locate 13 springs on Barningham Moor that feed our Norbeck; there will be many more springs feeding it on its way to the Tees. Osmaril has clear connections with Neolithic habitations and is very atmosheric. Right: Croft Bridge over the Tees Our Norbeck ends up as the Clow Beck and reaches the Tees some half-mile above Croft Bridge. This bridge carried the old Great North Road from Yorkshire into Durham until the advent of the motor age. Geology, Climate, Landform, Landscape and People The geology of the area developed over millions of years and played an important role in developing the landscape we are familiar with; but the changing climate over the countless centuries have also left their mark. This is especially true of the ice ages, especially the last one; mountains were shaved down, river courses changed and whole areas filled up with boulder clay and other alluvium. But man has also had a significant role in creating the place where we live.
    [Show full text]
  • Eden Business Park, Gilwilly Industrial Estate, Penrith, Cumbria CA11 9BB
    A COMMERCIAL DEVELOPMENT SITE OFFERING FLEXIBLE WAREHOUSE / INDUSTRIAL UNITS - AVAILABLE TO LET Eden Business Park, Gilwilly Industrial Estate, Penrith, Cumbria CA11 9BB Entrance Road Ref: M1291 rural | forestry | environmental | commercial | residential | architectural & project management | valuation | investment | management | dispute resolution | renewable energy A COMMERCIAL DEVELOPMENT SITE OFFERING FLEXIBLE WAREHOUSE / INDUSTRIAL UNITS - AVAILABLE TO LET Eden Business Park, Gilwilly Industrial Estate, Penrith, Cumbria CA11 9BB • Flexible Industrial / Warehouse Units from approximately 828 sq ft – 8,289 sq ft • Popular Commercial/Trading Estate with excellent proximity to the M6 motorway and A66 Road Networks • Flexibility in sizes and specification • Pre-Let options available at rentals from £6,500 per annum plus VAT through Gilwilly Industrial Estate, which connects with Gilwilly Road and the B5288 to the south. • Timescales for the commencement of the development3D View will 2 be early 2020 3D View 3 1 PROPOSAL 2 LOCATION A comprehensive development to provide Industrial / Warehouse and Commercial premises. The current The subject site is located on Eden Business Park at the western side of Gilwilly Industrial Estate adjacent to development will provide new build premises incorporating part brick/part clad elevations mono-pitched insulated Cowper Road and on the north western outskirts of Penrith, Cumbria in the North West of England. profile clad roofs, electric roller shutter doors, pedestrian access doors and front loading/delivery. The units will also benefit from; The estate is a popular commercial location and houses a variety of uses that include car showrooms, transport • Flexible accommodation from 828 sq ft to 8,289 sq ft; and storage companies and owner occupiers that include, AST Signs, Lloyd Ltd, AW Jenkinson, Howdens Joinery, • Maximum eaves height of 5.00m; Plumb Center, Greggs and Rickerbys.
    [Show full text]
  • Shared Visions: North-East Regional Research Framework for The
    Shared Visions: The North-East Regional Research Framework for the Historic Environment by David Petts with Christopher Gerrard Shared Visions: The North-East Regional Research Framework for the Historic Environment by David Petts with Christopher Gerrard and contributions by David Cranstone, John Davies, Fiona Green, Jenny Price, Peter Rowe, Chris Tolan-Smith, Clive Waddington and Rob Young Front Cover: Geophysical survey of the Roman settlement at East Park, Sedgefield (Co. Durham). © Archaeological Services Durham University © Durham County Council & the authors, 2006 All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying or otherwise, without the prior permission of the publisher. Published by Durham County Council, 2006 ISBN 1-897585-86-1 Contents Foreword Summaries Acknowledgements 1. Introduction 1 2. Resource assessment: scientific techniques 7 3. Resource assessment: Palaeolithic and Mesolithic 11 (with John Davies, Peter Rowe, Chris Tolan-Smith, Clive Waddington and Rob Young) 4. Resource assessment: Neolithic and Early Bronze Age 21 5. Resource assessment: Later Bronze Age and Iron Age 33 6. Resource assessment: Roman 43 (with Jenny Price) 7. Resource assessment: early medieval 61 8. Resource assessment: later medieval 73 9. Resource assessment: post-medieval 85 (with David Cranstone and Fiona Green) 10. Resource assessment: 20th century 109 11. Research agendas: introduction 119 12. Palaeolithic and Mesolithic research agenda 121 13. Neolithic and Early Bronze Age research agenda 127 14. Late Bronze Age and Iron Age research agenda 135 15. Roman research agenda 143 16. Early medieval research agenda 155 17.
    [Show full text]
  • 2016 Road Book the Montane® Lakeland 100 & 50 Ultra Tour of the Lake District
    2016 ROAD BOOK THE MONTANE® LAKELAND 100 & 50 ULTRA TOUR OF THE LAKE DISTRICT The official map used is Harvey 1:40:000 KEY: R=right L=left N=north S=south W=west E=east CP=checkpoint FB=footbridge SP=signpost Getting around the Course The course is as printed in this Roadbook. Deviations from the published route are not allowed. Please respect the Lakeland Fells and the landowners whose footpaths and tracks you will use. Sheep and cattle are grazing on the fells - please make sure that you close any gate you open and, if in doubt, close it anyway. Please be QUIET when passing farms and cottages on the course. NO LITTER - Please dispose of all unwanted items at the Checkpoints, not on the Fells. YOU MUST visit every checkpoint and your progress MUST be electronically recorded - event organisers then know where you are. We can only contact you if your mobile phone is turned on! If you become unsure of your location, buddy-up and work it out with someone else! ABOVE ALL - STAY SAFE! EMERGENCY CONTACT NUMBERS FOR THE DURATION OF THE EVENT: 1. Coniston to Seathwaite Distance between checkpoints: 11.3km (7miles) Ascent: 659m (2162ft) Descent: 606m (1988ft) 1 Turn left out of gates of John Ruskin School. After 160m turn R at road junction. Past BP station on R and over bridge turning L to Black Bull Inn. Take road on L up side of Inn and follow road and track for 1km over cattle grid and up to Miner’s Bridge on L.
    [Show full text]
  • 4. Site Specific Assessments
    4. Site specific assessments 4.1 Introduction 4.1.1.1 This chapter summarises the findings of the tidal and fluvial modelling and presents the evidence base for the Exception Test along with the recommendations for the following sites: • Tees Marshalling Yard (TMY) • Bowesfield North Phase 1 and Phase 2 • Boathouse Lane and Chandlers Wharf • Seal Sands (includes the Seal Sands, North Tees Pools and Port Clarence sites) • Haverton Hill (includes the Haverton Hill, Casebourne and Billingham Reach sites) 4.1.1.2 Figures have been produced for each site showing flood depth, flood extent and flood hazard for the different flood events. These figures are in Appendix A of this report (A1 to A31). 4.1.2 Flood Hazard During the Level 2 modelling, hazard maps were produced directly within the modelling package (TUFLOW). The formula used for the hazard rating is shown below (d = depth, v = velocity and DF = debris factor). 4.1.2.1 Flood Hazard = d (v + 0.5) + DF 4.1.2.2 The flood hazards calculated are categorised and coloured in accordance with the latest recommendations2 as illustrated in Table 2. Table 2 - Flood Hazard rating Flood Hazard Rating Hazard to People Colouring 0 No Hazard 0 to 0.75 Very Low Hazard 0.75 to 1.25 Dangerous for some 1.25 to 2.0 Dangerous for most Over 2.0 Dangerous for all 4.1.2.3 PPS25 provides no guidance as to which development type is permitted in certain hazard zones, although it is implied in the vulnerability classification of those developments.
    [Show full text]