Planning in Bury

Cultural Facilities

We will proactively develop and support cultural businesses and attractions in our cities and towns through a range of measures, where appropriate, including: 1. Protecting existing heritage, cultural and community venues, facilities and uses; 2. Supporting the development of new cultural venues in town centres and places with good public transport connectivity; 3. Promoting new, or enhancing existing, locally-distinct clusters of cultural facilities, especially where they can provide an anchor for local regeneration and town centre renewal; 4. Identifying, protecting and enhancing strategic clusters of cultural attractions; 5. Considering the use of vacant properties and land for pop-ups or meanwhile uses for cultural and creative activities during the day and at night-time to stimulate vibrancy and viability and promote diversity in town centres; 6. Maximising opportunities for redundant heritage assets and the role they can play in economic and social well-being; 7. Considering the identification of 'Creative Improvement Districts' where there is evidence that the identification will enhance the local economy and provide facilities and workspace for the creative industries; and 8. Supporting a mix of uses which derive mutual benefits from, and do not compromise, the creative industries and cultural facilities in the Creative Improvement District in line with the Agent of Change principle. If development would potentially result in conflict between a cultural activity and another use, especially in terms of noise, then the development responsible for the change must secure the implementation of appropriate mitigation before it is completed.

Education, Skills and Knowledge

Significant enhancements in education, skills and knowledge to benefit existing and new residents will be promoted, including by: 1. Enabling the delivery of new and improved accessible facilities for all ages, such as early years, schools, further and higher education, and adult training to ensure our workforce is ready to benefit from new employment opportunities; 2. Ensuring the delivery of sufficient school places to respond to the demands from new housing, such as through: a. Working with education providers to forecast likely changes in the demand for school places; and b. Where appropriate, requiring housing developments to make a financial contribution to the provision of additional school places and/or set aside land for a new school, proportionate to the additional demand that they would generate; 3. Supporting the continued growth and success of the university sector, such as through: a. Enhancing the existing campuses and developing new ones; b. Strengthening the world-leading research capabilities and promoting opportunities for business spin-offs; and c. Continuing to help develop Greater Manchester as the UK's best destination for students.

Health

To help tackle health inequality new development will be required, as far as practicable, to: A. Maximise its positive contribution to health and wellbeing, whilst avoiding any potential negative impacts of new development; B. Support healthy lifestyles, including through the use of active design principles making physical activity an easy, practical and attractive choice; and C. Be supported by a Health Impact Assessment for all developments which require to be screened for an Environmental Impact Assessment, and other proposals which, due to their location, nature or proximity to sensitive receptors, are likely to have a notable impact on health and wellbeing. Improvements in health facilities will be supported, responding to the changing needs and demands of both existing and new residents, including through: 1. Requiring, where appropriate, the provision of new or improved health facilities as part of new developments proportionate to the additional demand that they would generate; 2. Enabling the continued enhancement and successful operation of our hospitals; and 3. Facilitating greater integration of health and social care, and the provision of integrated wellness hubs, including the co-location of health, community and wellness services.

Sport and Recreation

A network of high quality and accessible sports and recreation facilities will be protected and enhanced, supporting greater levels of activity for all ages, including by: 1. Creating a public realm that provides frequent opportunities for play and that all ages can enjoy together; 2. Where appropriate setting out more comprehensive and detailed recreational standards and standards for provision for designated play areas in district local plans, having regard to existing and future needs; 3. Requiring new development to provide new and/or improved existing facilities commensurate with the demand they would generate. The provision of sports facilities will be determined by individual local authorities through an evidence based approach; 4. Locating and designing recreation facilities in relation to housing so as to ensure that they are accessible but also minimise the potential for complaints due to disturbance to residential amenity from recreational activity; 5. Protecting and enhancing the public rights of way network, including to: a. Provide safe and attractive routes to sports and recreation facilities; b. Improve access to, and connections between different parts of, the green infrastructure network across Greater Manchester and beyond; c. Expand the network of strategic recreation routes offering longer distance opportunities for walking, cycling and horse-riding; d. Provide everyday options for green travel; 6. Encouraging the incorporation of a sports facilities mix in all education settings, that meet both curriculum and local community sport needs as identified by an up to date Local Authority Sports Needs Assessment, and made available for community use where possible; 7. Enabling the continued development of major sports facilities and events, which can further enhance Greater Manchester's international sporting reputation.

Sustainable Places

We aim to become one of the most liveable city regions in the world, consisting of a series of beautiful, healthy and varied places, each having the following key attributes that all development, wherever appropriate, should be consistent with: 1. Distinctive, with a clear identity that: A. Conserves and enhances the natural environment, landscape features, historic environment and local history and culture; B. Enables a clear understanding of how the place has developed; and C. Respects and acknowledges the character and identity of the locality in terms of design, siting, size, scale and materials used 2. Visually stimulating, creating interesting and imaginative environments which raise the human spirit through the use of green space, public art and quality design 3. Socially inclusive: A. Responding to the needs of all parts of society; B. Enabling everyone to participate equally and independently; C. Providing opportunities for social contact and support; and D. Promoting a sense of community 4. Resilient, capable of dealing with major environmental events 5. Adaptable, able to respond easily to varied and changing needs and technologies 6. Durable, being built to last and using robust materials that reflect local character, weather well and are easily maintained 7. Resource-efficient with: A. A low carbon footprint; B. Efficient use of land; C. Minimised use of new materials; D. High levels of recycling 8. Safe, including by designing out crime and terrorism, reducing opportunities for anti-social behaviour and by ensuring that developments make appropriate provision for response and evacuation in the case of an emergency or disaster. 9. Supported by critical infrastructure, such as energy, water and drainage and green spaces 10. Functional and convenient, enabling people and uses to act efficiently with minimal effort, and responding to needs relating to servicing, recycling facilities, refuse collection and storage 11. Incorporating inclusive design within all spaces with support for tackling inequality and poverty to form part of creating sustainable places 12. Legible, being easy to understand and navigate, with the protection and enhancement of key views and new development well-integrated into the place 13. Easy to move around for those of all mobility levels, particularly by walking and cycling, with enjoyable routes free from obstacles and disorienting stimuli, and with places to rest 14. Well-connected to other places, particularly by public transport and digital infrastructure enabling everyone to take advantage of the employment, cultural and leisure opportunities across Greater Manchester and beyond 15. Comfortable and inviting, with indoor and outdoor environments: A. Offering a high level of amenity that minimises exposure to pollution; and B. Addressing microclimate issues such as sunlight, indoor air quality, overheating, shade, wind and shelter 16. Incorporating high quality and well managed green infrastructure and quality public realm, with: A. Opportunities for recreation and outdoor play for children, and interaction between the generations; B. Public and private spaces clearly distinguished; C. Development clearly defining, and promoting activity within, public spaces; D. High quality landscaping with schemes 17. Well-served by local shops, services and amenities, including education and health facilities

Port Salford Expansion

Development of this site will be required to: 1. Deliver around 320,000 square metres of employment floorspace comprising logistics, warehousing and ancillary uses, with potential for supporting functions including offices, research and development facilities and other related employment uses; 2. Be in accordance with a comprehensive masterplan, phasing strategy and design code approved by the Local Planning Authority for the whole site, developed through engagement with the local community, Council and other appropriate stakeholders, in accordance with policy JP-D1, and be intended to form part of an integrated facility with the Port Salford site to the south of the A57 and associated infrastructure, encouraging and enabling all occupiers to utilise the rail and water connections for freight movement; 3. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; including: a. Delivering necessary highway improvements of a strategic and local nature to cater for the additional traffic created by the expansion of Port Salford in a way that is compatible with any proposals for the enhancement of the wider motorway network and ensures the safe and efficient operation of the local road network; b. Incorporating suitable HGV parking provision to cater for the area's anticipated use, including as appropriate stop over provision, and amenity facilities to serve the needs of HGV drivers; c. Providing high quality walking and cycling routes from across the site to the bus stops on the A57 and the wider pedestrian and cycling network including Port Salford Greenway; d. Maximising links to existing public transport services and support new routes and enhanced services as appropriate, including accommodating a potential extension of the Trafford Park Metrolink line to serve Port Salford; 4. Protect the full functioning and operational safety of Barton Aerodrome; 5. Take appropriate account of relevant heritage assets, and their settings, including Barton Aerodrome and the listed buildings within it, in accordance with policy JP-P2; 6. Define and/or strengthen the boundaries of the Green Belt to the north and south of the site such that they will comprise physical features that are readily recognisable and likely to be permanent; 7. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with policy JP-G2; 8. Manage the loss of recreation land and facilities in accordance with local planning policies; 9. Make provision for biodiversity in accordance with policy JP-G8. Where appropriate and necessary, the priority for any off-site nature conservation enhancements will be the Foxhill Glen Site of Biological Importance and ecological enhancements to remaining areas of Green Belt to the site's south-western and north-eastern boundaries; 10. Incorporate high levels of landscaping, including the retention or replacement of existing woodland, hedgerows and ponds where practicable, so as to minimise the visual impact on the wider landscape (including on the remaining Green Belt separating the site from Irlam) and mitigate the environmental impacts of development including noise; 11. Support the objectives for the Great Manchester Wetlands Nature Improvement Area in accordance with local planning policies; 12. Minimise any adverse impact on bird species in this area and demonstrate that displacement is possible into the wider landscape; 13. Mitigate the risk of surface water and groundwater flood risk, incorporating green sustainable drainage systems as part of the landscaping of the site; 14. Undertake hydrological and ground investigations to inform the comprehensive masterplan and use of suitable construction techniques to ensure any loss or deterioration of irreplaceable habitat, and adverse impacts on the hydrology of undeveloped areas, is minimised. Where loss or deterioration is unavoidable, a suitable compensation strategy should be identified and delivered, including the potential restoration of lowland raised bog and complementary habitats either within the site and/or in other parts of Chat Moss; 15. Protect the quality of watercourses through and around the site; 16. Protect the amenity of remaining residential properties within or on the edge of the allocation, including through the provision of appropriate landscaped buffers; 17. Provide an appropriate buffer to the Barton Moss Secure Care Centre on Barton Moss Road, to protect the privacy and amenity of residents and staff; 18. Implement an agreed strategy for dealing with its local air quality impacts; 19. Employ methods throughout the construction process that will ensure the potential for archaeology is investigated and any finds safeguarded and properly recorded; and 20. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Ashton Moss West

Development of this site will be required to: 1. Deliver around 160,000 square metres of employment floorspace, within the E(g)(ii) - Research and Development, E(g)(iii) - Light Industrial and B2 - General Industrial use classes; 2. Be in accordance with a comprehensive masterplan, phasing strategy and design code approved by the Local Planning Authority for the whole site, developed through engagement with the local community, Council and other appropriate stakeholders, in accordance with policy JP-D1; 3. Employ methods throughout the development process that will ensure the potential for archaeology is investigated as appropriate; 4. Ensure the character of, and interface between, new and existing development, including the setting of neighbouring heritage assets and surrounding residential dwellings and gardens, are sensitively designed and acknowledged by development proposals; 5. Make provision for vehicular access into the site from the A6140 Lord Sheldon Way and for new and improved sustainable transport and highways infrastructure, having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 6. Ensure the masterplan layout is designed so as not to preclude highway access to the rail line to the northern boundary and land is set aside in that location to accommodate provision for a potential future rail station; 7. Make provision for biodiversity, including taking appropriate account of priority species and ecological features in accordance with policy JP-G8; 8. Incorporate and enhance as attractive and desirable routes existing public rights of way, including that between the community of Littlemoss to the north and the Metrolink stop at Ashton Moss to the south and the active travel route along the site's western edge; 9. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with policy JP-G2; 10. Use suitable construction techniques to ensure that any impact on the carbon storage function of deep peat is minimised; and 11. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

West of Wingates / M61 Junction 6

Development at this site will be required to: 1. Provide a location for around 440,000 sqm of industrial and warehousing floorspace; 2. Be in accordance with a comprehensive masterplan agreed by the local planning authority that shows phasing within the site, and which areas should or should not be developed, in accordance with policy JP-D1; 3. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 4. Ensure that the siting and scale of buildings and the landscape planting scheme minimises the prominence of the development and its impact upon the surrounding landscape and views; 5. Make provision for biodiversity, including taking appropriate account of Four Gates Site of Biological Importance, in accordance with policy JP-G8; 6. Make provision for green and blue infrastructure including, where practicable, the retention and enhancement of existing woodland, hedgerows and ponds in accordance with policy JP-G2; 7. Define and strengthen the boundaries of the Green Belt around the site, particularly at Westhoughton Golf Course, such that they will comprise physical features that are readily recognisable and likely to be permanent; 8. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with policy JP-G2; 9. Ensure that there is no undue adverse impact of light pollution from the development and its associated operations; 10. Ensure that the integrity of the extensive network of existing rights of way is protected; and 11. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Heywood / Pilsworth (Northern Gateway)

Development at this allocation will be required to: 1. Be in accordance with a comprehensive masterplan, design code and infrastructure phasing and delivery strategy, in line with Policy JP-D1 'Infrastructure Implementation', that has been agreed with the local planning authorities; 2. Be of sufficient scale and quality to enable a significant rebalance in economic growth within the sub-region by boosting the competitiveness of the north of the conurbation and should: i. Deliver a total of around 1,200,000 sqm of industrial and warehousing space (with around 935,000 sqm being delivered within the plan period). This should comprise a mix of high quality employment premises in an attractive business park setting in order to appeal to a wide range of business sectors including the development of an Advanced Manufacturing Park; ii. Deliver around 1,000 additional homes along with a new primary school in the eastern part of the allocation to support the early delivery of the infrastructure and provide a buffer between existing housing and the new employment development; iii. Deliver around 200 new homes, which includes an appropriate mix of house types and sizes and the provision of plots for custom and self-build housing (subject to local demand, having regard to Bury's self-build register and other relevant evidence), in the west of the allocation off Castle Road ensuring that an appropriate buffer is incorporated to separate this part of the allocation from the wider employment area and that appropriate highways measures are in place to prevent the use of residential roads by traffic associated with the wider employment area; iv. Deliver an appropriate range of supporting and ancillary services and facilities, such as a new local centre, hotel, leisure and conference facilities. These should be in accessible locations and of a genuinely ancillary scale that is appropriate to the main employment use of the allocation; 3. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with Policy JP-C8; 4. Make provision for affordable housing in accordance with local planning policy requirements; 5. Make financial contributions for offsite additional primary and secondary school provision to meet needs generated by the development in accordance with policy JP-P5; 6. Ensure the design and layout allows for effective integration with surrounding communities, including active travel links and connections to local services, employment opportunities and over the M62 to proposed new development at Simister/Bowlee (JPA1.2); 7. Retain and enhance existing recreation facilities (including Unsworth Academy playing fields and Pike Fold Golf Course) or, where necessary, make provision for replacement facilities that are equivalent or better in terms of quantity and quality and in a suitable location; 8. Make provision for new, high quality, publicly accessible multi-functional green and blue infrastructure including the integration and enhancement of existing features such as Brightly Brook, Whittle Brook and Castle Brook; 9. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with Policy JP-G2; 10. Strengthen the boundary of the Green Belt to the north of the site around Pilsworth Cottages, Brightly Brook and Pilsworth Fisheries such that they will comprise physical features that are readily recognisable and likely to be permanent; 11. Ensure that any development is safe from and mitigates for potential flood risk from all sources including Whittle Brook, Castle Brook and Brightley Brook and does not increase the flood risk elsewhere. The delivery of the allocation should be guided by an appropriate flood risk and drainage strategy which ensures co-ordination between phases of development; 12. Provide an appropriate buffer between the development and the motorway/local road network where required to serve multiple functions including air quality, noise, visual mitigation and high-quality landscaping; 13. Take appropriate account of relevant heritage assets, and their settings, including Brick Farmhouse and Lower Whittle Farmhouse Grade II Listed Buildings in accordance with Policy JP-P2; 14. Carry out a detailed assessment and evaluation of known and potential archaeological sites including Meadow Croft Farm, historic landscape features and built heritage assets, to establish specific requirements for the protection and enhancement of significant heritage assets; 15. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans); and 16. Undertake hydrological and ground investigations to determine the extent and quality of any peat identified in the south-western part of the site to inform the potential for restoration and the comprehensive masterplanning of the site which should ensure that the loss or deterioration of any irreplaceable habitat is avoided.

Port Salford Extension

A major expansion of Port Salford accommodating around 320,000 sqm of employment floorspace will be delivered to the north and west of Barton Aerodrome, taking advantage of the new port facilities, rail link and highway improvements that will have been completed as part of the early phases of Port Salford. This will provide one of the most well-connected and market-attractive industrial and warehousing locations in the country, with a strong focus on logistics activities (Use Class B8) but also incorporating high quality manufacturing floorspace (Use Classes E(g)(iii) and B2). Development of this site will be required to: 1. Be in accordance with a masterplan/framework, consistent with a phasing and delivery strategy prepared in accordance with policy JP-D1 that has been developed in consultation with the local community and other stakeholders, and is considered acceptable by the city council. Central to the masterplan shall be the consideration of opportunities to restore habitats, strengthen ecological networks, and manage the carbon and hydrological implications of development, having regard to the presence of peat on this site; 2. Not be commenced until the rail link, highway improvements, canal berths and container terminal associated with the permitted Port Salford scheme to the south of the A57 have been completed and are operational and there is a clear commitment to the ongoing maintenance and full operation of this transport infrastructure; 3. Be designed to form part of an integrated facility with the Port Salford site to the south of the A57 and associated infrastructure, encouraging and enabling all occupiers to utilise the rail and water connections for freight movement; 4. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; including: a. Delivering necessary highway improvements of a strategic and local nature to cater for the additional traffic created by the expansion of Port Salford in a way that is compatible with any proposals for the enhancement of the wider motorway network and ensures the safe and efficient operation of the local road network; b. Incorporating suitable HGV parking provision to cater for the area's anticipated use, including as appropriate stop over provision, and amenity facilities to serve the needs of HGV drivers; c. Providing high quality walking and cycling routes from across the site to the bus stops on the A57 and the wider pedestrian and cycling network including Port Salford Greenway; d. Maximising links to existing public transport services and support new routes and enhanced services as appropriate, including accommodating a potential extension of the Trafford Park Metrolink line to serve Port Salford; 5. Protect the full functioning and operational safety of Barton Aerodrome;

Medipark

Development on this site will be required to: 1. Deliver about 86,000 sqm Class E (g) -focused floorspace; 2. Development should be configured to take advantage of transport infrastructure in the area including the proposed Metrolink Manchester Airport Line Western Leg extension; 3. Deliver a new spine road through the site with connections to the existing road network and JP3.2 Timperley Wedge; 4. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 5. Complement the wider Roundthorn Medipark development and the development proposed in Timperley Wedge; 6. Take appropriate account of relevant heritage assets, and their settings, including the listed buildings of Newall Green, in accordance with policy JP-P2; 7. Take appropriate account of the adjacent playing field in accordance with policy JP-P7; 8. Take appropriate account of the historic landscape features within the site; 9. Provide a flood risk management strategy, focusing more sensitive development furthest from Fairywell Brook. High quality natural landscaping, including the provision of native species, should be delivered adjoining the brook to help mitigate flood risk and promote biodiversity and green infrastructure; and 10. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in accordance with policy JP-G2.

M6 Junction 25

Development of this site will be required to: 1. Be in accordance with a comprehensive masterplan that is agreed by the Council. This will include the need for an infrastructure phasing and delivery strategy in accordance with Policy JP-D1; 2. Deliver around 140,000 sqm of high quality B2 and B8 employment floorspace; 3. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with Policy JP-C8; 4. Provide good quality road access from the M6 motorway and the A49, whilst making sure that it has no significantly adverse effect on the motorway or other surrounding roads; 5. Incorporate high quality landscaping within the site and along sensitive site boundaries to minimise its visual impact on the wider area, including the A49 road frontage, the remaining Green Belt to the north, and around each building within the site, in accordance with Policy JP-G2; 6. Incorporate a landscaped green infrastructure corridor, with walking and cycling links, connecting the A49 to the remaining area of Green Belt to the north, and ensure suitable diversions to public rights of way as necessary, with good links to the footbridge over the M6 motorway; 7. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site, in accordance with Policy JP-G2; 8. Ensure that the site layout will not preclude the provision of a future road connection with Wheatlea Industrial Estate; 9. Safeguard land within the allocation for the provision of an all-ways junction at M6 Junction 25; and 10. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Bewshill Farm

Development at this site will be required to: 1. Provide a location for around 21,000 sqm of industrial and warehousing floorspace to compliment the adjacent development at Logistics North; 2. Take access from the Logistics North site; 3. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 4. Provide high quality landscaping especially along its prominent frontage with the A6; 5. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with policy JP-G2; and 6. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Chequerbent North

Development at this site will be required to: 1. Provide a location for around 25,000 sqm of industrial and warehousing floorspace in the Wigan to Bolton Growth Corridor; 2. Be accessed from the A6, with a potential access via Snydale Way, subject to detailed highway design considerations; 3. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 4. Mitigate impacts on the Highway Network including any necessary improvements to Chequerbent roundabout and/or other improvements identified through a transport assessment; 5. Provide high quality landscaping particularly to the west along Snydale Way and to the north along the M61; trees and hedgerows along the eastern boundary should be retained for screening; 6. Take appropriate account of relevant heritage assets, and their settings, including Chequerbent Embankment Scheduled Monument, in accordance with policy JP-P2; 7. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with policy JP-G2; and 8. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Supporting Long-Term Economic Growth

A thriving, inclusive and productive economy will be sought in all our boroughs. There will be an emphasis on: A. Maintaining a very high level of economic diversity across our boroughs B. Facilitating the development of high value clusters in key economic sectors such as: i. Advanced manufacturing; ii. Digital and cyber; iii. Health innovation, including life sciences; iv. Low carbon goods and services; v. Business, financial and professional services; vi. Logistics. C. Making the most of major assets of the sub-region, such as: i. The high concentration and range of research assets ii. The large pool of graduates iii. Highly productive businesses in every sector of our economy iv. Existing transport infrastructure such as Manchester Airport, Manchester Ship Canal, public transport networks and the motorway network v. Major proposed transport improvements such as Northern Powerhouse Rail D. Grasping the economic opportunities from the global transition to a low carbon economy E. Providing the high-quality, sustainable living environments that will help to attract and retain skilled workers F. Supporting local job growth, by seeking agreement with employers and developers, including housebuilders, to enter into local labour and training agreements through planning obligations and other mechanisms where appropriate G. Maximising the potential of the key growth locations set out in JP-Strat1 to JP-Strat12 to deliver inclusive growth across the sub-region by ensuring that employment growth opportunities are well connected and accessible to all residents

Employment Sites and Premises

A diverse range of employment sites and accessible premises, both new and second-hand, will be made available across the Plan area in terms of location, scale, type and cost. This will offer opportunities for all kinds and sizes of businesses, including start-ups, firms seeking to expand, and large-scale inward investment, which will help to tackle inequalities. A strong portfolio of prime investment opportunities for new floorspace will be brought forward in the key growth locations identified in JP-Strat1 to JP-Strat12 and in complementary locations, with many being particularly suitable for key economic sectors and specialisms. This includes the selective removal of land from the Green Belt and other land previously safeguarded for development, as identified in chapter 11 of this plan, to provide the quality of well-connected employment land supply necessary to deliver the required scale of long-term economic growth, as set out in Policy JP-J3 'Office Development' and Policy JP-J4 'Industry and Warehousing Development'. Existing employment areas that are important to maintaining a strong and diverse supply of sites and premises in our boroughs will be protected from redevelopment to other uses, nurtured to ensure they remain competitive and their accessibility improved where necessary. This will include local employment areas as well as key growth locations.

Office Development

At least 2,019,000 sqm of accessible new office floorspace will be provided in the Plan area over the period 2022-2039, with a focus on: 1. The City Centre, accounting for more than half of all new office floorspace in the sub-region and taking advantage of existing and proposed public transport connectivity, including the proposed new Northern Powerhouse Rail links which will further enhance its position as the premier office location outside London 2. The Quays, significantly expanding this distinctive office location and the continued growth of the nationally significant MediaCityUK 3. Manchester Airport and its environs, taking advantage of the extensive international connections, public transport accessibility, and proposed Northern Powerhouse Rail links 4. Town centres, offering a strong local profile and lower cost options with excellent public transport connections and access to services, with opportunities being sought to significantly increase the supply of new office floorspace beyond that currently identified especially in the northern parts of Greater Manchester The refurbishment of existing office accommodation will be encouraged including improving standards of accessibility, in accordance with Part M (Volume 2) Building Regulations

Industry and Warehousing Development

At least 3,513,000 sqm of new, accessible, industrial and warehousing floorspace will be provided in the Plan area over the period 2022-2039. To achieve this, a high level of choice and flexibility will be provided in the supply of sites for new industrial and warehousing floorspace.

Core Growth Area

The economic role of the Core Growth Area will be protected and enhanced, with sustainable development supporting major growth in the number of jobs provided across the area providing opportunities to create jobs for local communities. Complementary to, but not at the expense of, its economic function it will see a significant increase in the number and range of homes in areas with good connections to employment, training and education facilities. Infrastructure provision will support the growth and continued capacity of the Core Growth Area.

Manchester Airport

Lying within the area and policy framework covered by JP-Strat9 this policy seeks to maximise the benefits of the continued operation and sustainable growth of Manchester Airport and its surrounding locality. Development which is in line with: • Government policy and • Manchester's local plan policies will be supported delivering a sustainable world class airport which will help to address issues raised by climate change. With high quality services and facilities, it will be the UK's principal international gateway outside London. The airport and its surrounding locality will make a major contribution to the competitiveness of the North, Midlands and Wales by supporting inward investment, international trade and tourism, high quality new homes and supporting our economic and social regeneration. It will be central to raising our global profile and economic performance. The accessibility and connectivity of the area will be greatly enhanced, including through: A. The development of a new Airport station immediately to the west of the airport; B. Northern Powerhouse Rail connections to other city regions; C. The construction of the Western Leg extension of Metrolink via the proposed Airport station, connecting through Davenport Green back to the existing line near Wythenshawe Hospital; D. Improved local public transport services and connections such as Bus priority links by a new spine road through the Timperley Wedge allocation towards Altrincham; E. Improved local public transport services and connections, including to Stockport and Cheshire East areas; F. The provision of a network of cycling and walking routes. The benefits of the exceptional connections will be maximised, including by: 1. Completing the development of Airport City immediately around the airport, which will provide a total of around 500,000 sqm of office, logistics, hotel and advanced manufacturing space (See Manchester Local Plan); 2. Continuing to develop Medipark and Roundthorn Industrial Estate as a health and biotech cluster, taking advantage of the research strengths of the adjacent Wythenshawe Hospital and the wider Manchester University

City Centre

The role of the City Centre as the most significant economic location in the country outside London will be strengthened considerably. The City Centre will continue to provide the primary focus for business, retail, leisure, culture and tourism activity in Greater Manchester, but the increasingly important residential role of the City Centre will be expanded. Development will generally be high density. It will enable people to take advantage of the access to education and training and the extensive public transport offer, reducing the need to travel to work whilst supporting economic growth and reducing levels of poverty. It will be a priority for investment in development and infrastructure. This will include addressing current network capacity issues in the City Centre which will enable the future expansion of the rapid transit public transport network across Greater Manchester. Improvements in the public realm, walking and cycling facilities, and green infrastructure will help to enhance the local character and environmental quality of the City Centre so that it can rival city centres across the globe, enabling it to compete effectively at the international level for investment, businesses, skilled workers, residents and tourists. A broad range of commercial accommodation will be delivered, helping the City Centre to capture growth across key economic sectors. The new functions within the City Centre will be delivered in a way that complement, rather than displace the area's non-residential functions and will seek to protect and enhance the city centre's historic environment and assets.

The Quays

The Quays will continue to develop as an economic location of national significance, characterised by a wide mix of uses. Its business, housing, leisure and tourism roles will all be significantly expanded, in a mutually supportive way, reinforcing the area's interest, vibrancy and unique identity. Development will generally be high density. The high environmental quality of the Quays (including its public realm, green infrastructure, wildlife sites and heritage assets) will be protected and enhanced as one of its essential distinguishing features, and excellent, distinctive design will continue to be a priority. Major improvements in accessibility by public transport, cycling and walking will be sought, including much better links to key rail stations and greater connectivity with the City Centre.

Port Salford

Port Salford will be developed as an integrated tri-modal facility, with on-site canal berths, rail spur and container terminal as essential elements of the scheme. The overall facility will provide around 500,000 sqm of employment floorspace. This will include an extension of the permitted scheme onto land to the north and west of Barton Aerodrome, as allocated under Policy JP Allocation 26 'Port Salford Extension'. The development of Port Salford must be delivered together with necessary transport infrastructure, including highway improvements to accommodate the likely scale of traffic generation, in a way that is compatible with committed proposals for the enhancement of the wider motorway network and the provision of appropriate sustainable travel opportunities to meet the needs of the employees accessing the site. The growth of Port Salford will be managed to reflect the creation of additional capacity in the transport network and in accordance with the requirements of policy JPA26.

Northern Areas

A significant increase in the competitiveness of the northern areas will be sought. There will be a strong focus on making as much use as possible of suitable previously-developed (brownfield) land through urban regeneration, enhancing the role of the town centres and diversifying the residential offer. This will be complemented by the allocation of sites for development identified in Chapter 11 of this plan, that will help to boost economic opportunities and diversify housing provision. Improving transport connections and accessibility by public transport, cycling and walking will be a priority to ensure access to key employment opportunities. In supporting the principles of inclusive growth, the significant increases in economic growth in this location will help to reduce deprivation.

North-East Growth Corridor

Lying within the area and policy framework covered by policy JP-Strat6, the North-East Growth Corridor, which extends eastwards from Junction 18 of the M62 and incorporates the Atom Valley MDZ, will deliver a nationally-significant area of economic activity. This will be supported by a significant increase in the residential offer, thereby delivering truly inclusive growth over the lifetime of the Plan. Specifically this Plan allocates three major sites within the area, as identified in Chapter 11, to support this growth: • Policy JP Allocation 1.1 'Heywood / Pilsworth (Northern Gateway)' • Policy JP Allocation 1.2 'Simister and Bowlee (Northern Gateway)' • Policy JP Allocation 2 'Stakehill'

Wigan-Bolton Growth Corridor

Lying within the area and policy framework covered by JP-Strat6, the Wigan – Bolton Growth Corridor will deliver a regionally-significant area of economic and residential development. New highway infrastructure is intended to connect Junction 26 of the M6 and Junction 5 of the M61 including public transport provision. Measures to improve the provision of bus services and to increase the use of rail lines are also planned, potentially including a Wigan to Bolton Quality Bus Transit corridor, conversion of the Atherton line to allow for metro/tram-train services, and the electrification of the Bolton to Wigan line. Specifically, this Plan allocates the following sites, as identified in Chapter 11, to support the success of the growth corridor: • Policy JP Allocation 4 'Bewshill Farm' • Policy JP Allocation 5 'Chequerbent North' • Policy JP Allocation 6 'West of Wingates / M61 Junction 6' • Policy JP Allocation 31 'M6 Junction 25' • Policy JP Allocation 34 'West of Gibfield' In addition, the following will also be supported: • The restoration of Hulton Park, and the provision of a Ryder Cup standard golf course and associated leisure and tourism facilities • The development of a health innovation cluster, including a health village on land at Royal Bolton Hospital.

Carbon and Energy

The aim of delivering a carbon neutral Greater Manchester no later than 2038, with a dramatic reduction in greenhouse gas emissions, will be supported through a range of measures including: 1. Promoting the retrofitting of existing buildings with measures to improve energy efficiency and generate renewable and low carbon energy, heating and cooling; 2. Promoting the use of life cycle cost and carbon assessment tools to ensure the long-term impacts from development can be captured; 3. Taking a positive approach to renewable and low carbon energy schemes, particularly schemes that are led by, or meet the needs of local communities; 4. Increasing the range of nature-based solutions including carbon sequestration through the restoration of peat-based habitats, woodland management, tree-planting and natural flood management techniques; 5. An expectation that new development will, unless it can be demonstrated that it is not practicable or financially viable: a. Be net zero carbon which applies: - from adoption – to regulated operational carbon emissions; - from 2028 – to all emissions 'in construction'. From 2025 development should also calculate and minimise carbon emissions from unregulated emissions alongside regulated emissions. Development proposals should set out how this has been achieved in an energy statement in accordance with the energy hierarchy, which in order of importance seeks to: i. Minimise energy demand; ii. Maximise energy efficiency; iii. Use renewable energy; iv. Use low carbon energy; and v. Utilise other energy sources. From 2025 any residual carbon emissions that cannot be fully mitigated on-site should be offset, in agreement with the relevant local planning authority through a financial contribution to a carbon offset fund. As an interim measure, development should be consistent with the 2022 Part L Building Regulations unless superseded by changes to building regulations and/or national or local planning policies. b. Incorporate adequate electric vehicle charging points, in line with Part S of the Building Regulations, unless superseded by relevant Local Plan policies, to future proof for the likely long-term demand, taking account of the potential maximum energy demand for the site; c. Where practicable, prioritise connection to a renewable energy/heating/cooling network in the first instance or a low carbon energy/heating/cooling network that is adaptable to non-fossil fuels at a later date; d. In residential developments, achieve energy demand reductions in terms of space heat demand; hot water energy demand and the delivery of on-site renewable energy generation, in accordance with

Heat and Energy Networks

1. Delivery of renewable and low carbon energy schemes will be supported with particular emphasis on the use of decentralised energy networks in areas identified as "Heat and Energy Network Opportunity Areas". These have been identified where: a. Existing heat/energy networks are operational or have been commissioned; b. Proposals for new heat networks/energy networks are being progressed, or future opportunities have been identified in city-region master planning; c. Sufficient density of existing heat demand occurs; and d. Significant future development is proposed at the strategic development locations. 2. Within the identified "Heat and Energy Network Opportunity Areas", unless it can be demonstrated that there are more effective alternatives for minimising carbon emissions or such connection is not practicable or financially viable, it is expected that: a. New residential developments that are '10 dwellings or more' or other developments over 1,000 m2 floorspace shall: i. Connect to an existing or planned heat/energy network or be designed to enable future connection (where within 500m of such a network); and/or ii. Install a site-wide or communal heat/energy network solution. b. An expectation that new industrial development will demonstrate that opportunities for using waste heat locally have been fully examined, and included in proposals; c. An expectation that where publicly-owned buildings and assets adjoin new major development sites, opportunities for these buildings and assets to connect to site-wide proposals will be considered; and d. An expectation that any site-wide networks will be designed so as to enable future expansion to adjoining buildings or assets as appropriate.

A Net Enhancement of Biodiversity and Geodiversity

Development will be expected to: a. Follow the mitigation hierarchy of: i. Avoiding significant harm to biodiversity, particularly where it is irreplaceable, through consideration of alternative sites with less harmful impacts, then ii. Adequately mitigating any harm to biodiversity, then iii. Adequately compensating for any remaining harm to biodiversity b. Avoid fragmenting or severing connectivity between habitats; c. Achieve a measurable net gain in biodiversity of no less than 10% d. Make appropriate provision for long-term management of habitats and geological features connected to the development; e. Where appropriate, development should: mitigate air pollution impacts on Manchester Mosses SAC; mitigate urban edge, functionally linked land and recreation disturbance impacts on the South Pennine Moors SAC/SPAs; and assess and potentially mitigate boat movement, water pollution, and light spillage and shading impacts on the Rochdale Canal SAC; and f. Development proposals should be informed by the findings and recommendations of the appropriate biodiversity/ecological assessment(s) in the PfE evidence base and/or any updated or appropriate biodiversity/ecological assessments submitted as part of the planning application process.

The Green Belt

The Green Belt is defined on the Policies Map and illustrated on Figure 8.6. The Green Belt serves the five purposes set out in national policy: - to check the unrestricted sprawl of large built-up areas; - to prevent neighbouring towns merging into one another; - to assist in safeguarding the countryside from encroachment; - to preserve the setting and special character of historic towns; and - to assist in urban regeneration, by encouraging the recycling of derelict and other urban land. The beneficial use of the Green Belt will be enhanced where this can be achieved without harm to its openness, permanence or ability to serve its five purposes. In particular, the enhancement of its green infrastructure functions will be encouraged, such as improved public access and habitat restoration, helping to deliver environmental and social benefits for our residents and providing the high quality green spaces that will support economic growth.

New Carrington - Mineral Safeguarding

Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans)

Manor Farm Close, Waterloo, Ashton-Under-Lyne

Manor Farm Close, Waterloo, Ashton-Under-Lyne

Cowbury Green, Long Row, Carrbrook, Stalybridge

Cowbury Green, Long Row, Carrbrook, Stalybridge

Woodview, South View, Carrbrook, Stalybridge

Woodview, South View, Carrbrook, Stalybridge

Land South East of Slack Brook Open Space

Land South East of Slack Brook Open Space

Landscape Character

Development within a Landscape Character Type, as shown on Figure 8.1, should reflect and respond to the special qualities and sensitivities of the key landscape characteristics of its location, including having regard to: • Topography, geology and drainage; • Land use and field patterns; • Semi-natural habitats and woodland cover; • Archaeology and cultural heritage; • Settlement, road pattern and rights of way; and • Views and perceptual qualities. The interface of new development with the surrounding countryside/landscape is of particular importance. These transitional areas require well-considered and sensitive treatment. In particular, opportunities to improve the intactness and condition of the landscape should be taken, especially in conjunction with seeking a net enhancement of biodiversity/geodiversity resources under Policy JP-G8 'A Net Enhancement of Biodiversity and Geodiversity'. In implementing this strategic policy, regard will be had to the Greater Manchester Landscape Character and Sensitivity Assessment (GMLCSA), in particular its guidance on future development and landscape management/enhancement within areas covered by each landscape character type.

Green Infrastructure Network

A strategic approach will be taken to the protection, management and enhancement of our Green Infrastructure in order to protect and enhance the ecosystem services which the Green Infrastructure Network provides, including flood management, climate change mitigation and adaptation. Alongside this primary function an enhanced Green Infrastructure network will support wider public health benefits, including promotion of active travel, food growing and recreational opportunities. The protection, management and enhancement of Green Infrastructure will contribute to the development of a Local Nature Recovery Strategy for Greater Manchester. This Strategy will feed into the development of a Nature Recovery Network locally and nationally. Development within and around the Green Infrastructure Network should be consistent with delivering major green infrastructure improvements within them and should contribute to improvements. Development which involves the removal of land from the Green Belt (including allocations proposed in this plan) will be required to offset the impact of removing land from the Green Belt through identifying and delivering compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site. Details of specific sites and projects will be established in discussion with the relevant Local Authority. Wherever practicable, opportunities to integrate new and existing green infrastructure into new development will be taken to protect, enhance and expand the green infrastructure network. Where new or improved green infrastructure is delivered as part of a development, the developer should make appropriate provision for its long-term management and maintenance.

River Valleys and Waterways

River valleys and waterways will be protected and improved as central components of our Green Infrastructure Network and a vital part of a Nature Recovery Network, making a major contribution to local identity, quality of life and the natural environment. In making planning decisions and carrying out other associated activities, we will seek to deliver the following priorities: 1. Retain the remaining open character of the river valleys, avoiding their fragmentation and prominent development on valley edges; 2. Promote public enjoyment of the river valleys, including as key features connecting urban areas to the countryside, providing opportunities for active travel, and enhance their high recreational value as green fingers through densely populated areas; 3. Protect and enhance the mosaic of semi-natural habitats, including: riparian (waterside), clough, broadleaved and ancient woodland; wet and semi-natural grassland; meadow; and lakes and ponds; 4. Retain existing pockets of relative tranquillity and seclusion, especially within the more tightly enclosed and wooded valleys; 5. Reduce flood risk, through Natural Flood Management (NFM), including careful land management and a catchment-wide approach; 6. Improve water quality, including through land decontamination and the management of diffuse pollution from industry and agriculture; 7. Return rivers to a more natural state where practicable, including through deculverting and the re-naturalisation of riverbanks and flood plains; 8. Where compatible with the requirements of commercial and freight use, increase the use of canals and watercourses for active travel, with improved and extended rights of way alongside the water providing walking and cycling routes for both recreation and commuting, thereby increasing access to natural green space; and 9. Ensure that development relates positively to nearby rivers and other waterways, taking advantage of opportunities to integrate green infrastructure through: a. High quality frontages to the water; and b. Public realm alongside the water for both recreation use and maintenance access.

Lowland Wetlands and Mosslands

The distinctive flat, open landscape and network of habitats of ecologically valuable lowland wetlands and mosslands, as identified by the Mosslands and Lowland Farmland Landscape Character Type in Figure 8.1, will be protected, enhanced and restored, with a strong emphasis on reconnecting local communities to the natural and historic environments. In making planning decisions and carrying out other associated activities, we will seek to deliver the following priorities: 1. Maintain and enhance the extensive and varied mosaic of semi-natural habitats including brooks, ditches, open water bodies, bog, fen, swamp, flashes, ponds, wet and broadleaved woodland, and grassland; 2. Manage and restore the remnant pockets of lowland raised bog, including through restoration from farmland, significantly expanding and connecting the areas of active bog to contribute to important functions such as flood risk management and carbon sequestration; 3. Positively manage land adjacent to lowland raised bog and other sensitive wetland habitats in a complementary and coordinated manner, ensuring that their hydrology is not adversely affected and the water table is restored; 4. Increase features that act as steppingstones for wildlife moving through the area, such as field ponds, hedgerows and trees, and minimise barriers to movement; 5. Removal of derelict structures and the remediation of land where it is beneficial to green infrastructure provision and there is no historic value in their retention; and 6. Expand public access across the area considerably, including through the creation of new circular routes, and enhance recreation and active travel opportunities.

Uplands

Our upland areas, as identified by the Open Moorlands and Enclosed Upland Fringes Landscape Character Types in Figure 8.1, contain important component parts of the green infrastructure network, including significant areas of blanket bog priority habitat, Sites of Biological Importance (SBIs), Sites of Special Scientific Interest (SSSIs), Special Areas of Conservation (SACs), Special Protection Areas (SPAs), woodlands and habitats vulnerable to climate change. In making planning decisions and carrying out other associated activities, we will seek to: 1. Integrate any new development into the landscape by utilising existing tree/woodland cover and dips in the landform, and adopting the unifying gritstone vernacular where possible; 2. Enhance the full range of upland habitats as part of an ecologically connected network, including heather moorland, blanket bog, meadows, acid grassland, native woods, and healthy watercourses; 3. Significantly extend the area of active blanket bog, both through the protection of existing sites and the positive restoration of degraded areas to contribute to important functions such as flood risk management and carbon sequestration; 4. Protect and naturally regenerate clough woodland, providing a natural connection between the uplands, foothills and lowlands; 5. Increase the role of the area in water storage, flood risk management (through Natural Flood Management) and water quality improvements, as part of a catchment-based approach; and 6. Enable more people to enjoy the distinctive character of the uplands in sustainable ways which balance the pressures that increased access brings with the physical and mental health benefits that this landscape offers. 7. Ensure that new development does not have an adverse impact on protected habitats of the South Pennine Moors SAC, the Peak District Moors SPA and the South Pennine Moors Phase 2 SPA from urban edge effects, loss of and/or disturbance to functionally linked habitats and recreation disturbances. This will be implemented by: a. Within 400m of the SAC and SPAs boundaries, no development will be permitted, unless, as an exception, the development and/or its use would not have an adverse effect on the integrity of the SAC or SPAs; b. Within 2.5km of the SAC and SPAs boundaries, applications for new development should be accompanied by an assessment to determine if the development site provides foraging habitats for the qualifying bird species of the SPAs. If foraging habitats are found on site, appropriate avoidance and/or mitigation measures will be required; c. Within 7km of the SAC and SPAs boundaries, new residential development will be required to mitigate recreation disturbance impacts on the SAC and SPAs through: i. the provision of on-site suitable alternative natural greenspace or financially contribute to off-site provision of such greenspace; and ii. A financial contribution to the implementation of a Strategic Access, Monitoring and Management Strategy for the SAC and SPAs.

Urban Green Space

To ensure there is an appropriate scale, type, quality and distribution of accessible urban green space that can support a high quality of life and other important green infrastructure functions: - existing urban green space will be protected and enhanced in balance with other considerations; and - we will work with developers and other stakeholders to deliver new high quality urban green spaces. Development should be designed to support the positive use of nearby green spaces, such as by offering a high-quality setting, providing natural surveillance, and facilitating easy access by walking and cycling.

Trees and Woodland

We will work to deliver the aims and objectives of the Greater Manchester Tree and Woodland Strategy, aiming to significantly increase tree cover, protect and enhance woodland, and connect people to the trees and woodland around them. This will be done through local planning and associated activities such as: 1. Protecting and expanding the mosaic of woodland habitats, linking fragmented areas of woodland, in particular wooded cloughs and pockets of ancient and riverside (riparian) woodland; 2. Encouraging habitat diversity through conserving and managing existing woodland and trees that are of heritage, cultural and/or aesthetic value, including ancient woodland and veteran trees; 3. Aiming to plant a tree for every resident in the plan area over the next 25 years as part of the City of Trees initiative; 4. Targeting tree-planting at the areas of greatest need where the green infrastructure benefits can be maximised, whilst avoiding the loss of, or harm to, other priority habitats, including encouraging woodland planting schemes on areas of low-grade agricultural land and land in need of remediation; 5. Establishing a new City Forest Park in Salford, Bolton and Bury, which will provide a vast urban forest close to the City Centre; 6. Considerably increasing the provision of street trees within urban areas; 7. Promoting the provision of community orchards to increase fruit consumption; 8. Promoting the opportunity for woodland conservation to raise awareness for the sustainable use of timber; 9. Securing a diversification of broadleaved species, in order to increase biodiversity and disease resilience; 10. Improving public access to woodland and trees particularly by sustainable travel models to capture the health and wellbeing benefits whilst managing the associated pressures; 11. Encouraging the positive management of woodland to bring it into a more productive state, improve habitat diversity, and more effectively contribute to important green infrastructure functions such as flood risk management, urban cooling and carbon storage/sequestration; And through development as follows: 12. Where development would result in the loss of existing trees, requiring replacement on the basis of two new trees for each tree lost, or other measures that would also result in a net enhancement in the character and quality of the treescape and biodiversity value in the local area, with a preference for on-site provision; and 13. Protecting trees and woodland during the construction phase of development.

A Net Enhancement of Biodiversity and Geodiversity

Through local planning and associated activities a net enhancement of biodiversity resources will be sought, including, where relevant, by: 1. Increasing the quality, quantity, extent and diversity of habitats, particularly priority habitats identified in national or local biodiversity action plans and those that support priority species; 2. Improving connections between habitats, to protect and enhance the provision of corridors, ecological networks (including Nature Recovery Networks) and steppingstones that enable the movement of species, especially as the climate changes; 3. Enhancing the management of existing habitats, including through habitat restoration, avoiding habitat fragmentation and combating invasive species; 4. Protecting sites designated for their nature conservation and/or geological importance, with the highest level of protection given to international and then national designations; 5. Facilitating greater access to nature, particularly within urban areas; 6. Supporting the development and implementation of the Great Manchester Wetlands Nature Recovery Network; and 7. Safeguarding, restoring and sustainably managing our most valuable soil resources, tackling soil degradation/erosion and recovering soil fertility, particularly to ensure protection of peat-based soils and safeguard 'best and most versatile' agricultural land. Development will be expected to: a. Follow the mitigation hierarchy of: i. Avoiding significant harm to biodiversity, particularly where it is irreplaceable, through consideration of alternative sites with less harmful impacts, then ii. Adequately mitigating any harm to biodiversity, then iii. Adequately compensating for any remaining harm to biodiversity b. Avoid fragmenting or severing connectivity between habitats; c. Achieve a measurable net gain in biodiversity of no less than 10% d. Make appropriate provision for long-term management of habitats and geological features connected to the development; e. Where appropriate, development should: mitigate air pollution impacts on Manchester Mosses SAC; mitigate urban edge, functionally linked land and recreation disturbance impacts on the South Pennine Moors SAC/SPAs; and assess and potentially mitigate boat movement, water pollution, and light spillage and shading impacts on the Rochdale Canal SAC; and f. Development proposals should be informed by the findings and recommendations of the appropriate biodiversity/ecological assessment(s) in the PfE evidence base and/or any updated or appropriate biodiversity/ecological assessments submitted as part of the planning application process.

Sustainable Development

To help tackle climate change, development should aim to maximise its economic, social and environmental benefits simultaneously, minimise its adverse impacts, utilise sustainable construction techniques and actively seek opportunities to secure net gains across each of the different objectives. In preparing plans, authorities should make as much use as possible of suitable previously-developed (brownfield) land and vacant buildings to meet development needs. In bringing forward previously developed sites for development, particular attention will be paid to tackling land contamination and stability issues, ensuring that appropriate mitigation and remediation is implemented to enable sites to be brought back into use effectively.

Flood Risk and the Water Environment

An integrated catchment-based approach will be taken to protect the quantity and quality of water bodies with reference to the North West River Basin Management Plan and managing flood risk, by: 1. Returning rivers to a more natural state, where practicable; 2. Working with natural processes and adopting a natural flood management approach to slow the speed of water drainage and intercept water pollutants; 3. Locating and designing development so as to minimise the impacts of current and future flood risk, including retrofitting or relocating existing developments, infrastructure and places to increase resilience to flooding; 4. Expecting developments to manage surface water run-off through sustainable drainage systems and as close to source as possible. Development should achieve greenfield run-off rates unless it is demonstrated to be impracticable. District local plans should consider setting more detailed surface water drainage policies to reflect local circumstances, including alternative surface water discharge rates, such as in areas with critical drainage issues; 5. Ensuring that sustainable drainage systems: i. Are designed to provide multifunctional benefits wherever possible, including for water quality, nature conservation and recreation; ii. Avoid adverse impacts on water quality and any possibility of discharging hazardous substances to ground; iii. Are delivered in a holistic and integrated manner, including on larger sites split into different phases; and iv. Are managed and maintained appropriately to ensure their proper functioning over the lifetime of the development. 6. Securing the remediation of contaminated land and the careful design of developments to minimise the potential for urban diffuse pollution to affect the water environment; and 7. As a minimum, residential development should meet the mandatory water efficiency standard of 125 litres/person/day as set out in Building Regulations. District local plans may and should consider setting a tighter water efficiency standard of 110 litres/person/day where there is a clear local need with reference to national guidance on housing optional technical standards.

Clean Air

A comprehensive range of measures will be taken to support improvements in air quality, focusing particularly on locations where people live, where children learn and play, where there are impacts on the green infrastructure network and where air quality targets are not being met, including: 1. Locating and designing development, and focusing transport investment, so as to reduce reliance on forms of transport that generate air pollution; 2. Determining planning applications having regard to the most recent development and planning control guidance published jointly by the Institute of Air Quality Management (IAQM) and Environmental Protection UK (EPUK), and the most recent IAQM Guidance on the Assessment of Dust from Demolition and Construction, or relevant successor guidance, including the requirement for developers to submit construction management plans as appropriate; 3. Requiring applications for developments that could have an adverse impact on air quality to submit relevant air pollution data so that adverse impacts on air quality can be fully assessed and development only permitted where they are acceptable and/or suitable mitigation can be provided; 4. Restricting developments that would generate significant point source pollution such as some types of industrial activity and energy generation; 5. Significantly expanding the existing commercial network of electric vehicle charging points, both for public and private use, including as part of new developments; 6. Implementing the Clean Air Plan and associated measures; 7. Facilitating the more sustainable distribution of goods within the urban area, including through accommodating urban consolidation centres and urban distribution centres that use ultra-low-emission vehicles, and local delivery facilities to reduce repeat delivery attempts; 8. Designing streets to avoid trapping air pollution at ground level, including through the appropriate location and scale of buildings and trees; 9. Controlling traffic and parking within and around schools, early years sites and other locations that are particularly sensitive to air quality; 10. Promoting actions that help remove pollutants from the air, such as enhancing the green infrastructure network and using innovative building materials that capture air pollutants; and 11. Development should be located in areas that maximise the use of sustainable travel modes and be designed to minimise exposure to high levels of air pollution, particularly for vulnerable users.

Resource Efficiency

The achievement of a circular economy and a zero-waste economy will play a key role in meeting Greater Manchester's ambition of becoming a leading green city region by 2038. The following measures will help achieve this: 1. Development and implementation of the Zero Waste Strategy for Greater Manchester which promotes overall reduction in the level of waste produced and supports resource efficiency within the Plan area in order to gain the maximum value from the things we produce; 2. Recognition of the role of existing infrastructure in managing our waste and protecting such facilities to ensure adequate waste management capacity is maintained; and 3. Using sustainable design and construction techniques to reduce carbon emissions, adapt and future proof to the impact of climate change, reduce and recycle waste and minimise water use.

Strategic Green Infrastructure

The following strategic green infrastructure assets will be protected and enhanced as key features: 1. River valleys and waterways (see Policy JP-G3 'River Valleys and Waterways') 2. Lowland wetlands and mosslands (see Policy JP-G4 'Lowland Wetlands and Mosslands') 3. Uplands (see Policy JP-G5 'Uplands') 4. Trees and woodland (see Policy JP-G7 'Trees and Woodland'). The protection and enhancement of these key strategic green infrastructure assets is complemented by a suite of policies to protect and enhance our network of green infrastructure, including protecting and enhancing sites of ecological value. This will enable our residents to access and maximise the benefits of green infrastructure on their health and wellbeing.

Heritage

We will proactively manage and work with partners to positively conserve, sustain and enhance our historic environment and heritage assets and their settings. Opportunities will be pursued to aid the promotion, enjoyment, understanding and interpretation of heritage assets, as a means of maximising wider public benefits and reinforcing Greater Manchester's distinct character, identity and sense of place. Local Plans will set out the key elements which contribute to the district's identity, character and distinctiveness and which should be the priority for conserving and enhancing in the future and demonstrate a clear understanding of the historic environment and the heritage values of sites, buildings or areas and their relationship with their surroundings. This knowledge should be used to inform the positive management and integration of our heritage by: 1. Setting out a clear vision that recognises and embeds the role of heritage in place-making; 2. Ensuring that the heritage significance of a site or area is considered in accordance with national planning policy in the planning and design process and opportunities for interpretation and local engagement are optimised; 3. Integrating the conservation and enhancement of heritage assets and their settings, with creative contextual architectural responses that contribute to their significance and sense of place; 4. Delivering positive benefits that sustain and enhance the historic environment, as well as contributing to the economic viability, accessibility and environmental quality of a place, and to social wellbeing; and 5. Exploring opportunities to reduce greenhouse gas emissions that restoration of historic buildings offer. Particular consideration will be given to ensure that the significance of key elements of the historic environment which contribute to Greater Manchester's distinctive identity and sense of place are protected from harm. These include historic town centres, places of worship, historic transport routes including the canal network, industrial buildings and structures including textile mills, farmsteads and other sites, buildings, and areas of identified archaeological, architectural, artistic and/or historic value. Development proposals affecting designated and non-designated heritage assets and/or their settings will be considered having regard to national planning policy. Where heritage assets have been identified as being at risk, Local Plans should identify specific opportunities for them to contribute to regeneration and place-making, and they should set out strategies for their repair and re-use. Development proposals which will help safeguard the significance of and secure a sustainable future for Greater Manchester's heritage at risk will be supported in principle, provided they are not contrary to national policy or other policies in the development plan. Proposals should be informed, as necessary, by the findings and recommendations of the appropriate heritage assessment(s) in the development plan evidence base and/or any updated heritage assessment submitted as part of the planning application process.

Beal Valley

Development on this site will be required to: 1. Be in accordance with a comprehensive masterplan and design code as agreed by the local planning authority. This will include the need for an infrastructure phasing and delivery strategy in accordance with policy JP-D1; 2. Deliver around 480 homes, providing a range of dwelling types and sizes to deliver inclusive neighbourhoods and meet local needs, including the delivery of high-quality family housing and affordable homes in accordance with relevant local plan requirements; 3. Provide for appropriate access points to and from the site in liaison with the local highway authority. The main point of access will be from Oldham Road (directly into the allocation) linking to a new internal spine road that will connect the site to the Broadbent Moss allocation to the south, and be delivered as part of the comprehensive development of both sites; 4. Safeguard an accessible route for walking and cycling connections from the proposed spine road through the northern part of the site, as part of any development, to offer the potential to link the site to Shaw Centre and further improve connectivity to the local area and beyond; 5. Provide a proportionate and evidence-based contribution to the delivery of the new Metrolink stop and new park and ride facility as part of the neighbouring Broadbent Moss allocation, which in part will help to serve and improve the accessibility and connectivity of both allocations; 6. Enhance pedestrian and cycling links to and from the site to the Shaw Metrolink stop, the new Metrolink stop proposed as part of the Broadbent Moss allocation, the bus network and surrounding area, as part of the multi-functional green-infrastructure network to encourage sustainable modes of travel and maximise the sites accessibility, developing on the existing recreation routes and public rights of way network; 7. Make provision for other new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 8. Reflect and respond to the special qualities and sensitivities of the key characteristics of the Pennine Foothills South / West Pennines landscape character type in accordance with policy JP-G1; 9. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with policy JP-G2; 10. Ensure the protection from development of a large green wedge, between the main development area and the Metrolink line to the east and its enhancement as part of the multi-functional green infrastructure network; 11. Make provision for biodiversity, including taking appropriate account of Shawside SBI, areas of priority habitat, including Deciduous Woodland and Lowland Fens, and Twingates local nature reserve, in accordance with policy JP-G8; 12. Mitigate the recreation disturbance impacts on the South Pennine Moors SAC/SPAs with reference to policy JP-G5, criterion 7 (c); 13. Protect and enhance the habitats and corridor along the River Beal to improve the existing water quality; 14. Provide for new and/or the improvement of existing open space, sport and recreation facilities, including the expansion and/or improvement of existing facilities at Heyside Cricket Club, commensurate with the demand generated in accordance with relevant local plan requirements; 15. Make provision for onsite, and/or financial contributions towards offsite, additional primary and/or secondary school provision to meet needs generated by the development, in accordance with policy JP-P5 and subject to the requirements of the agreed masterplan for the allocation; 16. Take appropriate account of relevant heritage assets, and their settings, including the listed buildings of Birshaw House and New Bank, in accordance with policy JP-P2; 17. Include provision for a wetland catchment area, in liaison with the Environment Agency, the Lead Local Flood Authority and Greater Manchester Ecology Unit, to the south east of the site within the Flood Zone 3 area, to provide net gains in flood storage for

Godley Green Garden Village

Development of this site will be required to: 1. Make provision for around 2,350 new homes across a range of types and tenures and having regard to the Council's most up-to-date Housing Needs Assessment. Affordable housing will be provided in accordance with the Council's affordable housing requirements; 2. Ensure Garden City principles are enshrined throughout; 3. Be in accordance with a comprehensive masterplan, phasing strategy and design code approved by the Local Planning Authority for the whole site, developed through engagement with the local community, Council and other appropriate stakeholders, in accordance with policy JP-D1; 4. Employ methods throughout the development process that will ensure the potential for archaeology is investigated as appropriate; 5. Ensure the character of, and interface between, new and existing development including the setting of heritage assets and dwellings and gardens, particularly those within the site, are sensitively designed and acknowledged by development proposals; 6. Establish two connected villages, each with their own distinct identity and separated by Godley Brook as a central landscape feature. Each village should be served by a local hub offering flexible workspace opportunities and a range of appropriate community, retail, cultural and leisure uses required to serve local needs; 7. Deliver higher density residential development around Hattersley train station in accordance with JP-H4, and around the village hubs; 8. Make financial contributions for offsite additional primary and/or secondary school provision to meet needs generated by the development and, where appropriate, set aside land within the allocation to facilitate the expansion of Alder High School in accordance with policy JP-P5, to be completed in an early phase of development; 9. Make provision for vehicular access into the site from the A560 Mottram Old Road, and for new and improved sustainable transport and highways infrastructure, having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 10. Provide, in an early phase of development, a pedestrian, cycle, equine (multi-user and accessible to all) bridge connecting to Hattersley and be designed and located to encourage use of public transport services at Hattersley train station; 11. Incorporate and enhance as attractive and desirable routes, existing public rights of way, the Trans Pennine Trail, and linkages to local assets such as Hyde town centre, schools, public transport services and Werneth Low Country Park; 12. Make provision for biodiversity, including taking appropriate account of the designated Sites of Biological Importance of Werneth Brook and Brookfold Wood, priority species and ecological features in accordance with policy JP-G8; 13. Mitigate the recreation disturbance impacts on the South Pennine Moors SAC/SPAs with reference to policy JP-G5, criterion 7 (c); 14. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt within the vicinity of the site in accordance with policy JP-G2; and 15. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Elton Reservoir

Any proposals for this allocation must be in accordance with a comprehensive masterplan that has been approved by the LPA. It shall include a clear phasing strategy as part of an integrated approach to the delivery of infrastructure to support the scale of the whole development in line with Policy JP-D1 'Infrastructure Implementation'. Development within this allocation will be required to: 1. Deliver a broad mix of around 3,500 homes to diversify the type of accommodation in the Bury and Radcliffe areas. This includes an appropriate mix of house types and sizes, accommodation for older people, plots for custom and self-build (subject to local demand as set out in the Council's self-build register) and higher densities of development in areas with good accessibility and with potential for improved public transport connectivity, particularly in the southern areas of the allocation. It is expected that around 2,100 of these homes will be delivered during the plan period; 2. Make provision for key enabling infrastructure including: i. A north-south strategic spine road connecting Bury and Bolton Road (A58) to Bury Road, Radcliffe that is designed to be suitable for buses, would not adversely impact on the operation of Metrolink services, incorporates provision for active travel and is in line with local design standards; ii. A strategic connection from the spine road to Spring Lane, Radcliffe via the former Coney Green High School site that is designed to be suitable for buses, incorporates provision for active travel and is in line with local design standards; iii. Other new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with Policy JP-C8; and iv. Appropriate structural upgrades to Elton Reservoir, where required. Residential development within the allocation will be controlled to ensure that the rate of housing delivery is coordinated with the implementation of the above infrastructure (or key elements of it); 3. Make provision for affordable housing in accordance with local planning policy requirements, equivalent to at least 25% of the dwellings on the site and across a range of housing types and sizes (with an affordable housing tenure split of 60% social or affordable rented and 40% affordable home ownership); 4. Make provision for two new two-form entry primary schools to meet needs generated by the development, in accordance with policy JP-P5; 5. Make provision for a new secondary school or, in the event that secondary school provision is delivered in an alternative way, make a financial contribution towards secondary school provision to meet needs generated by the development, in accordance with policy JP-P5; 6. Make provision for two new local centres in accessible locations which include a range of appropriate retail, health and community facilities required to serve purely local needs and ensure they are integrated with existing communities; 7. Ensure the design and layout allows for effective integration with surrounding communities, including active travel links and connections to Inner Radcliffe, Radcliffe town centre, Radcliffe Metrolink station, local schools and Bury town centre; 8. Make provision for the replacement of existing recreation space at Warth Fold that is equivalent or better in terms of quantity and quality and in a suitable location; 9. Provide a significant green corridor which remains within the Green Belt and provides a strategic amount of new, high quality and publicly accessible open space/parkland coupled with a network of multi-functional green and blue infrastructure within the allocation including the enhancement and the integration of the existing assets at Elton and Withins Reservoirs and the Manchester, Bolton and Bury Canal to create an extensive recreation, tourism and leisure asset; 10. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt within the site in accordance with Policy JP-G2; 11. Define and/or strengthen the boundaries of the retained area of Green Belt within the site such that it will comprise physical features that are readily recognisable and likely to be permanent; 12. Make provision for biodiversity, including taking appropriate account of SBIs at Elton Reservoir; Manchester, Bolton and Bury Canal (East); Elton Goit; Withins Reservoir; Black Lane Marl Pits; and Radcliffe Wetlands in accordance with Policy JP-G8; 13. Ensure the allocation is safe from and mitigates for potential flood risk from all sources including the River Irwell, Elton and Withins Reservoir and surface water and does not increase the flood risk elsewhere. The delivery of the allocation should be guided by an appropriate flood risk and drainage strategy which ensures co-ordination between phases of development; 14. Take appropriate account of relevant heritage assets, and their setting, including the Old Hall Farmhouse Grade II Listed Building in accordance with Policy JP-P2; and 15. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

South of Hyde

1. Housing will be provided in accordance with the Council's affordable housing requirement; 2. Be in accordance with a comprehensive masterplan, phasing strategy and design code approved by the Local Planning Authority for the whole site, developed through engagement with the local community, Council and other appropriate stakeholders, in accordance with policy JP-D1; 3. Ensure the character of, and interface between, new and existing development including the setting of heritage assets and dwellings and gardens, particularly those within the site are sensitively designed and acknowledged by development proposals; 4. Ensure that development edges successfully integrate into the adjoining landscape; 5. Deliver lower density residential development as the site elevation increases toward its eastern most extent at Lord Derby Road, having regard to the Landscape Character and Sensitivity Assessment within the plan's evidence base, and the guidance and opportunities identified within the Pennine Foothills (Dark Peak) character type; 6. Take appropriate account of relevant heritage assets and their settings, including the Grade II* listed Apethorn Farmhouse and Grade II Pole Bank Hall, in accordance with policy JP-P2. This shall include delivery of the sensitive restoration and long-term future use of the Grade II* listed Apethorn Farmhouse within an early phase of development so as to facilitate its removal from the Heritage at Risk Register; 7. Proposals should be informed by the findings and recommendations of the Historic Environment Assessment (2020) in the Plan's evidence base; 8. Make financial contributions for offsite additional primary and/or secondary provision to meet needs generated by the development in accordance with JP-P5; 9. Make provision for vehicular access into the east and west parcels from the A560 Stockport Road, and for new and improved sustainable transport and highways infrastructure, having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 10. Incorporate and enhance as attractive and desirable routes, existing public rights of way, including the Cown Edge Way and linkages to other recreational assets, including the Peak Forest Canal, Trans Pennine Trail and Werneth Low Country Park; 11. Make provision for biodiversity, including taking appropriate account of the designated Pole Bank Site of Biological Importance, priority species and ecological features in accordance with policy JP-G8; 12. Define and strengthen the boundaries of the Green Belt between the eastern development parcel and the adjoining retained Green Belt to the south such that they will comprise physical features that are readily recognisable and likely to be permanent; 13. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with policy JP-G2; 14. Make provision for flood risk and drainage having regard to the findings of, and indicative mitigation identified in, the Strategic Flood Risk Assessment within the plan's evidence base and prepare a site-wide drainage strategy; and 15. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Simister and Bowlee (Northern Gateway)

Development at this allocation will be required to: 1. Be in accordance with a comprehensive masterplan, design code and infrastructure phasing and delivery strategy, in line with Policy JP-D1 'Infrastructure Implementation', that has been agreed with the local planning authorities; 2. Deliver a broad mix of around 1,550 homes to diversify the type of accommodation across the Simister, Bowlee and Birch and Langley areas. This should include an appropriate mix of house types and sizes, accommodation for older people, plots for custom and self-build (subject to local demand having regard to the Councils' self-build registers and other relevant evidence) and a mix of housing densities with higher densities in areas of good accessibility and potential for improved public transport connectivity and lower densities adjacent to existing villages where development will require sensitive design to respond to its context; 3. Make provision for new and improved sustainable transport and highways Infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with Policy JP-C8; 4. Make provision for traffic restrictions on Simister Lane to prevent this route from being a form of access/egress to and from the allocation except by public transport; 5. Make provision for affordable housing in accordance with local planning policy requirements; 6. Make provision for a new two-form entry primary school and make financial contributions for off-site additional secondary school provision to meet needs generated by the development, in accordance with policy JP-P5; 7. Make provision for a new local centre in an accessible location which includes a range of appropriate retail, health and community facilities and ensure it is integrated with existing communities; 8. Ensure the design and layout allows for effective integration with surrounding communities, including active travel links and connections to local services and the new areas of employment at Heywood/Pilsworth (JPA1.1); 9. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with Policy JP-G2; 10. Strengthen the boundary of the Green Belt to the north-west of the site such that it will comprise physical features that are readily recognisable and likely to be permanent; 11. Make provision for biodiversity, including taking appropriate account of Bradley Hall Farm SBI, in accordance with Policy JP-G8; 12. Incorporate appropriate noise and air quality mitigation measures and high-quality landscaping along the M60 motorway corridors and local road network, if required, within the allocation; 13. Incorporate necessary remediation measures in areas affected by contamination and previously worked for landfill purposes; 14. Take appropriate account of relevant heritage assets, and their settings, including Heaton Park, in accordance with Policy JP-P2; and 15. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Beal Valley and Broadbent Moss

11. Make provision for biodiversity, including taking appropriate account of Shawside SBI, areas of priority habitat, including Deciduous Woodland and Lowland Fens, and Twingates local nature reserve, in accordance with policy JP-G8; 12. Mitigate the recreation disturbance impacts on the South Pennine Moors SAC/SPAs with reference to policy JP-G5, criterion 7 (c); 13. Protect and enhance the habitats and corridor along the River Beal to improve the existing water quality; 14. Provide for new and/or the improvement of existing open space, sport and recreation facilities, including the expansion and/or improvement of existing facilities at Heyside Cricket Club, commensurate with the demand generated in accordance with relevant local plan requirements; 15. Make provision for onsite, and/or financial contributions towards offsite, additional primary and/or secondary school provision to meet needs generated by the development, in accordance with policy JP-P5 and subject to the requirements of the agreed masterplan for the allocation; 16. Take appropriate account of relevant heritage assets, and their settings, including the listed buildings of Birshaw House and New Bank, in accordance with policy JP-P2; 17. Include provision for a wetland catchment area, in liaison with the Environment Agency, the Lead Local Flood Authority and Greater Manchester Ecology Unit, to the south east of the site within the Flood Zone 3 area, to provide net gains in flood storage for the wider catchment and / or actively reduce flood risk impacts downstream through additional storage, integrating it with the wider multi-functional green infrastructure network and incorporating sustainable drainage infrastructure; 18. Have regard to the Groundwater Source Protection Zone in the design of the development to ensure there are no adverse impacts to groundwater resources or groundwater quality and to ensure compliance with the Environment Agency's approach to groundwater protection and any relevant position statements; 19. Incorporate necessary remediation measures in areas affected by contamination and previously worked for landfill purposes; and 20. Consider the extraction of any viable mineral resources within Minerals Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Bottom Field Farm (Woodhouses)

1. Deliver around 30 homes, providing a range of dwelling types and sizes to deliver inclusive neighbourhoods and meet local needs, including a mix of high-quality family housing and affordable homes in accordance with relevant local plan requirements; 2. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 3. Reflect and respond to the special qualities and sensitivities of the key characteristics of the Incised Urban Fringe Valleys landscape character type in accordance with policy JP-G1; 4. Define and/or strengthen the boundaries of the Green Belt around the site such that they will comprise physical features that are readily recognisable and likely to be permanent; 5. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with policy JP-G2; 6. Make financial contributions for offsite additional primary and/or secondary school provision to meet needs generated by the development in accordance with policy JP-P5; and 7. Consider the extraction of any viable mineral resources within Minerals Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Broadbent Moss

Development on the site will be required to: 1. Be in accordance with a comprehensive masterplan and design code as agreed by the local planning authority. This will include the need for an infrastructure phasing and delivery strategy in accordance with policy JP-D1; 2. Deliver around 1,450 homes providing a range of dwelling types and sizes to deliver inclusive neighbourhoods and meet local needs, including a mix of high-quality family housing. This includes making provision for affordable homes in accordance with relevant local plan requirements and incorporating higher density housing in accordance with policy JP-H4 adjacent to the proposed Metrolink stop. It is estimated that around 376 of these homes will be delivered post 2039; 3. Deliver around 21,000 sqm of industrial and warehouse floorspace extending the existing employment opportunities at Higginshaw Business Employment Area; 4. The main points of access will be from Ripponden Road to the east and Oldham Road via the proposed spine road to be constructed as part of the development of JPA10 Beal Valley allocation. The spine road from allocation JPA10 will be extended across the site, including the part to be retained in the Green Belt, to Ripponden Road with a bridge over the Metrolink line. The spine road will serve the residential development and provide a through route between Ripponden Road and Oldham Road to the west of allocation JPA10. The industrial and warehouse development will be accessed from the existing industrial estate; 5. Safeguard land for, and provide a proportionate and evidence-based contribution towards, the delivery of a new Metrolink stop and park and ride facility, along with the Beal Valley allocation, which in part will help to serve both allocations and improve their accessibility and connectivity; 6. Make provision for other new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 7. Make provision for a local centre which provides a range of shops and services in accordance with relevant local plan requirements, in a suitable and accessible location within the site; 8. Enhance pedestrian and cycling links to and from the site to the new Metrolink stop, the Beal Valley strategic allocation, bus network and surrounding area, as part of the multi-functional green-infrastructure network, to encourage sustainable modes of travel and maximise the sites accessibility. This will include an accessible cycle and walking connection between the employment and residential developments within the allocation; 9. Reflect and respond to the special qualities and sensitivities of the key characteristics of the Pennine Foothills South / West Pennines landscape character type in accordance with policy JP-G1; 10. Define and/or strengthen the boundaries of the retained Green Belt within and adjoining the site such that they will comprise physical features that are readily recognisable and likely to be permanent; 11. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt within, and in the vicinity of, the site in accordance with policy JP-G2; 12. Make provision for biodiversity, including taking appropriate account of areas of priority habitat, including Deciduous Woodland and Lowland Fens, in accordance with policy JP-G8; 13. Mitigate the recreation disturbance impacts on the South Pennine Moors SAC/SPAs with reference to policy JP-G5, criterion 7 (c); 14. Protect and enhance the habitats and corridor along the River Beal to improve the existing water quality; 15. Make provision for onsite, and/or financial contributions towards offsite, additional primary and/or secondary school provision to meet needs generated by the development in accordance with policy JP-P5 and subject to the requirements of the agreed masterplan for the allocation; 16. Be informed by an appropriate flood risk assessment and a comprehensive drainage strategy, which includes a full investigation of the surface water hierarchy. The strategy should include details of full surface water management throughout the site as part of the proposed green and blue infrastructure. Development must avoid Flood Zone 3b, and deliver any appropriate recommendations, including those within the Strategic Flood Risk Assessment (SFRA) Level 2 Site Assessment Summary, ensuring development is safe and does not increase flood risk elsewhere. Natural sustainable drainage systems should be integrated as part of the multifunctional green infrastructure network and delivered in line with the GM Level 1 SFRA advice. Opportunities to use natural flood management and highway SUD's features should be explored; 17. Include provision for a wetland catchment area, in liaison with the Environment Agency, Lead Local Flood Authority and Greater Manchester Ecology Unity, in the northern central part of the site to the south of Cop Road within the Flood Zone 3 area, to provide net gains in flood storage for the wider catchment and / or actively reduce flood risk impacts downstream through additional storage, integrating it with the wider multi-functional green infrastructure network and incorporating SUDs; 18. Have regard to the Groundwater Source Protection Zone in the design of the development, to ensure that there are no adverse impacts to groundwater resources or groundwater quality, and to ensure compliance with the Environment Agency approach to groundwater protection and any relevant position statements. A detailed hydrological assessment should support any planning application within this zone; 19. Incorporate necessary remediation measures in areas affected by contamination and previously worked for landfill purposes; 20. Incorporate noise and air quality mitigation to protect the amenity of any new and existing occupiers (both residential and employment), where new residential development adjoins Higginshaw Business Employment Area and the proposed extension; and 21. Consider the extraction of any viable mineral resources within Minerals Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Chew Brook Vale (Robert Fletchers)

Development at this site will be required to: 1. Be in accordance with a comprehensive masterplan and design code agreed by the local authority. This will include the need for an infrastructure phasing and delivery strategy in accordance with policy JP-D1; 2. Deliver around 138 homes, providing a range of dwelling types and sizes to deliver inclusive neighbourhoods and meet local needs, including the delivery of high-quality family housing and affordable homes in accordance with relevant local plan requirements; 3. Provide a range of commercial, leisure and retail facilities of up to 3,000 sqm in accordance with relevant local plan requirements, as part of a mix of uses, to support tourism and leisure facilities, connected to its gateway location to the Peak District National Park and capitalising on its proximity to Dove Stone Reservoir; 4. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8 including an improved access off the A669 / A635 and improvements to the existing access road up to the mill complex, including the river crossing over Chew Brook, up to adoptable standards; 5. Incorporate multi-functional green and blue infrastructure and high levels of landscaping to minimise the visual impact on the wider landscape, mitigate its environmental impacts, and enhance pedestrian and cycling linkages with neighbouring communities, including Greenfield, Dove Stone reservoir and the surrounding countryside. This should include footpath networks and recreation routes that incorporate existing trees and habitat areas, providing a range of formal and informal recreational open space and access to existing public footpath networks and woodland areas surrounding the site; 6. Reflect and respond to the special qualities and sensitivities of the key characteristics of the Open Moorlands and Enclosed Upland Fringes (Dark Peak) landscape character type in accordance with policy JP-G1 and the site's proximity to Dove Stone Reservoir and the Peak District National Park; 7. Make provision for biodiversity, including taking appropriate account of areas of adjoining priority habitat, including Deciduous Woodland, in accordance with policy JP-G8; 8. Mitigate the recreation disturbance impacts on the South Pennine Moors SAC/SPAs with reference to policy JP-G5, criterion 7(c); 9. Be designed to relate positively to Chew Brook along the northern boundary, and other watercourses running through the site, integrating them as part of the multi-functional green infrastructure network, creating green routes along the watercourses, ensuring that development is set back to allow ecological movement, and providing opportunities to improve the existing water quality; 10. Define and/or strengthen the boundaries of the Green Belt around the site such that they will comprise physical features that are readily recognisable and likely to be permanent; 11. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with policy JP-G2; 12. Make financial contributions for offsite additional primary and/or secondary school provision to meet needs generated by the development in accordance with policy JP-P5; 13. Have regard to the setting of heritage assets in close proximity to the site, including Hey Top Conservation Area and Greenfield House and New Barn Grade II Listed Buildings, and be informed by a Heritage Statement which identifies those buildings and structures on the site that are considered to be non-designated assets and should be retained as part of development proposals. The alteration, extension or demolition of any buildings contributing to the landscape or heritage interest of the site will require clear justification in relation to the significance and setting of the asset within and/or in close proximity to the site; and 14. Be informed by an appropriate flood risk assessment, which takes account of any recommendations from the Level 2 Strategic Flood Risk Assessment Site Summary Report, and a comprehensive drainage strategy which includes a full investigation of the surface water hierarchy. Development must avoid Flood Zone 3b and deliver any appropriate recommendations, including mitigation measures, ensuring development is safe over its lifetime and does not increase flood risk elsewhere. The strategy should include details of full surface water management throughout the site which should be integrated into the proposed multi-functional green and blue infrastructure and include the de-culverting of Fletcher's Brook and the creation of an open channel watercourse running through, and discharging downstream of, the site.

Cowlishaw

Development at this site will be required to: 1. Be in accordance with a comprehensive masterplan and design code agreed by the local planning authority; 2. Deliver around 460 homes, providing a range of dwelling types and sizes so as to deliver more inclusive neighbourhoods and meet local needs, including the delivery of a mix of high-quality family housing and affordable homes in accordance with relevant local plan requirements; 3. Provide for appropriate access points to and from the site in liaison with the local highway authority. The main points of access to the site will be Cocker Mill Lane to the south, Kings Road to the west where any access arrangements will need to take account of the nearby priority habitats and children's play area and Denbigh Drive to the north where access will be limited to the small parcel at the north only. An emergency / controlled secondary access to the site should be provided via Cowlishaw; 4. Make provision for other new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 5. Make provision for green infrastructure (incorporating the retention and enhancement of existing public rights of way where appropriate), landscaping and biodiversity, including taking appropriate account of Cowlishaw Ponds SBI, the areas of priority habitat near to Kings Road, areas of woodland and other features on the site, so as to mitigate its environmental impacts, minimise the visual impact on the wider landscape and enhance linkages with the neighbouring communities and countryside; 6. Reflect and respond to the special qualities and sensitivities of the key characteristics of the Pennine Foothills South / West Pennines landscape character type in accordance with policy JP-G1; 7. Mitigate the recreation disturbance impacts on the South Pennine Moors SAC/SPAs with reference to policy JP-G5, criterion 7 (c); 8. Provide for new and/or the improvement of existing open space, sport and recreation facilities, including the retention, or relocation to elsewhere in the site, of the existing play area off Kings Road, commensurate with the demand generated and local surpluses and deficiencies, in accordance with relevant local plan requirements; and 9. Make financial contributions for offsite additional primary and/or secondary school provision to meet needs generated by the development in accordance with policy JP-P5.

Land South of Coal Pit Lane (Ashton Road)

Development on this site will be required to: 1. Be in accordance with a comprehensive masterplan and design code agreed by the local planning authority. This will include the need for an infrastructure phasing and delivery strategy in accordance with policy JP-D1; 2. Deliver around 175 homes, providing a range of dwelling types and sizes to deliver more inclusive neighbourhoods and meet local needs, including the delivery of high-quality family housing and affordable homes in accordance with relevant local plan requirements; 3. Provide for appropriate access points to and from the site in liaison with the local highway authority, with the main point of access being from Ashton Road. In addition, ensure that vehicular access from the western edge of the site is safeguarded so as to facilitate the provision of a future link road that would run through the site from Ashton Road to Coal Pit Lane (Limeside) and that the layout of development and design of roads within the site are capable of accommodating the said link road; 4. Make provision for other new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 5. Make provision for green infrastructure, landscaping and biodiversity, including taking appropriate account of areas of priority habitat, including Deciduous Woodland, so as to mitigate the potential environmental impacts, minimise the visual impact on the wider landscape and enhance linkages with the neighbouring communities and countryside; 6. Reflect and respond to the special qualities and sensitivities of the key characteristics of the Incised Urban Fringe Valleys landscape character type in accordance with policy JP-G1; 7. Define and/or strengthen the boundaries of the Green Belt to the south and west of the site such that they will comprise physical features that are readily recognisable and likely to be permanent; 8. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with policy JP-G2; 9. Make financial contributions for offsite additional primary and/or secondary school provision to meet needs generated by the development in accordance with policy JP-P5; 10. Incorporate necessary remediation measures in areas which are affected by previous coal mining and landfill on the site; and 11. Consider the extraction of any viable mineral resources within Minerals Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

South of Rosary Road

Development at this site will be required to: 1. Deliver around 60 homes, providing a range of dwelling types and sizes to deliver more inclusive neighbourhoods and meet local needs, including the delivery of high-quality family housing; 2. Provide for appropriate access points to and from the site in liaison with the local highway authority. The main point of access to the site will be through the neighbouring former Centre for Professional Development site and onto Rosary Road; 3. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 4. Make provision for green infrastructure and biodiversity net gain across the site, incorporating a suitable landscaping buffer between the proposed houses and the adjoining Bankfield Clough SBI and Deciduous Woodland priority habitat, so as to mitigate the potential environmental impacts, minimise the visual impact on the wider landscape and enhance linkages with the neighbouring communities and countryside; 5. Reflect and respond to the special qualities and sensitivities of the key characteristics of the Incised Urban Fringe Valleys landscape character type in accordance with policy JP-G1; 6. Define and/or strengthen the boundary of the Green Belt to the south of the site such that it will comprise physical features that are readily recognisable and likely to be permanent; 7. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with policy JP-G2; 8. Make financial contributions for offsite additional primary and/or secondary school provision to meet needs generated by the development in accordance with policy JP-P5; 9. Take appropriate account of relevant heritage assets, and their settings, including Bank Top Farmhouse listed building to the south of the site, in accordance with policy JP-P2; and 10. Consider the extraction of any viable mineral resources within Minerals Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Bamford / Norden

Development at this site will be required to: 1. Deliver around 450 new homes including significant provision of larger (4, 5 and 6 bedroom) houses in spacious plots, to reflect the grain and density of the surrounding residential areas, or similar types of larger homes as agreed with the Local Planning Authority and affordable housing in accordance with relevant local plan requirements; 2. Retain and significantly enhance the existing recreational facilities as part of an integrated green and blue infrastructure network on the site. The residential development on the site will provide contributions towards the improvement of the facilities which will create a high quality recreational and sports 'hub' serving the local area and the borough as a whole. The development should incorporate existing public rights of way along with new routes for active travel into a high quality integrated green infrastructure network that links to existing public rights of way in the countryside to the west and north west of the site; 3. Achieve excellent design and sustainability through masterplanning and the use of design codes for the whole site to ensure comprehensive development. This will include the need for an infrastructure phasing and delivery strategy in accordance with policy JP-D1; 4. Define the archaeological potential of the development site through the completion of archaeological evaluation in the form of geophysics, field walking and trial trenching for areas specified in the Bamford/Norden Historic Environment Assessment 2020. The masterplan must detail where significant archaeology must be preserved in situ and demonstrate how the development has responded sympathetically to this; 5. Provide access to the site from suitable points along Norden Road; 6. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 7. Reflect and respond to the special qualities and sensitivities of the key characteristics of the Pennine Foothills (West /South Pennines) landscape character type in accordance with policy JP-G1. This should take account of any visual impact from Ashworth Valley to the west given the high landscape and recreational value of that area; 8. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with policy JP-G2; 9. Take appropriate account of relevant heritage assets, and their settings, including the listed Bamford United Reform Church, in accordance with Policy JP-P2; 10. Make financial contributions for offsite additional primary and secondary school provision to meet needs generated by the development in accordance with policy JP-P5; and 11. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Castleton Sidings

Development at this site will be required to: 1. Deliver around 125 homes including provision of larger (4, 5 and 6 bedroom) houses, or similar types of larger homes as agreed with the Local Planning Authority, and affordable housing in accordance with relevant local plan requirements; 2. Create an area of accessible open space on the part of the site to be retained as Green Belt as part of a multi-functional green and blue infrastructure network. This will include defining a new Green Belt boundary to the west of the residential development that will comprise physical features that are readily recognisable and likely to be permanent and mitigation of the visual and noise impacts of the nearby railway. 3. Make land available within the site to facilitate the extension of the East Lancashire Railway (ELR) from Heywood to Castleton, and provision of tram-train infrastructure; 4. Achieve excellent design and sustainability through masterplanning and the use of design codes for the whole site to ensure comprehensive development; 5. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8. This should include the provision of good quality pedestrian and cycling routes through the site to Heywood Road/Manchester Road to the north east of the site, and to the existing footpaths on the adjoining golf course in order to facilitate safe and convenient access to the centre of Castleton, Castleton station, bus stops and employment locations around Heywood; 6. Carry out a project specific Habitats Regulation Assessment in relation to the Rochdale Canal for planning applications of 50 dwellings or more; 7. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt within and/or in the vicinity of the site in accordance with policy JP-G2; 8. Make financial contributions for offsite additional primary and secondary school provision to meet needs generated by the development in accordance with policy JP-P5; and 9. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Land North of Crimble Mill, Heywood

Development at this site will be required to: 1. Deliver around 400 new homes, including a proportion of larger (4, 5 and 6 bedroom) houses, or similar types of larger homes as agreed with the Local Planning Authority, and affordable housing in accordance with relevant local plan requirements; 2. Achieve excellent design and sustainability through masterplanning and the use of design codes for the whole site to ensure comprehensive development; 3. Deliver a landscape-led development, incorporating high-quality green and blue infrastructure that takes advantage of the site's River Roch frontage and reflects and responds to the special qualities and sensitivities of the key characteristics of the Pennine Foothills (West/South Pennines) landscape character type in accordance with policy JP-G1; 4. Secure the future of the Grade II* Listed Crimble Mill through retention, restoration and conversion to accommodate new uses and demonstrate how the development responds sympathetically to this heritage asset; 5. Carry out a project specific Habitats Regulation Assessment in relation to the Rochdale Canal for planning applications of 50 dwellings or more; 6. Mitigate the recreation disturbance impacts on the South Pennine Moors SAC/SPAs with reference to JP-G5, criterion 7 (c); 7. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8, which should include: a. New and improved walking and cycling access to the adjacent Queens Park; b. Enhancing walking and cycling routes to encourage sustainable access to Heywood town centre; and c. Facilitating a route adjacent to the River Roch to support the wider Roch Valley Way; 8. Any proposal needs to take into account the risk of flooding, particularly in respect of those parts of the site that are identified as being within Flood Zone 3. This includes ensuring that the mill building can be accessed from the north; 9. Any proposal should provide land adjacent to the existing primary school to the south of the site, to allow for the expansion of the school to accommodate the additional demand for places. Financial contributions will also be required to ensure provision of primary and secondary schools places to meet the needs generated by the development in accordance with policy JP-P5; and 10. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Crimble Mill

Development at this site will be required to: 1. Deliver around 250 new homes, including provision of larger (4, 5 and 6 bedroom) houses, or similar types of larger homes as agreed with the Local Planning Authority, and affordable housing in accordance with relevant local plan requirements, within an attractive riverside setting. This includes the provision of new homes within the converted Grade II* Listed Crimble Mill and on adjoining parts of the allocation retained in the Green Belt, in accordance with national policy relating to the partial or complete redevelopment of previously developed land in the Green Belt; 2. Secure the conversion and long term future of the listed mill buildings as part of a comprehensive, high quality development through masterplanning, design codes and a phasing and delivery strategy; 3. Protect and enhance the significance of the listed mill buildings and their setting, having regard to the Crimble Mill Historic Environment Assessment 2020; 4. Reflect and respond to the special qualities and sensitivities of the key characteristics of the Incised Urban Fringe Valleys landscape character type in accordance with policy JP-G1, having regard to the adjacent Queens Park, the River Roch and the wider river valley setting, including the incorporation of high-quality green and blue infrastructure; 5. Define the archaeological potential of the development site to the south of the mill complex and river through the completion of archaeological evaluation in the form of geophysics, field walking and trial trenching for areas specified in the Historic Environment Assessment (2020). The masterplan must detail where significant archaeology will be preserved in situ; 6. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with policy JP-G2; 7. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8. This should include vehicular access from an improved Crimble Lane access from the A58 as well as from Mutual Street and/or Woodland Road. This should also include retaining and enhancing existing rights of way and general access through and around the site including: a. New and improved walking and cycling access to the adjacent Queens Park; b. Enhancing walking and cycling routes to encourage sustainable access to Heywood town centre; and c. Facilitating a route adjacent to the River Roch to support the wider Roch Valley Way; 8. Any proposal needs to take into account the risk of flooding, particularly in respect of those parts of the site that are identified as being within Flood Zone 3. This includes ensuring that the mill building can be accessed from the north; 9. Any proposal should provide land adjacent to the existing primary school to the south of the site, to allow for the expansion of the school to accommodate the additional demand for places. Financial contributions will also be required to ensure provision of primary and secondary schools places to meet the needs generated by the development in accordance with policy JP-P5; and 10. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Land North of Smithy Bridge

Development at this site will be required to: 1. Deliver around 300 new homes, including provision of larger (4, 5 and 6 bedroom) houses, or similar types of larger homes as agreed with the Local Planning Authority, and affordable housing in accordance with relevant local plan requirements; 2. Achieve excellent design and sustainability through masterplanning and the use of design codes for the whole site to ensure comprehensive development; 3. Deliver a landscape-led development, incorporating high-quality green and blue infrastructure, that takes advantage of the site's attractive setting next to Hollingworth Lake and the Rochdale Canal and reflects and responds to the special qualities and sensitivities of the key characteristics of the Pennine Foothills (West/South Pennines) landscape character type in accordance with policy JP-G1; 4. Define the archaeological potential of the development site through the completion of archaeological evaluation in the form of geophysics, field walking and trial trenching for areas specified in the Land North of Smithy Bridge Historic Environment Assessment 2020. The masterplan must detail where significant archaeology must be preserved in situ and demonstrate how the development has responded sympathetically to this; 5. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8. This should include facilitating high quality, safe and convenient walking and cycling routes through the site to provide improved linkages to key local destinations including Littleborough Town Centre, Hollingworth Lake, Rochdale Canal and the two railway stations – Smithy Bridge and Littleborough; 6. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with policy JP-G2; 7. Carry out a project specific Habitats Regulation Assessment in relation to the Rochdale Canal for planning applications of 50 dwellings or more; 8. Mitigate the recreation disturbance impacts on the South Pennine Moors SAC/SPAs with reference to JP-G5, criterion 7 (c); 9. Facilitate the delivery of a new primary school and associated outdoor playing space. Make financial contributions for offsite additional secondary school provision to meet needs generated by the development in accordance with policy JP-P5; 10. Development will be required to retain and enhance the existing visitor car parking spaces on the site, or provide replacement visitor car parking spaces in a suitable location nearby for any existing spaces lost; and 11. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Newhey Quarry

Development at this site will be required to: 1. Deliver around 250 new homes, including provision of larger (4, 5 and 6 bedroom) houses, or similar types of larger homes as agreed with the Local Planning Authority, and affordable housing in accordance with relevant local plan requirements; 2. Deliver a mix of housing density, with the potential for higher density development in the south west part of the site closest to the village centre and the Metrolink stop. The northern and eastern parts of the site could include larger housing to diversify housing choice in the local area; 3. Achieve excellent design and sustainability through masterplanning and the use of design codes for the whole site to ensure comprehensive development; 4. Create a unique, high quality development including attractive and interesting open spaces and landscaping incorporating water features and safeguarding and enhancing biodiversity. This should include carrying out any necessary re-profiling of the quarry face, which is retained within the Green Belt; 5. Define and/or strengthen the Green Belt boundaries around/within the site such that they will comprise physical features that are readily recognisable and likely to be permanent; 6. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt within and/or in the vicinity of the site in accordance with policy JP-G2; 7. Take appropriate account of relevant heritage assets, and their settings, including the listed St Thomas Church and Bradley's Farmhouse, in accordance with Policy JP-P2; 8. Provide publicly available car parking to serve the Metrolink stop in Newhey and, if necessary, the residents on Huddersfield Road; 9. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8. This will include retaining and enhancing existing rights of way and creating a network of safe and attractive pedestrian and cycling routes linking the development to the centre of Newhey, the nearby Metrolink stop and the existing cycling / walking network; 10. Provide vehicular access to serve the proposed residential development and car parking via the existing access from Huddersfield Road; 11. Make financial contributions for offsite additional primary and secondary school provision to meet needs generated by the development in accordance with policy JP-P5; 12. Mitigate the recreation disturbance impacts on the South Pennine Moors SAC/SPAs with reference to JP-G5, criterion 7 (c); and 13. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Roch Valley

Development at this site will be required to: 1. Deliver around 200 homes including provision of larger (4, 5 and 6 bedroom) houses or similar types of larger homes as agreed with the Local Planning Authority, and affordable housing in accordance with relevant local plan requirements, on the northern part of the site adjacent to existing residential areas; 2. Achieve excellent design and sustainability through masterplanning and the use of design codes for the whole site to ensure comprehensive development; 3. Safeguard the land between the developed part of the site and the River Roch to contribute to measures that deliver flood alleviation benefits for the River Roch catchment between Littleborough and Rochdale town centre; 4. Reflect and respond to the special qualities and sensitivities of the key characteristics of the Pennine Foothills (West /South Pennines) landscape character type in accordance with policy JP-G1, particularly in relation to the materials used, the incorporation of green and blue infrastructure and the landscaping along the boundary of the site; 5. Protect and enhance archaeological features and where appropriate carry out archaeological evaluation for areas specified in the Roch Valley Historic Environment Assessment 2020 to understand where especially significant archaeology must be preserved in situ; 6. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8. This should include maintaining and enhancing pedestrian and cycle routes through the valley both to promote active lifestyles and provide sustainable routes to local centres, services and public transport, notably Smithy Bridge railway station to the south; 7. The layout of the development should be designed so as not to preclude the future delivery of a potential relief road incorporating attractive, high quality pedestrian and cycle routes between Smithy Bridge Road and Albert Royds Street (A664) to the west of the site; 8. Make financial contributions for offsite additional primary and secondary school provision to meet needs generated by the development in accordance with policy JP-P5; 9. Mitigate the recreation disturbance impacts on the South Pennine Moors SAC/SPAs with reference to JP-G5, criterion 7 (c); and 10. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Trows Farm

Development at this site will be required to: 1. Deliver around 550 new homes, including provision of larger (4, 5 and 6 bedroom) houses, or similar types of larger homes as agreed with the Local Planning Authority, and provision for affordable housing in accordance with relevant local plan requirements; 2. Achieve excellent design and sustainability through masterplanning and the use of design codes for the whole site to ensure comprehensive development. This will include the need for an infrastructure phasing and delivery strategy in accordance with policy JP-D1; 3. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8. This should include vehicular access to the site from Cowm Top Lane, as well as facilitating safe and attractive walking and cycling routes to the local centre of Castleton and the railway station; 4. Deliver a well-designed scheme which incorporates good quality green and blue infrastructure that reflects and responds to the special qualities and sensitivities of the key characteristics of the Urban Fringe Farmland landscape character type in accordance with policy JP-G1, having regard to the topography of the site, its prominent location adjacent to the M62 and A627(M) motorways, and existing biodiversity and greenspace corridors; 5. Define the archaeological potential of the development site through the completion of archaeological evaluation in the form of geophysics, field walking and trial trenching for areas specified in the Trows Farm Historic Environment Assessment 2020. The masterplan must detail where significant archaeology must be preserved in situ and demonstrate how the development has responded sympathetically to this; 6. Incorporate appropriate noise and air quality mitigation along the M62 and A627(M) motorway corridors; 7. Make financial contributions for offsite additional primary and secondary school provision to meet needs generated by the development in accordance with policy JP-P5; and 8. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Land at Hazelhurst Farm

Land at Hazelhurst to the east of the M60 and south of the A580 East Lancashire Road will be developed for around 400 dwellings. Development of this site will be required to: 1. Be in accordance with a masterplan/framework, consistent with a phasing and delivery strategy prepared in accordance with policy JP-D1 that has been developed in consultation with the local community and other stakeholders, and is considered acceptable by the city council; 2. Provide at least 50% affordable housing in accordance with relevant local planning policies, with some of this directed towards off-site provision; 3. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; including: a) Being designed to encourage the use of nearby public transport services, in particular the Leigh-Salford-Manchester bus rapid transit service, with high quality pedestrian and cycling routes and off-site pedestrian crossings that connect all parts of the site to nearby bus stops; b) Incorporating attractive public rights of way through the site which connect into the wider pedestrian and cycling network providing access to local facilities; 4. Ensure that vehicular access to the site does not have an unacceptable impact on the quality of existing residential areas; 5. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with policy JP-G2; 6. Protect the quality of watercourses through and around the site; 7. Respond to the site's location, characteristics and surroundings to take opportunities to incorporate green infrastructure that can most effectively benefit the site and the wider area; 8. Protect and enhance the Worsley Woods Site of Biological Importance to the west of the site; 9. Retain mature woodland, hedgerows, swamp and water bodies as important landscape features within the site, supporting an overall increase in its nature conservation value; 10. Support the objectives for the Great Manchester Wetlands Nature Improvement Area in accordance with local planning policies; 11. Make provision for biodiversity in accordance with policy JP-G8; 12. Provide a buffer for the overhead power lines that run across the site; 13. Provide mitigation to address noise and air pollution from nearby roads; 14. Contribute to the achievement of recreation space standards in accordance with local planning policies; 15. Set aside land to accommodate additional primary school provision, unless it can be demonstrated that sufficient additional school places will be provided off-site within the local area to meet the likely demand generated by the new housing; 16. Employ methods throughout the construction process that will ensure the potential for archaeology is investigated and any finds safeguarded and properly recorded; and 17. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

East of Boothstown

The area between the existing settlement of Boothstown and the RHS Garden Bridgewater site, between Leigh Road and the Bridgewater Canal, will be developed for around 300 dwellings. The site will be developed at a low density and to an exceptional quality, primarily targeting the top end of the housing market with the intention of attracting and retaining highly skilled workers within Greater Manchester. Development of this site will be required to: 1. Be in accordance with a masterplan/framework, consistent with a phasing and delivery strategy prepared in accordance with policy JP-D1 that has been developed in consultation with the local community and other stakeholders, and is considered acceptable by the city council; 2. Provide at least 50% affordable housing in accordance with relevant local planning policies, with some of this directed to off-site provision; 3. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with policy JP-G2; 4. Retain Alder Wood and the other areas of mature deciduous woodland and protected trees; 5. Take opportunities to enhance the ecological value of Shaw Brook, including naturalising where practicable and retaining significant open land around it, and utilise the brook as a central landscape feature running through the site; 6. Incorporate a landscaped buffer along the eastern boundary of the site facing RHS Garden Bridgewater; 7. Provide a detailed drainage and flood risk management strategy which addresses the outcomes of the Strategic Flood Risk Assessment, ensuring that development does not increase flood risk elsewhere; 8. Incorporate high quality sustainable drainage systems as part of the green infrastructure for the site and accommodate sufficient space for any necessary flood storage, particularly in the south of the site; 9. Protect the quality of watercourses through and around the site; 10. Support the objectives for the Great Manchester Wetlands Nature Improvement Area in accordance with local planning policies; 11. Make provision for biodiversity in accordance with policy JP-G8; 12. Undertake hydrological and ground investigations to determine the extent and quality of any peat identified in the southern part of the site to inform the potential for restoration and the comprehensive masterplanning of the site which should ensure that the loss or deterioration of any irreplaceable habitat is avoided; 13. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; including: a. Ensuring good quality access by walking and cycling for all residents to services and facilities in Boothstown and the local area, bus services on the surrounding road network, the Bridgewater Canal and Chat Moss to the south, including through the provision of a high quality network of pedestrian and cycle routes throughout the site; off-site pedestrian crossings and a footpath adjacent to the site on the south side of Leigh Road; b. Securing further improvements to the path on the north side of the Bridgewater Canal to provide a high quality walking and cycling route to RHS Garden Bridgewater, Worsley Village and Boothsbank Park; 14. Include a new neighbourhood equipped area of play and contribute to the achievement of recreation space standards in accordance with local planning policies; 15. Make financial contributions for offsite additional primary and/or secondary provision to meet needs generated by the development, in accordance with JP-P5; 16. Provide an easement for the significant utilities infrastructure running through and near the site; 17. Take its primary access from Occupation Road; 18. Incorporate mitigation to address noise and air pollution from nearby roads; 19. Take appropriate account of relevant heritage assets, and their settings, including Worsley Hall Garden Cottage; the Bothy; and Worsley Park, in accordance with policy JP-P2; 20. Employ methods throughout the construction process that will ensure the potential for archaeology is investigated and any finds safeguarded and properly recorded; and 21. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

South of Hyde

Development of this site will be required to: 1. Make provision for around 440 new homes, across a range of types and tenures having regard to the Council's most up-to-date Housing Needs Assessment. Affordable housing will be provided in accordance with the Council's affordable housing requirement; 2. Be in accordance with a comprehensive masterplan, phasing strategy and design code approved by the Local Planning Authority for the whole site, developed through engagement with the local community, Council and other appropriate stakeholders, in accordance with policy JP-D1; 3. Ensure the character of, and interface between, new and existing development including the setting of heritage assets and dwellings and gardens, particularly those within the site are sensitively designed and acknowledged by development proposals; 4. Ensure that development edges successfully integrate into the adjoining landscape; 5. Deliver lower density residential development as the site elevation increases toward its eastern most extent at Lord Derby Road, having regard to the Landscape Character and Sensitivity Assessment within the plan's evidence base, and the guidance and opportunities identified within the Pennine Foothills (Dark Peak) character type; 6. Take appropriate account of relevant heritage assets and their settings, including the Grade II* listed Apethorn Farmhouse and Grade II Pole Bank Hall, in accordance with policy JP-P2. This shall include delivery of the sensitive restoration and long-term future use of the Grade II* listed Apethorn Farmhouse within an early phase of

Timperley Wedge

Development of the site will be required to: 1. Be in accordance with a Masterplan that has been developed in consultation with the local community and other stakeholders, and approved by the Local Planning Authority. The Masterplan must include a robust phasing and delivery strategy, as required by policy JP-D1. This will be prepared in partnership with key stakeholders and ensure the whole allocation is planned and delivered in a coordinated and comprehensive manner with proportionate contributions to fund necessary infrastructure; Residential Development 2. Deliver around 2,500 homes of which 1,800 will be in the plan period as set out on the Indicative Allocation Plan (Picture 11.10); 3. Deliver high quality residential units which are accessible, integrated with the existing community and well designed to create a genuine sense of place; 4. Deliver residential development at an average density of 35 dph in the northern part of the allocation area, reflecting the existing urban area. Higher density development at an average of 70 dph will be appropriate close to the new local centre, Davenport Green Metrolink stop and the NPR Manchester Airport station; 5. Provide a minimum of 45% affordable housing throughout the site; 6. Make appropriate provision for self-build custom build plots, subject to local demand as set out in the Council's self-build register; Employment Development 7. Deliver around 60,000 sqm E (g(i)) office employment land within a mixed employment residential area set out in the Indicative Allocation Plan (picture 11.10) of which 30,000 sqm will be in the Plan period; Transport Integration and Accessibility 8. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 9. Deliver a network of new safe cycling and walking routes through the allocation, including enhancements of Brooks Drive and creating new/enhancing existing Public Rights of Way; 10. Accommodate the delivery of the Manchester Airport Metrolink Line Western Leg extension including Metrolink stop(s); 11. Deliver a new spine road through the site with connections to the existing road network and local access to development sites, incorporating separate pedestrian and cycling space as well as bus priority infrastructure to improve east west connections between Altrincham and Manchester Airport; Community Facilities 12. Provide a local centre comprising a range of shops and services to meet local needs close to the Davenport Green stop of the Metrolink Western Leg extension; 13. Make financial contributions for offsite additional primary and/or secondary school provision to meet needs generated by the de

New Carrington

Development of this site will be required to: 1. Be in accordance with a masterplan that has been developed in consultation with the local community and approved by the local planning authority. The masterplan must include a phasing and delivery strategy, as required by policy JP-D1. Central to the masterplan shall be the consideration of opportunities to restore habitats, strengthen ecological networks, and manage the carbon and hydrological implications of development, having regard to the presence of peat on parts of the site. It should also have regard to the anticipated Hynet North West Hydrogen pipeline (as relevant). The masterplan will be prepared in partnership with key stakeholders to ensure the whole allocation is planned and delivered in a coordinated and comprehensive manner with proportionate contributions to fund necessary infrastructure; 2. Have regard to the relevant Health and Safety Executive's consultation zones and Land Use Planning advice; 3. Deliver around 5,000 units at Carrington / Partington and Sale West; 4. Deliver residential development at the following average densities, recognising the distinct characteristics of each area (as set out on the Indicative Allocation Plan (Picture 11.46): - Central Carrington – average 35 dph - Sale West – average 40 dph - Partington East – average 35 dph, increasing to an average of 40 dph in areas close to the existing Partington urban area. Higher density development at an average of 55 dph will be appropriate close to the local centre; - Warburton Lane – average 25 dph 5. Make provision for a minimum of 15% affordable housing across the allocation to be provided in accordance with local policy requirements in relation to type and tenure; 6. Make appropriate provision for self-build/custom-build plots, subject to local demand as set out in the Council's self-build register; 7. Deliver around 350,000 sqm (gross) of employment opportunities for B2 / B8 uses; 8. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 9. Deliver a network of safe cycling and walking routes through the allocation and linking to surrounding areas, including utilising the Carrington rides, improving the Trans Pennine Trail and creating new/enhancing existing Public Rights of Way and bridleways; 10. Deliver connected neighbourhoods which successfully link with existing communities at Carrington, Partington and Sale West, overcoming barriers such as the Red Brook and the disused railway line between Timperley and Irlam, to successfully integrate development; 11. Provide an east / west strategic sustainable transport corridor across the site from the Manchester Ship Canal to Sale to link with the wider Carrington Greenway scheme; 12. Contribute to new / enhanced bus services and deliver bus priority infrastructure within the site and, where appropriate, on bus routes linking to the site; 13. Facilitate delivery of the Carrington Relief Road to provide an alternative route to the A6144, incorporating provision for pedestrians, cyclists and bus priority measures; 14. Create a local centre comprising a range of small shops and services, within the Partington East development area at a scale to serve the needs of the proposed communities and improve the sustainability of the wider Partington and Carrington area; 15. Provide a Neighbourhood Centre in the Central Carrington and Sale West character areas to provide local services and community facilities to meet local needs; 16. Make financial contributions for offsite additional primary and/or secondary school provision to meet needs generated by the development and, where appropriate, make provision for a new primary school on site, in accordance with JP-P5; 17. Provide a significant green corridor through the site which remains in the Green Belt and provides an area of protected, high quality, publicly accessible green infrastructure; 18. Define and/or strengthen the boundaries of the Green Belt around/within the site such that they will comprise physical features that are readily recognisable and likely to be permanent; 19. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt within and/or in the vicinity of the site in accordance with policy JP-G2; 20. Provide significant areas of open and publicly accessible green space throughout the allocation as part of the wider strategic green infrastructure network. Creating important multi-functional recreational spaces and active travel routes, linking different areas within and beyond the site; 21. Provide a range of types and sizes of open space in accordance with local planning policy requirements, including local open space; natural and semi-natural greenspace; equipped and informal play and youth provision; outdoor sports facilities and allotments, ensuring arrangements for their long-term maintenance; 22. Provide strategic green spaces broadly in the locations identified on the Indicative Allocation Plan (Picture 11.46). These areas will be protected from development and will deliver improved green infrastructure and access (including new or improved public rights of way), to mitigate the impacts of development; 23. Make provision for biodiversity, including taking appropriate account of Brookheys Covert Site of Special Scientific Interest (SSSI), eight local Sites of Biological Importance (SBIs), local nature conservation sites and features including woodland and hedgerows within the allocation, in accordance with Policy JP-G8; 24. Undertake hydrological and ground investigations as necessary to inform the comprehensive masterplan and use of suitable construction techniques to ensure any loss or deterioration of irreplaceable habitat, and adverse impacts on the hydrology of undeveloped areas, is minimised. Where loss or deterioration is unavoidable, a suitable compensation strategy should be identified and delivered, including the potential restoration of lowland raised bog and complementary habitats elsewhere within the site; 25. Achieve enhanced delivery of ecosystem services through the restoration and creation of wildlife corridors, steppingstone habitats and areas of wetland within the site, commensurate with the identified high potential of the area in this regard and the role of the allocation site in the context of the Local Nature Recovery Network for Greater Manchester and, in accordance with policy JP-G2. These areas will seek to deliver the objectives of the Great Manchester Wetlands Nature Improvement Area; 26. Deliver a clear and measurable net gain in biodiversity, including provision for long-term management of habitats and geological features which may include SUDs systems of high biodiversity value created as part of the overall flood risk and drainage strategy; 27. Protect and enhance the habitats and corridors along Sinderland Brook, the River Mersey and the Manchester Ship Canal as part of the catchment-based approach for the Upper Mersey to improve the existing water quality; 28. Retain important landscape views and features such as the rides, hedgerows and tree belts and use these features to develop a distinct sense of place at New Carrington; 29. Reflect and respond to the special qualities and sensitivities of the key characteristics of the Mossland and Lowland Farmland landscape character type in accordance with Policy JP-G1, particularly as regards layout and design that respects the settings of Dunham Massey estate, Warburton Village and Warburton Deer Park; 30. Provide appropriate landscape buffers across the site, including a substantial landscape buffer along the southern boundary of the Warburton Lane development parcels to mitigate the impact on the rural landscape to the south of the allocation; 31. Ensure new development is place-led, respecting the local character, heritage and positive local design features of the area; 32. Respect the urban/rural fringe setting in the design of the development, in terms of its height, scale and siting, and demonstrate high standards of design; 33. Take appropriate account of relevant heritage assets and their settings, including the Warburton Deer Park, listed buildings and areas of high archaeological potential in the south west of the site, in accordance with Policy JP–P2; 34. Mitigate flood risk and surface water management issues, both within and beyond the site, through the design and layout of development and in accordance with an allocation wide flood risk, foul and surface water management strategy, which will form part of the Masterplan/delivery strategy (Criterion 1); 35. Address land contamination issues by undertaking appropriate site investigations to identify the level of contamination and deliver effective remediation to ensure there are no unacceptable risks to human health and the water environment; 36. Incorporate appropriate noise and air quality mitigation particularly along major transport corridors and in relation to existing and new businesses, facilities and employment uses, including existing operational wastewater treatment works; 37. Improvements to the existing Partington and Altrincham wastewater treatment works will be supported where they are needed to respond to future foul and surface water infrastructure requirements; and 38. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

North of Mosley Common

Development of this site will be required to: 1. Be in accordance with a comprehensive masterplan that is agreed by the Council. This will include the need for an infrastructure phasing and delivery strategy in accordance with policy JP-D1; 2. Deliver around 1,100 new homes, including affordable housing in accordance with local policy requirements, with higher densities close to existing and new bus stops on the Leigh-Salford-Manchester (LSM) Guided Busway, as applicable; 3. Make provision for new and improved sustainable transport and highways infrastructure, having regard to the indicative transport interventions set out in Appendix D in accordance with Policy JP-C8. This includes an additional stop on the busway, and proportionate contributions to increased passenger capacity on the busway at peak times, subject to full detailed busway service analysis being undertaken in conjunction with Transport for Greater Manchester; 4. Ensure that good quality road access is provided into the site, including from Mort Lane, Bridgewater Road, City Road and Silk Mill Street. Any access arrangements from Silk Mill Street should ensure good quality pedestrian and cycle linkages into the rest of the site; 5. Provide new community facilities on-site in a suitably accessible location close to a future additional stop on the guided busway; 6. Provide new primary education facilities on-site, as a new school and/or as an expansion to St John's Mosley Common Primary School, unless it is determined by the council that it is not needed; and make financial contributions for off-site additional secondary school provision to meet needs generated by the development, in accordance with Policy JP-P5; 7. Make provision for biodiversity, including taking appropriate account of areas of priority habitat, which include watercourses, ponds, hedgerows and areas of woodland on and/or around the site, in accordance with Policy JP-G8; 8. Protect and enhance the environs of Honksford Brook through the creation of a green infrastructure corridor, including safeguarding land for a flood storage area to mitigate the risk of flooding downstream; 9. Provide a robust landscaped boundary with open countryside in the Green Belt to the north; 10. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with Policy JP-G2; and 11. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Pocket Nook

Development of this site will be required to: 1. Be in accordance with a comprehensive masterplan that is agreed by the Council. This will include the need for an infrastructure phasing and delivery strategy in accordance with Policy JP-D1; 2. Safeguard a north-south corridor towards the west of the site allocation for the potential construction of High Speed 2 Rail; 3. Deliver around 600 homes, including affordable housing in accordance with local policy requirements. Around 75 of these homes should be to the west of the safeguarded HS2 route on land accessed from Rowan Avenue; 4. Deliver around 15,000 sqm of E(g), B2 and/or B8 employment floorspace on land to the west of the safeguarded HS2 route accessed from Newton Road; 5. Deliver a new road through the site from A579 Atherleigh Way to A572 Newton Road (via Enterprise Way), including a new bridge over the HS2 rail line if necessary, that is of a design quality to accommodate bus services; 6. Make financial contributions for offsite additional primary and/or secondary school provision to meet needs generated by the development, in accordance with policy JP-P5; 7. Make provision for new and improved sustainable transport infrastructure, having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 8. Protect and enhance the environs of Carr Brook through the creation of a green infrastructure corridor, in accordance with Policy JP-G2; 9. Make provision for biodiversity, including taking appropriate account of areas of priority habitat, which include ponds, hedgerows and areas of broad-leaved woodland on and/or around the site, in accordance with policy JP-G8; 10. Ensure that groundwater resources are not jeopardised through the construction process or uses thereafter; and 11. Take appropriate account of heritage assets and their settings, including the Grade II Listed Fair House Farmhouse on Pocket Nook Lane, in accordance with Policy JP-P2.

West of Gibfield

Development of this site will be required to: 1. Be in accordance with a comprehensive masterplan that is agreed by the Council. This will include the need for an infrastructure phasing and delivery strategy in accordance with policy JP-D1; 2. Deliver around 500 new homes, including affordable housing in accordance with local policy requirements; 3. Deliver around 45,500 sqm of E(g), B2 and/or B8 employment floorspace on land in the southern part of the site; 4. Ensure good quality road access is provided into the site, including through an extension of Gibfield Park Way northwards. A route for the continuation of Gibfield Park Way further northwards towards the rail line should be safeguarded within the site, to connect into potential future road infrastructure to be provided in Bolton; 5. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 6. Ensure convenient and safe access for pedestrians and cyclists within the site towards local bus services and Daisy Hill and Hag Fold rail stations; 7. Make financial contributions for offsite additional primary and/or secondary school provision to meet needs generated by the development, in accordance with policy JP-P5; 8. Provide a high quality, landscaped corridor along Gibfield Park Way, including its extension northwards within the allocation, through the planting of street trees and other strategic landscaping; 9. Provide a substantial accessible green infrastructure corridor and country park on land remaining in the Green Belt within the allocation, and ensure ongoing arrangement for its maintenance, agreed with the Council; 10. Ensure appropriate provision is made to sufficiently mitigate the impact of development on great crested newts; 11. Make provision for biodiversity, including taking appropriate account of Sites of Biological Importance and areas of priority habitat, which include ponds, watercourses, dry heath/acid grassland, hedgerows and areas of woodland on and/or around the site in accordance with policy JP-G8; 12. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with Policy JP-G2; and 13. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Seedfield

Development in this allocation will be required to: 1. Deliver a broad mix of around 140 homes to diversify the type of accommodation in the Seedfield area; 2. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with Policy JP-C8; 3. Make provision for affordable housing in accordance with local planning policy requirements, equivalent to at least 25% of the dwellings on the site and across a range of housing types and sizes (with an affordable housing tenure split of around 60% social or affordable rented and 40% affordable home ownership); 4. Ensure the design and layout allows for effective integration with surrounding communities, including active travel links to Burrs Country Park and employment opportunities in Bury Town Centre; 5. Retain and enhance existing recreation facilities or, where necessary, make provision for replacement facilities that are equivalent or better in terms of quantity and quality and in a suitable location; 6. Retain and enhance the wildlife corridor and green infrastructure to the west and south of the allocation and introduce appropriate mitigation measures in accordance with Policy JP-G2 'Green Infrastructure Network'; 7. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with Policy JP-G2; and 8. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Walshaw

Any proposals for this allocation must be in accordance with a comprehensive masterplan that has been approved by the LPA. It shall include a clear phasing strategy as part of an integrated approach to the delivery of infrastructure to support the scale of the whole development in line with Policy JP-D1 'Infrastructure Implementation'. Development in this allocation will be required to: 1. Deliver a broad mix of around 1,250 homes to diversify the type of accommodation in the Walshaw area. This includes an appropriate mix of house types and sizes, accommodation for older people, and provision of plots for custom and self-build housing (subject to local demand as set out in the Council's self-build register); 2. Make provision of a new strategic through road to enable an alternative to Church Street, Bank Street and High Street that is designed to be suitable for buses and incorporates active travel and is in line with local design standards; 3. Make provision for a network of safe cycling and walking routes through the allocation linking neighbourhoods with key destinations, incorporating Leigh Lane and Dow Lane; 4. Make provision for other new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with Policy JP-C8; 5. Make provision for affordable housing in accordance with local planning policy requirements, equivalent to at least 25% of the dwellings proposed on the site and across a range of housing types and sizes (with an affordable housing tenure split of 60% social or affordable rented and 40% affordable home ownership);

Scale, Distribution and Phasing of New Housing Development

A minimum of 175,185 net additional dwellings will be delivered over the period 2022-2039, or an annual average of around 10,305. The new homes will be of good quality and design, adaptable, supported by the necessary infrastructure and amenities and their distribution (as set out in Table 7.2) will support the Plan's overall strategy which enables people to reduce the need to travel when taking advantage of our key assets. The delivery rates in Table 7.2 are the minimum number of net additional dwellings each district is expected to identify a sufficient supply of sites for through their local plans. The phasing of development is set out in Table 7.2. Where national policy requires a local planning authority to identify and update annually a supply of specific deliverable sites in their district, this will be assessed against the minimum delivery rates for the district set out in Table 7.2, irrespective of any shortfalls or surpluses in other districts and in the Plan area overall (unless national policy requires a different figure to be used). Each local authority will monitor delivery rates within their area and will take action as necessary to ensure that delivery rates are maintained as anticipated in this plan. If this regular monitoring reveals significant deviation from the phasing in this plan, the factors resulting in these changes will be determined and consideration will be given to what action would be appropriate, including development management action and review of the policies in this plan. This work would feed into the regular reviews of this plan, although individual authorities may wish to take specific local action outside the formal review process to ensure that they can maintain delivery rates.

Affordability of New Housing

Substantial improvements will be sought in the ability of people to access housing at a price they can afford, including through: 1. Significantly increasing the supply of new housing, in accordance with Policy JP-H1 'Scale, Distribution and Phasing of New Housing Development', thereby reducing the potential for a shortfall to lead to large house price and rent increases 2. Maximising the delivery of additional affordable homes, including through local plans setting targets for the provision of affordable housing for sale and rent as part of market-led developments based on evidence relating to need and viability 3. Supporting provision of affordable housing as part of new developments (avoiding where possible clusters of tenure to deliver mixed communities) 4. Working with Government to maximise the amount of public funding being directed towards the provision of new affordable housing 5. Increasing the supply of low-cost market housing, to complement the provision of affordable homes and diversify options for low income households.

Type, Size and Design of New Housing

Development across the plan area should seek to incorporate a range of dwelling types and sizes including for self-build and community led building projects to meet local needs and deliver more inclusive neighbourhoods. Where appropriate, this should include incorporating specialist housing for older households and vulnerable people. Residential developments should provide an appropriate mix of dwelling types and sizes reflecting local plan policies, and having regard to masterplans, guidance and relevant local evidence. Housing provision to accommodate specific groups, such as students and travelling people, will be addressed through district local plans. All new dwellings must: 1. Comply with the nationally described space standards; and 2. Be built to the 'accessible and adaptable' standard in Part M4(2) of the Building Regulations unless specific site conditions make this impracticable. Innovation in housing development will be supported where it is consistent with the principles of good design and contributes to local distinctiveness, including the use of modern methods of manufacturing that can help to improve the speed of delivery and increase building standards.

Density of New Housing

New housing development should be delivered at a density appropriate to the location, reflecting the relative accessibility of the site by walking, cycling and public transport and the need to achieve efficient use of land and high-quality design. Regard should be had to the minimum densities set out below. Location (use highest density that applies when a site falls within more than one location) | Minimum net residential density (dwellings per hectare): Within the location | Minimum net residential density (dwellings per hectare): Within 400 metres | Minimum net residential density (dwellings per hectare): Within 800 metres Designated centres: City Centre | 200 | 120 | 70 Designated town centres | 120 | 70 | 50 Other designated centres | 70 | 50 | 35 Public transport stops: Main rail stations and Metrolink stops in the City Centre | N/A | 200 | 120 Other rail stations and Metrolink stops | N/A | 120 | 70 Other rail stations with a frequent service and all other Metrolink stops | N/A | 70 | 50 Leigh Guided Busway stops | N/A | 50 | 35 Areas within GMAL 6 and above or its equivalent | 50 | 35 | 35 All other locations: minimum net residential density of 35 dwellings per hectare Lower densities may be acceptable where they can be clearly justified by: 1. Local housing market issues, such as a demonstrable need for a particular type of housing that cannot be delivered at a higher density; or 2. Site-specific issues, such as the design context and any potential impact on the wider landscape or townscape including heritage assets and green infrastructure In order to achieve an appropriate mix of housing across the plan area, developments should include the provision of houses and/or apartments having regard to the following and the need to achieve high quality design: A. 35-70 dwellings per hectare: primarily houses B. 70-120 dwellings per hectare: mix of houses and apartments C. 120+ dwellings per hectare: primarily apartments, incorporating houses and/or ground-floor duplexes where practicable

New Carrington

Lying within the area and policy framework covered by JP-Strat9 this policy seeks to deliver a significant mixed use development. Overall, around 5,000 new dwellings and 350,000 sqm of employment floorspace will be delivered together with a new local centre. New development will be fully integrated with the existing communities of Carrington, Partington and Sale West, enhancing the quality of places and their local character and ensuring that maximum regeneration benefits are secured. Major investment in active travel, public transport and highway infrastructure, such as the Carrington Relief Road, improvements to Junction 8 of the M60 and public transport corridors will be delivered to support the development of New Carrington, ensuring it is well-connected to the rest of Greater Manchester. Policy JP Allocation 30 'New Carrington' allocates the development site and provides more detailed requirements for its implementation.

Inner Areas

The continued regeneration of the inner areas will be promoted and will be linked to reducing levels of deprivation and poverty and supporting the improved health and wellbeing of the communities. High levels of new development will be accommodated in this highly accessible and sustainable location. New development will be, predominantly residential and will be integrated with existing communities, enhancing the quality of places and their local character. Infrastructure provision will facilitate the growth and continued capacity of the Inner Area, including high quality open spaces and improved access to the wider green infrastructure network.

Timperley Wedge

1. Deliver around 1,800 homes in the plan period and around 2,500 homes in total, with a minimum of 45% affordable housing across all parts of the site; 2. Deliver around 15,000 sqm E(g(i)) office employment land in the plan period and around 60,000 sqm in total within a mixed employment residential area set out in the Indicative Allocation Plan, of which 30,000 sqm will be in the Plan period; 3. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 4. Deliver a network of new safe cycling and walking routes through the allocation, including enhancements of Brooks Drive and creating new/enhancing existing Public Rights of Way; 5. Accommodate the delivery of the Manchester Airport Metrolink Line Western Leg extension including Metrolink stop(s); 6. Deliver a new spine road through the site with connections to the existing road network and local access to development sites, incorporating separate pedestrian and cycling space as well as bus priority infrastructure to improve east west connections between Altrincham and Manchester Airport; 7. Provide a local centre comprising a range of shops and services to meet local needs close to the Davenport Green stop of the Metrolink Western Leg extension; 8. Make financial contributions for offsite additional primary and/or secondary school provision to meet needs generated by the development (where appropriate) and make provision for a new primary school, located close to the local centre, in accordance with JP-P5; 9. Define and/or strengthen the boundaries of the Green Belt around/within the site such that they will comprise physical features that are readily recognisable and likely to be permanent; 10. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt within and in the vicinity of the site in accordance with policy JP-G2; 11. Provide a significant area of enhanced and publicly accessible green infrastructure (including new public rights of way) within a rural park to remain in the Green Belt identified on the Indicative Allocation Plan, ensuring protection of heritage assets in this area; 12. Create wildlife corridors and steppingstone habitats within the development areas to support nature recovery networks, provide ecosystem services and publicly accessible green infrastructure. Including the following which will be defined through the Masterplan and Trafford Local Plan: i. From Clay Lane through to Brooks Drive and Fairywell Brook; ii. Through Davenport Green Ponds SBI to Medipark; 13. Provide a range of types and sizes of open space within the allocation boundary in accordance with the Council's open space policies, including local parks and gardens; natural and semi-natural greenspace, equipped and informal play areas; outdoor sports pitches and allotment plots, ensuring arrangements for their long-term maintenance; 14. Protect Manor Farm identified on the Indicative Allocation Plan and enhance its sports facilities to meet local needs; 15. Accommodate land for leisure facilities (Use Class E(d) and F2 (c)) at Hale Country Club as identified on the Indicative Allocation Plan; 16. Seek to relocate Bowdon Rugby Club either within or in close proximity to the allocation and redevelop the existing Rugby Club site for residential use as shown on the Indicative Allocation Plan; 17. Make provision for biodiversity, including taking appropriate account of the Ponds at Davenport Green and Davenport Green Wood SBIs, in accordance with Policy JP-G8; 18. Protect and enhance the habitats and corridors along Fairywell Brook and Timperley Brook to improve the existing water quality and seek to achieve 'good' status having regard to the North West River Basin management plan (2019); 19. Retain important landscape views and landscape features such as ponds, woodland and hedgerows and use these features to develop a distinct sense of place; 20. Provide appropriate landscape buffers across the site, including a substantial landscape buffer along the Green Belt boundary to mitigate the impact on the rural landscape to the south west of the allocation area; 21. Ensure new development is place-led, respecting the local character, heritage and positive local design features of the area; 22. Respect the urban/rural fringe setting in the design of the development, in terms of its height, scale and siting and demonstrate high standards of urban design; 23. Take appropriate account of relevant heritage assets and their settings, including the Deer Park, listed buildings and areas of high archaeological potential in the south west of the site, in accordance with Policy JP-P2; 24. Mitigate flood risk and surface water management issues through the design and layout of development in accordance with an allocation wide flood risk, foul and surface water management strategy which forms part of the Masterplan/delivery strategy; 25. Incorporate appropriate noise and air quality mitigation, such as woodland buffers, particularly along the M56 motorway, the Metrolink and NPR corridor; 26. The land identified to the south and west of the proposed NPR Airport station as shown on the Indicative Allocation Plan, although removed from the Green Belt, is safeguarded and not allocated for development at the present time; 27. Permanent development of this land will only be permitted following an update to a plan that proposes its development; and 28. Any future allocation should have regard to the Greater Manchester HS2 / NPR Growth Strategy (as maybe updated and/or superseded) as part of a plan review.

Infrastructure Implementation

Development in this allocation will be required to: 1. Deliver a broad mix of around 1,250 homes to diversify the type of accommodation in the Walshaw area. This includes an appropriate mix of house types and sizes, accommodation for older people, and provision of plots for custom and self-build housing (subject to local demand as set out in the Council's self-build register); 2. Make provision of a new strategic through road to enable an alternative to Church Street, Bank Street and High Street that is designed to be suitable for buses and incorporates active travel and is in line with local design standards; 3. Make provision for a network of safe cycling and walking routes through the allocation linking neighbourhoods with key destinations, incorporating Leigh Lane and Dow Lane; 4. Make provision for other new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with Policy JP-C8; 5. Make provision for affordable housing in accordance with local planning policy requirements, equivalent to at least 25% of the dwellings proposed on the site and across a range of housing types and sizes (with an affordable housing tenure split of 60% social or affordable rented and 40% affordable home ownership); 6. Make provision for a new one-form entry primary school and make financial contributions for off-site additional secondary school provision to meet needs generated by the development in accordance with Policy JP-P5; 7. Make provision for a new local centre in an accessible location which includes a range of appropriate retail, health and community facilities required to serve purely local needs and ensure that it is integrated within existing communities; 8. Ensure the design and layout allows for effective integration with surrounding communities, including active travel links and connections to the recreation areas at Dow Lane, Elton Vale, Whitehead Lodges as well as Walshaw Village and Bury Town Centre; 9. Make provision for new, high quality, publicly accessible, multifunctional green and blue infrastructure within the allocation including the integration and enhancement of the existing green infrastructure corridors and assets at Walshaw and Elton Brooks; 10. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt in the vicinity of the site in accordance with Policy JP-G2; 11. Define and/or strengthen the boundaries of the Green Belt to the south-east of the site such that it will comprise physical features that are readily recognisable and likely to be permanent; 12. Take appropriate account of relevant heritage assets, and their setting, including the Christ Church Grade II* Listed Building, in accordance with Policy JP-P2; and 13. Consider the extraction of any viable mineral resources within Mineral Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

New Carrington - Wastewater Treatment Works

Improvements to the existing Partington and Altrincham wastewater treatment works will be supported where they are needed to respond to future foul and surface water infrastructure requirements

Digital Connectivity

We support the provision of affordable, high quality, digital infrastructure. In making decisions we will support a range of measures, including: 1. Enabling the roll-out of latest generation mobile technology and full fibre to the premises connectivity, in a way that maximises coverage whilst protecting townscape quality and ensuring an ability to respond to updated/changing technology; 2. Requiring all new development to have full fibre to premises connections, unless technically infeasible and/or unviable, and to incorporate multiple-ducting compliant with telecoms standards, to facilitate future-proof gigabit-capable network connections. It is expected that internet connections will be operational and immediately accessible to network providers when occupiers move into new properties; and 3. Facilitating the provision of free, secure, high speed public wi-fi connections, particularly in the most frequented areas.

Infrastructure Implementation

To ensure the effective development and implementation of the infrastructure needed to deliver the vision and objectives of the Plan: We will: 1. Take a long term, strategic, holistic and integrated approach to place shaping, supported by devolved resources and powers. Utilising the spatial locations set out in this Plan a place-based approach will be undertaken to overcome barriers, achieving prosperity and opportunity; We will work with infrastructure providers to: 2. Promote collaboration and synchronisation of investment plans. Key infrastructure providers include NHS Greater Manchester Integrated Care Partnership (formerly Clinical Commissioning Groups), the NHS, National Highways, Network Rail, Transport for Greater Manchester, United Utilities, the Environment Agency, National Grid, Cadent, United Utilities and digital/telecommunication providers; 3. Ensure that future investment plans have regard to this Plan. The involvement of regulators (including Ofcom, Ofwat and Ofgem) will be critical in this regard; 4. Minimise disruption to highways and businesses during major infrastructure upgrades and pipe subway construction; and 5. Promote the provision and use of shared routing, trenching and programming particularly in areas where there is extreme pipe and cable congestion under the streets to reduce disruption. We will, through local plans, other local planning documents and development management decisions: 6. Encourage early dialogue between developers and infrastructure providers to identify the infrastructure needs arising from new development and ensuring that these are addressed through building design, utility networks and connections in time to serve the proposed development; 7. Require applicants to prepare an infrastructure phasing and delivery strategy to be agreed by the local planning authority for sites where build out will be delivered by different developers or in phases. This strategy must outline what needs to be provided by when and who will fund and deliver it; and 8. Ensure that development does not lead to capacity or reliability problems in the surrounding area by requiring applicants to demonstrate that there will be adequate utility capacity to support the delivery and occupation of their proposed development. Where potential capacity problems are identified and no improvements are programmed by the relevant infrastructure provider, we will require the developer to contribute to and/or facilitate necessary improvements where this would be necessary to mitigate the impact of development.

Developer Contributions

We will require developers to provide, or contribute towards, the provision of mitigation measures to make the development acceptable in planning terms. These will be secured through the most appropriate mechanism, including, but not limited to, planning conditions, Section 106 planning obligations, agreements made under Section 278 of the Highways Act 1990 (as amended), or CIL (or any subsequently adopted planning gain regime). If an applicant wishes to make a case that a development is not viable, they should provide clear evidence at the planning application stage, identifying the specific issues and/or changes in circumstance which would create barriers to delivery in a transparent manner and reflecting national guidance. Where it is accepted that viability should be considered as part of the determination of an application, the Local Planning Authority should determine the weight to be given to a viability assessment alongside other material considerations.

Stakehill

Development at this site will be required to: 1. Deliver around 150,000 sqm of high quality, adaptable industrial and warehousing floorspace within a 'green' employment park setting, with a focus on suitable provision for advanced manufacturing and/or other key economic sectors, taking advantage of its accessible location and proximity to Junction 20 of the M62, and complementing the other opportunities within the North-East Growth Corridor; 2. Provide around 1,680 high quality homes, including larger, higher value properties, to support the new jobs created within the North-East Growth Corridor and create a sustainable and high-quality extension to the urban area. This includes making provision for affordable housing in accordance with relevant local plan requirements; 3. Achieve excellent design and sustainability through masterplanning and the use of design codes for the whole site to ensure comprehensive development. This will include the need for an infrastructure phasing and delivery strategy in accordance with policy JP-D1. The scale of the residential development on the northern part of the allocation provides an opportunity to adopt a 'garden village' approach to create a locally distinctive residential offer; 4. Take appropriate account of relevant heritage assets, and their settings, including the listed St John's Church and war memorial in accordance with policy JP-P2; 5. Protect and enhance archaeological features and where appropriate carry out archaeological evaluation in the form of geophysics, field walking and trial trenching for areas specified in the Stakehill Historic Environment Assessment 2020 to understand where especially significant archaeology must be preserved in situ; 6. Have regard to views from Tandle Hill Country Park to the east which lies within Pennine Foothills (West /South Pennines) landscape character type. This should reflect and respond to the special qualities and sensitivities of the key characteristics of this landscape character type in accordance with policy JP-G1 in order to minimise the visual impact as much as possible; 7. Make provision for compensatory improvements to the environmental quality and accessibility of remaining Green Belt within and in the vicinity of the site in accordance with policy JP-G2. This should include improvements to the retained areas of Green Belt between the A627(M) spur and Thornham Lane and in the south of the site; 8. Define and/or strengthen the boundaries of the Green Belt around/within the site such that they will comprise physical features that are readily recognizable and likely to be permanent, in particular separating the development area and land to be retained as Green Belt to the south; 9. Make provision for new and improved sustainable transport and highways infrastructure having regard to the indicative transport interventions set out in Appendix D in accordance with policy JP-C8; 10. Improve access arrangements in and around Stakehill Industrial Estate to assist in the separation of residential and employment traffic as much as possible and to make appropriate provision for lorry parking; 11. Ensure that the existing settlements and pockets of housing are taken fully into account through the masterplanning of the area; 12. Deliver high quality landscaping and green and blue infrastructure within the site both to enhance the attractiveness of the scheme and provide opportunities for recreation to both residents and people working in the area. This should include making provision for biodiversity, including taking appropriate account of the Rochdale Canal Site of Special Scientific Interest, along with the existing brooks and ponds within the site, in accordance with policy JP-G8; 13. Carry out a project specific Habitats Regulation Assessment in relation to the Rochdale Canal for planning applications of 1,000 sqm / 50 dwellings or more; 14. Development of the residential element of the site will be expected to make financial contributions for offsite additional primary and secondary school provision to meet needs generated by the development in accordance with policy JP-P5. In addition, the provision of land to deliver the expansion of Thornham St John's Primary School located within the allocation will also be required; 15. Incorporate appropriate noise and air quality mitigation taking account of the M62 and A627(M) motorway corridors; and 16. Consider the extraction of any viable mineral resources within Minerals Safeguarding Areas, in accordance with Policy 8 of the Greater Manchester Joint Minerals Development Plan (or any relevant policies in subsequent minerals plans).

Southern Areas

The economic competitiveness, distinctive local neighbourhood character and environmental attractiveness of the southern areas will be protected and enhanced. There will be a strong emphasis on making as much use as possible of suitable previously developed (brownfield) land and promoting the roles of the areas' town centres and its other key assets, including education and training facilities enabling people to gain access to employment opportunities. As identified in Chapter 11 of this Plan, a number of sites have been specifically allocated through this Plan in support of the area's future growth. The economic potential of, and benefits of investment in Altrincham, Trafford's Main Town Centre and Manchester Airport, along with associated transport infrastructure will be maximised. There will be an emphasis on improving transport connections and accessibility by public transport, cycling and walking, ensuring access to key employment opportunities in this area.

New Retail and Leisure Uses in Town Centres

The upper levels of the hierarchy of centres for retail and leisure uses will be maintained and enhanced. These are: A. City Centre (within Manchester and Salford) B. Main town centres: 1. Altrincham (Trafford) 2. Ashton-under-Lyne (Tameside) 3. Bolton (Bolton) 4. Bury (Bury) 5. Oldham (Oldham) 6. Rochdale (Rochdale) 7. Salford Quays (Salford) 8. Wigan (Wigan) The boundaries of the centres and detail of other centres at lower levels of the hierarchy are defined in district local plans. Appropriate large-scale retail and leisure development will be accommodated within the centres in the upper levels of the hierarchy. The need for the expansion of any existing centres, or the provision of new centres, will be identified in district local plans.

Main Town Centres

The role of the main town centres as local economic drivers will continue to be developed, providing the primary focus for office, retail, leisure and cultural activity for their surrounding areas. Development here will offer a significant opportunity to reduce levels of poverty and deliver inclusive growth. Opportunities to further increase the population catchments of these centres will be taken, including significantly increasing the resident population of the main town centres by providing a mix of type and size of dwellings supported by the necessary infrastructure and amenities including new and improved public spaces and green infrastructure. This will be achieved alongside, rather than displacing, the range of non-residential uses in the centres. Housing growth along the key public transport corridors into the main town centres will also be promoted, further increasing the population catchments of those centres. The role of the main town centres as major public transport hubs will be developed and supported by a network of active travel routes, enabling residents to have improved access to opportunities across Greater Manchester as well as within the centres themselves. Development will be carefully managed to ensure that the local distinctiveness of each main town centre is retained and enhanced. Opportunities will also be taken to protect and enhance natural and historic assets in the town centres.

An Integrated Network

In order to help deliver an accessible, low carbon Greater Manchester with world-class connectivity, we will support a range of measures, including: 1. Delivering a pattern of development that minimises both the need to travel and the distance travelled by unsustainable modes to jobs, housing and other key services, including healthcare, education, retail, recreation and leisure facilities, green space and green infrastructure; 2. Enabling the provision of high quality digital infrastructure; 3. Locating and designing development, to deliver a significant increase in the proportion of trips that can be made by walking, cycling and public transport; 4. Transforming transport infrastructure and services by securing investment in new and improved transport infrastructure and services that will: - promote social inclusion, support economic growth, reduce carbon emissions and protect our environment and air quality; - meets customers' needs by being integrated, reliable, resilient, safe and secure, well-maintained, environmentally responsible, attractive and healthy; and - provide access to jobs and other key services, including healthcare, education, retail, recreation and leisure facilities, greenspace and green infrastructure. 5. Ensuring that development and transport investment fully considers the needs of all people and those modes which make most efficient and sustainable use of limited road space, by following the hierarchy set out below (highest priority first): a. Pedestrians (and people using mobility aids); b. Cyclists, powered two-wheelers, and public transport users; c. People doing business or providing services (such as taxis/private hire, deliveries or waste collection); d. People in personal motorised vehicles. 6. Developing local transport industry skills and education to ensure the right skills are available into the future.

Public Transport

In order to help deliver major improvements to public transport, we will support a range of measures, including: 1. Enhanced connections to other major cities, delivering a hub of high-speed rail connection to London with Northern Powerhouse Rail; 2. Increased capacity at the bottlenecks in Manchester city centre on both light and heavy rail networks to enable improvements to reliability, resilience and capacity across the whole of Greater Manchester; 3. Improved public transport routes and services to the City Centre and wider Core Growth Area; 4. Improved public transport routes and services to Manchester Airport; 5. Better integration of services and between public transport modes and enhanced connections between other town centres, key locations, major allocations and public transport interchanges, and the upgrading of key sections of the strategic public transport network; 6. More and higher quality public transport stations and interchanges with suitable capacity and better integration of different public transport modes and services; 7. Improved access to rapid transit routes including first/last mile solutions.

The Strategic Road Network

We will work with Department for Transport, National Highways, Transport for the North and TfGM to ensure a co-ordinated approach to the planning and delivery of potential interventions on the SRN and at interfaces with the local street network, as Local Plans, site Masterplans and planning applications come forward in accordance with Department for Transport, National Highways, and other UK Government policy and guidance as applicable.

Streets for All

Streets will be designed and managed to make a significant positive contribution to the quality of place and support high levels of walking, cycling and public transport. Targeted improvements to the highway network will be supported through studies and scheme development, where they complement the aim of securing a significant increase in the proportion of trips made by walking, cycling and public transport (as set out in Policy JP-C6 'Walking and Cycling' and Policy JP-C3 'Public Transport'). We will seek to ensure: 1. The design and management of streets will follow a Streets for All approach, including by: a. Understanding the 'movement and place function' of streets as the starting point for improvement; b. Ensuring that streets are welcoming for all, and respond to the needs of those with reduced mobility; c. Delivering new and improved walking and cycling routes and facilities as part of the delivery of an integrated sustainable transport network; d. Maximising the ability of pedestrians and cyclists to navigate easily, safely and without delay, and minimising barriers and obstacles to their movement; e. Providing frequent opportunities for people to rest, linger and socialise, and for children to play, particularly in streets with a high 'place function'; f. Setting aside space for cycle parking (including for bike-sharing schemes where appropriate), high-quality public transport waiting areas, and other facilities that will support sustainable modes of travel; g. Incorporating increased levels of greenery including trees where possible; h. Offering shelter from wind and rain, and shade from the sun; i. Delivering priority for public transport and facilities for public transport users; j. Providing appropriate places and routes for servicing, deliveries and 'drop-off'; k. Mitigating the impacts of air and noise pollution and carbon emissions from road transport; l. Ensuring the efficient movement of people and goods on streets with a high 'movement function' and; m. Harnessing new mobility innovations such as traffic signals technology and ULEV charging infrastructure. 2. Improvements to the highways network are part of a multi-modal strategy to increase public transport, cycling and walking and improve access for all; 3. Any new infrastructure minimises the negative effects of vehicle traffic; and 4. New infrastructure includes provision for utilities and digital infrastructure where required.

Walking and Cycling

In order to help deliver a higher proportion of journeys made by walking and cycling, we will support a range of measures, including: 1. Creating safe, attractive and integrated walking and cycling infrastructure, connecting every neighbourhood and community with reference to national and locally adopted design guidance; 2. Ensuring routes are direct, easily navigable and integrated with the street and public transport network; 3. Creating active neighbourhoods and street networks which are more permeable to walking and cycling than to the private car, creating an incentive to walk and cycle; 4. Creating, where needed, dedicated separate space for people walking and cycling, with pedestrians and cyclists given priority at junctions and crossings; 5. Increasing the capacity and quality of walking and cycling infrastructure in locations where significant growth in the number of short journeys is anticipated, and where quality of place improvements are proposed; 6. Utilising and enhancing green infrastructure, including canals, parks and recreation grounds, to create opportunities for walking and cycling;

Freight and Logistics

We will support the more efficient and sustainable movement of freight, including by: 1. Protecting existing rail- and water-served sites and associated infrastructure; 2. Completing the tri-modal Port Salford, including a rail spur from the Manchester-Liverpool line, canal berths on the Manchester Ship Canal, and a container terminal; 3. Accommodating the expansion of air freight activities at Manchester Airport; 4. Enabling the provision of consolidated distribution centres and the use of low- and zero-emission vehicles including electric vehicles, cargo bikes and E-cargo bikes for local and last mile deliveries; 5. Enabling the provision of overnight parking and rest areas, with appropriate facilities, for heavy goods vehicle drivers, where there is likely to be demand, and it is appropriate to the location; 6. Ensuring that new development makes appropriate provision for deliveries and servicing in terms of road safety, traffic congestion and environmental impacts, in accordance with Policy JP-C8.

Transport Requirements of New Development

We will require new development to be located and designed to enable and encourage walking, cycling and public transport use, to reduce the negative effects of car dependency, and help deliver high quality, attractive, liveable and sustainable environments. We will do this by: Connectivity and Permeability 1. Prioritising safe and convenient access to the site and buildings for all users in accordance with the user hierarchy in Policy JP-C1 'An Integrated Network', including; • Prioritising new and enhanced walking, cycling and public transport routes and stops, through and around the site. These routes should: o be direct, safe and convenient; o connect to nearby facilities, employment areas, public transport stops; and o improve the coverage, quality and integration of the wider walking and cycling infrastructure and public transport provision; • Ensuring that the layout, design and landscaping of development prioritises the provision of safe, secure and attractive access to local services and facilities for pedestrians, cyclists and people with a disability; and • Ensuring that new development is connected visually and physically; within the site and to the surrounding built environment; 2. Ensure appropriate connectivity to the existing highway network. Design 3. Reducing the need to travel by ensuring that community facilities, services and amenities are provided within the site or within walking distance of new development; 4. Incorporating highway design at a human scale using street-based prescriptions such as those within Manual for Streets and/or any locally adopted design guidance, to ensure that highways do not dominate the development; Public Transport 5. Ensuring (through funding improvements where appropriate) that the nearest public transport stops (both within and adjacent to the development site) are attractive to users in terms of seating, shelters, information and easy step-free access; 6. Subsidising new or amended public transport services where the development would otherwise have inadequate public transport access; Parking Infrastructure 7. Making adequate car parking provision, including for disabled drivers and passengers; 8. Ensuring that car parking provision is well integrated and unobtrusive, so it supports the street scene; and where appropriate parking provision is flexible and can be adapted over time to reflect demand; 9. Incorporating enough secure and covered cycle parking to meet long-term demand from occupiers and visitors in a convenient location that helps to maximise its use, and for workplaces, where appropriate providing: i. Showers, changing facilities and lockers for cyclists and walkers ii. Pool or hire bikes for use by occupiers iii. Information in advance about facilities to visitors; 10. Promoting alternatives to car ownership, such as the use of ULEV car clubs rather than the provision of private car parking spaces; 11. Promoting the increased provision of ULEV charging infrastructure including meeting any standards set by local plans. 12. Providing for overnight parking and rest areas, with appropriate facilities, for heavy goods vehicle drivers, where the development is likely to generate demand, and it is appropriate to the location. Access and Servicing 13. Providing designated pick-up/drop-off points for taxis and other demand-responsive transport services where appropriate, taking into account the potential increase in demand if car ownership falls; 14. Making appropriate provision for deliveries and servicing (including requiring Delivery and Servicing Plans for appropriate developments), in a way that: • meets road safety requirements, • reduces transport emissions and other environmental impacts, • reduces traffic congestion, the number of vehicle movements and the need for repeat deliveries; Construction Management 15. Ensuring Construction Management Plans are produced for developments, where appropriate, to mitigate construction logistics and environmental impacts including air quality and noise on the surrounding area and encourage sustainable deliveries. Transport Assessments 16. Planning applications will be accompanied by a Transport Assessment / Transport Statement and Travel Plan where appropriate, in order to assess impacts and determine the most appropriate mitigation on the SRN and local transport network. Where a Transport Assessment is required, this should start with a vision of what the development/allocation is seeking to achieve and then test a set of scenarios to determine the optimum design and transport infrastructure to realise this vision. Consultation should be undertaken, at pre-application stage, with the relevant local highway authorities to agree which committed developments / allocations and which potential transport interventions should be considered, with reference to Appendix D, as appropriate. 17. Planning applications which are required to be accompanied by a Transport Assessment will need to consider air quality impacts on Holcroft Moss, within the Manchester Mosses Special Area of Conservation (SAC). Any proposals that would result in increased traffic flows on the M62 past Holcroft Moss of more than 100 vehicles per day or 20 Heavy Goods Vehicles (HGVs) per day must devise a scheme-specific range of measures to reduce reliance on cars, reduce trip generation and promote ultra-low emission vehicles and provide a contribution towards restoration measures in accordance with the Holcroft Moss Habitat Mitigation Plan.

A Sustainable and Integrated Transport Network

The transport network will be improved so that half of all daily trips can be made by public transport, cycling and walking, especially those shorter journeys around neighbourhoods. An ambitious programme of investment in our transport network will be crucial to ensure much greater access for people across the Plan area to high quality, high frequency, easy-to use, public transport services, and benefit from healthy and active streets. The local programme of investment needs to be complemented by significant national and regional projects such as Northern Powerhouse Rail to ensure that connectivity is significantly improved to key locations outside of the conurbation, such as London, Liverpool, Leeds, Sheffield and Birmingham. Collectively this will ensure that our residents will have access to economic opportunities. The creation of a much larger, integrated, rapid transit network – incorporating bus, Metrolink, tram/train and rail services – will be supported by policies that focus new development in locations close to existing and proposed public transport connections. And initiatives such as integrated smart ticketing, reform of the bus market, rail refranchising and increasing capacity at city centre bottlenecks will ensure all new routes function effectively as part of the overall network. Higher densities will typically be appropriate in locations with good access to rapid transit connections. New development will have a significant role in delivering our future sustainable and integrated transport network in order to reduce car dependency and increase levels of walking, cycling and public transport.