PLAN TEIGNBRIDGE | Other considerations

In a similar vein, here are my thoughts on other policy areas in the Plan Teignbridge consultation process.

OTHER CONSIDERATIONS

2. Strategic Policies

S9 Sustainable transport

The transport system will offer businesses, communities and individuals safe and sustainable transport choices, helping to deliver a low carbon, successful economy

and stronger, healthier communities through an integrated approach to transport and development which accounts for likely demographic changes. The impact of new development on transport issues will be assessed and development will be located and designed to;

a) promote public transport, cycling and walking as transport modes of choice, minimising dependence on cars;

b) provide and link to strengthened, improved and extended public transport, cycling and walking networks and green infrastructure networks;

c) promote connected, safe, resilient street networks, providing new roads or road improvements where these mainly bring economic, environmental, safety or community benefits;

d) minimise the negative impacts of transport including air and noise pollution and road safety through travel plans, demand management, improvement to existing transport infrastructure, provision of new transport infrastructure and appropriate parking for bicycles, cars and other vehicles;

e) reduce the need to travel; and

f) support community-based transport initiatives.

 All the above are good words – the challenge will be turn these grand words into achievable action.

S13 Town centres

The vitality, viability, accessibility and attractiveness of the following Town Centres will be maintained and enhanced and their retail emphasis maintained:

Strategic Town Centre: Newton Abbot

Significant Town Centres: Dawlish and Teignmouth

Locally Important Town Centres: Bovey Tracey and Chudleigh

Although expecting to deliver some 15-20% of housing development and some £25 million from Conmmunity Infrastructure Levy payments within TDC, there is no acknowledgement of this under S13.

So that means that here is no commitment to SW of Exeter in terms of:

a) support as a sustainable location for living, working and activity through the day and into the evening while maintaining the essential retail character of primary shopping frontages;

b) support the key role of small scale, local or independent outlets and the sale of local produce as part of their local distinctiveness and character;

c) promote development in or adjoining town centres of a scale and nature which will enhance their vitality and viability, including the following provision for net comparison goods retail floorspace

d) invest to enhance their facilities, environment and economic potential;

e) where possible, and in accordance with the town centres first sequential

approach, locate major retail and leisure developments within or on the edge of

town centres;

f) resist the development of new major retail and leisure developments in out of

centre locations where they would significantly harm the vitality or viability of a town centre, including those adjoining the plan area.

S23 Neighbourhood Plans

The Council will support parishes and towns to prepare Neighbourhood Plans which meet local needs and support community development, in general conformity with Core Strategy policies.

2.29 There are a number of key, strategic routes and facilities which need to function for strategic reasons. These are listed in the policy above. Other more local impacts of development will need to be considered on a case by case basis.

You will be aware of the problems regarding traffic congestion on many radial routes from Aplhington, especially the virtual gridlock along the Alphington Road corridor, and that it does not appear to be limited to peak times. In-flow is balanced by out-flow at all times of day, and thi shas been consistently near or at saturation between 7am and 6pm for many years. This alone would make a new P&R site at the Alphington/Ide interchange with the A380 virtually impractical. Yet the proposed site wouldn’t be big enough to remove a sufficient number of cars from the corridor.

TDC has identified a new P&R site within the development immediately south of the A379. I can see a better site that is currently identified as industrial use on the A379, near the junction with the A38.

I believe that this site would mean that Stagecoach and others could offer a much better P&R bus service, at the same time as ensuring that a separate high quality public transport service could be offered to the residential houses and other facilities in the areas of development. I fear that Stagecoach might offer a combined route, addressing neither set of needs adequately, if the P&R is too close to the main developments.

2.45 With the Localism Act coming into law, proposals by Town and Parish Councils for Neighbourhood Plans will be likely. The Council will act to help communities through this process, and these will then, if adopted, become part of the Development Plan for the area. In this way, local communities can express their wish for appropriate change in a flexible and locally distinctive manner.

It is desirable - no essential - that there is cross-boundary co-operation with adjacent parishes and wards working together as Neighbourhood Forums, developing Neighbourhood Plans and contributing meaningfully to a Development Framework.

4. Well Being

Housing

WE5 Exceptions Policy

The development of a site for 100% affordable housing to meet the needs of the local community

Has there been any consideration of making the area South West of Exeter a site of 100% affordable housing? Coupled with the provisions of WE7 blow, this could aim to make the new development SW of Exeter a new and vibrant community.

WE7 Variety in new dwellings

To ensure a variety of housing provision sites of more than 20 dwellings should where possible include;

a) 20% or more provision of 1 and 2 bedroom dwellings; b) 20% or more dwellings capable of being used as workplaces; and c) 10% or more of dwelling plots sold to self-builders or small builders.

It is imperative that there is a more constant supply of 1 and 2 bedroom dwellings in and around Exeter, and perhaps the South West of Exeter might be a place to deliver them.

As a consequence of this policy, there a chance to reduce the number of multi-car households.

WE 11 Green Infrastructure

To achieve the expansion and maintenance of a comprehensive green infrastructure network, the following will be promoted through determination of planning applications and by partnership working;

a) protecting, enhancing and extending existing green infrastructure assets and providing new or replacement facilities;

b) establishing a network of accessible, multi-functional green corridors for movement of people and species, as identified in the Teign Green Network and future Green infrastructure strategies;

c) promoting good accessibility to green infrastructure for all d) requiring provision of at least 60 square metres of public open space within or

near to new housing developments in the following approximate proportions;

•            childrens play 5%

•            young persons areas 5%

•            parks 30%

•            playing pitches 50%

•            allotments or community gardens 10%; and

e) public open space should be designed as part of the overall green infrastructure and layout of the site, taking advantage of the potential for multiple benefits including wildlife, sustainable urban drainage, tree planting and landscaping.

Green infrastructure must be developed alongside development of housing. It is unacceptable that these areas need to be adopted from the developers as and when they are ready to hand it over.

 In my own ward of Cowick, there is a new development that has had households in place since August 2010 at least. But the Public Open Space has still to been handed over to ECC for implementation. As a consequence the planned children’s areas are still in the consultation and planning stage – with residents near to the site originally proposed now raising objections. Not a good state of affairs.

5. Quality Environment

EN1 Strategic and Local Open Breaks

To maintain the physical separation of certain settlements, development within the following strategic breaks will be limited to that which retains their open character and their contribution to the settlements’ setting;

Newton Abbot - Kingskerswell – Abbotskerwell - Torbay Dawlish – Holcombe – Teignmouth

I am surprised that there isn’t a plan to have a strategic and local open break between the TDC new development for South West of Exeter and the Alphington development within the ECC boundary.

As well as allowing each development to retain their open and unique character, it would emphasise the differences between the 2 settlements.

Also, it would ensure that developments don’t abut each other, with the subsequent confusion on things like service delivery – missed bin collections, different methods of recycling.

EN8 Biodiversity Protection and Enhancement

EN9 Important Habitats and features

EN11 Important Species

As a member of RSPB, re-iterate my previous comments regarding Cirl Bunting habitats

PLAN TEIGNBRIDGE | SWE1 South West of Exeter Urban Extension

I was surprised that the Plan Teignbridge site did not allow comments to be saved, so I'e tried to summarise what I said I response to their recent consultation

7 EDGE OF EXETER

Introduction

SWE1 South West of Exeter Urban Extension

The South West of Exeter will develop as a sustainable urban extension, resilient to climate change where new and existing residents will be able to access a range of community facilities, shops, jobs, recreation areas and public transport improvements. It will represent a new part of the City, south of the River Exe which will reinforce the importance of the southern approach. The aim is to establish a new area within the natural setting of Exeter, sitting below the ridgeline and benefiting from the backcloth of the hills that enclose the City. It will provide;

a) about 2,500 Homes (2,000 within Teignbridge and 500 in Exeter) including affordable housing in accordance with policy WE2 with an emphasis on providing a mix of housing type and size and supporting a varied tenure to reflect local need. It will be at an average net density of 50 dwellings per hectare;

b) Gypsy and Traveller pitches;

c) at least 6 hectares of employment land;

d) 90 hectares of green space comprising formal and informal green space, active

recreation space, children and young peoples space, natural green spaces and

allotments and a 70 hectare ridge-top park;

e) two primary schools and a secondary school, the latter potentially being a

through school;

f)  a range of community facilities, including a multi-purpose community/sports building, youth & children’s centre, health provision, library, and shops to provide a focus for neighbourhoods will be provided in mixed use local centres and hubs. The hubs will serve the day-to-day needs of nearby residents and act as the focal point for the community being well connected and permeable;

g) opportunities for sustainable travel and lifestyles including a network of safe and convenient green routes that bridge the barriers presented by transport infrastructure and which promote healthy living and a sense of well-being;

h) an enhanced public transport route, 750 space park and ride hub and access to a new rail halt at Marsh Barton;

i)  improvements to Bridge Road, Exeter;

j)  enhancements to the A379 from Chudleigh Road to Bridge Road, Exeter;

k) remodelling of The Devon Hotel junction at the A379 and B3123;

l)  a carbon reduction strategy in accordance with Policy EN3; and

m) be designed in accordance with Policy S2

SWE1 talks about a average net density of 50 dwellings per hectare.

It must be acknowledged in the Core Strategy that new developments alongside existing housing will reflect the character and density of existing housing.

Any increase in density must be carefully planned.

The Vision

7.6            The growth to the South West of Exeter will be a new mixed use area on an enhanced public transport route. It will comprise new neighbourhoods clustered together within the valley. The valley bottom has potential to form the setting for a lake creating a unique city feature with a strong identity. There will be new high density places located around the key intersection of routes into the city along the A379 at the foot of Knowle Hill. New permeable and connected communities will be located on the valley sides facing the City and enjoying views across the Exe Valley towards the City. Streets and buildings will climb the valley sides leading to the ridge-top park or common. From here there will be stunning views out across the City, estuary and towards Dartmoor.

In this paragraph you do identify one specific area for high density housing.

Having such development so close to A379 produces challenges of its own – road infrastructure, noise nuiscance, etc

Other paragraphs in relation to density refer to an average of 50 dwellings per hectare – with such a small provision of 100/hectare in this area, is that density really achievable, while still meeting the other criteria around quality of development, design considerations, etc?

7.5            The strategic allocation will be delivered in accordance with the agreed masterplan, and proposals will not be permitted where they would prevent a comprehensive approach to the development of the whole site.

This is a good way forward – and the agreed masterplan should be agreed in consultation with any neighbourhood forums [Alphington Forum is currently being constituted]

The Vision

City and enjoying views across the Exe Valley towards the City. Streets and buildings will climb the valley sides leading to the ridge-top park or common. From here there will be stunning views out across the City, estuary and towards Dartmoor.

The ridge line must remain as a key visual element in the plan and I support the references to a ridge-top park or common.

Development principles and objectives:

7.7            To deliver the vision the following principles and objectives have been identified:

2. Create a ridge-top park to meet the needs of new and existing residents. This park, close to new development will improve leisure opportunities, retain the green ridge line of the city and attract much of the new day-to-day recreation pressure away from the European sites, especially Exminster Marshes and Dawlish Warren.

Again echo comments on ridge-top park.

3. Ensure that development is set within high quality and diverse green spaces and retains and enhances the biodiversity of the site and adjacent areas.

Must acknowledge that this is an important area for the rare Cirl Bunting and measures should be put in place to ensure nothing is done to damage this habitat – indeed, perhaps the habitat can be enhanced for this species.

7. Create a place that promotes sustainable transport methods by facilitating and encouraging walking, cycling and the use of public transport as the primary means of transport and is well integrated with and connected to existing community facilities, neighbourhoods and employment areas. This includes the provision for a park and ride facility and access to a new rail halt at Marsh Barton, part of the Devon Metro proposals.

Devon County Council have developed a Transport Access Strategy for South West Exeter. It acknowledges that addressing the transport infrastructure will be a challenge and will involve a ‘step-change’ to deliver a feasible solution.

One stumbling block will be the delivery of a viable public transport service. ECC and TDC will have to rely on a commercial concern – Stagecoach or similar – to deliver this. We’ve already seen in recent years that market forces can decimate a bus route, and we need to have guarantees that a high quality service can be maintained, both in frequency of service and, especially, the service remaining into the evening/night.

 Of course, this bus route would need to be affordable – Alphington residents already face high prices for the existing service [anecdotally, they quote that the A route is the most expensive mile for mile in Europe]

The Park and Ride proposed within the TDC boundaries might be better placed on the land adjacent to the garage on the left hand side of the A379 when travelling towards A38.

Currently identified as industrial land use for jobs, it would mean that commuter traffic wanting to use the P&R facilities would be stopped short of Alphington and the new developments, reducing the current congestion experienced on the Alphington Road corridor and other radial routes from Alphington.

It might be that this P&R should also be serviced by an orbital bus route around Exeter as well as a radial route into the City Centre.

8. Support solutions, traffic calming and connection opportunities across the A379. A key part of the walking and cycling network will be the utilisation of the A379. In order to maintain the connections created by the Green Lanes and ensure that the development is sustainably connected within the growth area and to the wider city, the development will need to enhance pedestrian and cycle crossing facilities on the A379.

The aim for developers will be deliver this – no, want to deliver this. Many of these initiatives – Living Streets, etc – are non-standard and they will say there will be no demand from people buying houses in this area. It is essential to ensure this is delivered [in the formation of a Development Framework developed and agreed with Alphington Forum and other current residents within TDC area?]

In conjunction with this, it is essential that effective and enforceable speed reduction measures are put in place. Many developments in Exeter and elsewhere feature long, wide straight roads that lead to cars breaking the speed limit. The new developments for SW Exeter should become a model for speed reduction measures.

9. Create a place that facilitates a low carbon lifestyle through a reduction in car dependency, designing buildings to minimise energy and resource requirements, incorporates Sustainable Urban Drainage Systems and community energy and heat provision.

1 in 4 households in Exeter currently have no car. All measures that can reduce dependency on the car should be explored and examined, yet there is already a  scepticism that alternative transport solutions cannot work.

All 3 local authorities [ECC, TDC and DCC] need to ensure that the message is broadcast loud and clear – the planned P&R(s) and the Marsh Barton halt on a Devon Metro is there to reduce commuter traffic to Exeter and the industrial aresa of Marsh Barton/Matford rather than being a transport solution for the new SW Exeter development. If these measures work, traffic congestion radiating from Alphington would be reduced and journeys for residents would be improved.

Consider opportunities to utilise low carbon heat from the Marsh Barton Energy from Waste (EfW) facility.

It is essential that the benefits that this could bring should be emphasized. Alphington residents feel threatened by the EfW facilty, so any opportunities to utilise low carbon heat from the facility should be explored.

10.Provide for new schools and education facilities that will meet the needs of a range of

ages for existing nearby and new residents.

As well as just stating that the education facilities will be provided, it would be good to start the conversations with Devon County Council at the earliest opportunity. Alphington Primary School is already at capacity,and although there a limited opportunities to provide additional class intake, the transport infrastructure really prevents primary school children being bussed in.

11.Ensure there is a co-ordinated cross boundary approach to deliver the growth. This will be critical to success of communities in the future. The South West of Exeter Masterplan will help to provide a flexible framework for growth capable of delivering a strong sense of place in a phased way.

I would like to see involvement of current residents in the formation of the SW of Exeter Masterplan

Not only should it be co-ordinated across the ECC/TDC boundary, but the phasing should be ensure that major infrastructure is delivered before or alongside housing, and in NO circumstances after.

Issues

Transport

7.10 As with all cities, Exeter experiences traffic congestion along its main arterial routes, particularly at peak hours. Any sustainable development looks to initiatives to reduce the need to travel and to encourage greater use of sustainable forms of transport. An Enhanced Quality Public Transport route is proposed to run from the Marsh Barton area, with further investment in cycle routes and improved pedestrian links. Sustainable development in this location also has further benefits from proximity to existing employment reducing the need to travel by car. The Devon Metro scheme proposes a number of new rail stations including a rail halt at Marsh Barton which will be supported by the developmentof this site, and this will considerably enhance sustainable travel patterns in the area.

Devon County Council’s Transport Access Strategy has already highlighted many of the challenges to deliver suitable and sustainable traffic infrastucture.

The area immediately north of A379 will impact directly on the existing infrastructure for Alphington and the planned ECC expansion, which is already severely congested.

It can be assumed that innovative strategies can be developed and put into place in the area south of A379

7.11 The A379 cuts across the proposed growth area from east to west potentially severing the development and preventing well connected and therefore sustainable development. In order to prevent this it is necessary to change the nature of the road so that it can begin to integrate with the development and become a functioning part of the development framework.

It is good that you acknowledge that the A379 will prevent well-connected development question the development north of the A379.

With that in mind, I question the need for a development to the north of A379.

The road will need to respond to its new environment and role within the city whilst also maintaining its current capacity. Changes to the nature of this road could include speed reductions, narrowing of the carriageway but maintaining the number of lanes, improved footways and cycleway both sides, creation of a planted central reservation to reduce the feeling of width and allow easier crossing, provide pedestrian crossings at key points to maintain and to replace the Devon Hotel roundabout with signalised cross roads.

I look forward to many innovative solutions for the many challenges this development will throw up

Environmental aspects.

7.15 To the south west of Exeter there are known issues relating to biodiversity sensitivities with the Exminster Marshes, Exe Estuary Special Protection Area and Ramsar site as well as other locally protected sites. An Assessment of Likely Significant Effect has been undertaken and it has been determined that there will be in-combination likely significant effects on a number of European Sites. To make the proposed development acceptable likely significant effects must be off-set. A widely accepted method of mitigating recreational effects on European sites is the provision of alternative green space close to a new housing site. This will attract much of the new day-to-day recreation pressure away from the European sites. If the new green space is of sufficiently high standard, it may

go further in attracting use away from the European sites: by acting as a new honey-pot for longer days-out, more specialized recreation uses and visits by existing residents who

might otherwise have visited the European sites. Consequently the provision of a ridge top park is required to offset any biodiversity impacts caused by the development in this area. Having a ridge-top park will also safeguard the green ridge of Exeter, this provision along with the proposed Matford Valley Park has the potential for wider health benefits for the existing and new community as well as additional biodiversity enhancements.

I re-iterate my earlier comments regarding the breeding grounds for rare Cirl Bunting. I am sure that there may be other species of wildlife that need consideration.

Phasing

7.17 To aid delivery and viability, the plan should be delivered in phases to ensure sustainable growth.            It is proposed that there will be four phases, each delivering a portion of sustainable development in a way that should reduce up front infrastructure costs.

More important than reducing upfront infrastructure costs, is that the infrastructure is delivered alongside or in advance of housing development. Late delivery of infrastructure should NOT be consider in any circumstances.

7.19 The approved masterplan will contain phasing proposals in order to ensure that infrastructure is provided in step with development in an achievable manner. This is likely to indicate;

•            500 dwellings within Exeter as an early phase;

•            500 dwellings with a primary school, Chudleigh Road upgrade and part of the

            Matford Valley Park;

•            1000 dwellings associated with public transport improvements, park and ride and

            signalled junctions, pedestrian enhancement of the A379 and part of the ridge-top

            park; and

•            500 dwellings and the remainder of the required infrastructure.

Schools should be in an early phase.

I would suggest that plans for road improvements and P&R, etc MUST be in phase 2

7.21 It may be that further work and capacity testing shows the potential for more dwellings to be included. This would be subject to the masterplanning work.

 I, personally, would think that planning for additional housing would be a mistake. Local residents currently feel anger at the planned 2500 housing, and any move to increase this allocation would aggravate them.

E&E | 08 March 2012 | Turn bus station site into new theatre

08 March 2012

 

Turn bus station site into new theatre

 ARTS lover Steve Bloomfield has launched a campaign for a major concert venue to be built in Exeter.

He believes it would be better than a swimming pool in the bus station redevelopment – but here he is at odds with Cllr Pete Edwards, leader of the Citry Council. Mr Bloomfield said: "We have nothing that would bring anything of an international level to the city.

                    ​

"This site would be ideal as it is right in the centre and if a large venue is not going to go there then it is not going to go anywhere. A theatre or concert hall needs to be in the heart of the city so that it can help bring business to nearby restaurants and pubs."

He claimed putting a swimming pool on the bus station site is not imaginative enough. "Exeter really needs to up its game – it should be the premier city in the South West for the arts," he said.
"We don't have an internationally recognised cultural and artistic centre capable of attracting top-flight acts from around the world. We have no venue with the capacity to make it economically viable to bring bands like our very own Coldplay to Exeter or to bring full orchestras and choruses to our city."

He added: "There is every reason to believe that Exeter and the rest of Devon, Somerset and Cornwall can generate enough patronage to make such a venture economically viable."
Mr Bloomfield said he hopes enough people will join his campaign to make the city council consider a theatre as an option.

But council leader Pete Edwards questioned whether a large theatre on the bus station site would be viable.

He said: "Exeter is much smaller than cities like Cardiff and is too small to have a theatre of this size.

"We have a big theatre in Plymouth and if we had one similar in Exeter I think it would destroy both.

"I don't think people from Exeter mind going down to Plymouth to see a show – it is only an hour away and a lot of people do go down. We have the Northcott, and the Barnfield and there are lots of theatre groups in Exeter."

E-mail: steveblmfld13@gmail.com for more information on the campaign.