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.
No comments:
Post a Comment