Bristol Road North Development Brief and Design Principles Part 1 and Part 2 Adopted Version Part 1 December 2014 & Part 2 March 2015 1. Introduction 1.1 Purpose of the document
This Development Brief and Design Principles Part 1 and Part 2 Adopted Version has been prepared by Sedgemoor District Council to clearly identify the potential of land to the north of Bridgwater to accommodate future employment need to meet the requirements of the Core Strategy and Economic Masterplan. These sites can additionally support the nuclear supply chain businesses and associated development of the new nuclear project at Hinkley Point C.
The document establishes the design principles and concepts within an over-arching framework that guides and assesses future proposals for the site(s), providing certainty for land owners and developers on the potential for development as well as guiding decisions on planning applications.
The guidance also encourages exciting architectural opportunities for these sites as well as elevating the development profile of Bridgwater for the future; design quality is seen as a key opportunity to achieve this aim.
Bridgwater is an area of major growth in the South West located between the cities of Bristol and Exeter and in close proximity to the nationally significant Hinkley Point C new nuclear project due to start imminently. This together with the identification of the former Royal Ordnance Factory at Puriton as an Energy Park provides significant opportunities to boost the economic profile of the town and the site(s) identified here can help in developing that economic profile and provide a positive improvement to the image and performance of the town.
Consultation for Part 1 and Part 2 Adopted Version has been concluded; first stage consultation was conducted through July and August 2014 focussed on greenfield and ready brownfield development sites while the second stage was conducted through December 2014 to January 2015 and focussed on existing business parks and industrial estates for environmental enhancements. 1.2 Aims and Objectives
1.2.1 Aims
The aim of this document is to promote the release of land for new development that contributes positively towards creating high quality and sustainable places in support of the Sedgemoor District Council Bridgwater Vision and the adopted Core Strategy (Local Plan) 2006-2027.
The planning system provides a framework for managing future development and the National Planning Policy Framework provides the over-arching context under which local planning policies are developed, for Bridgwater these are set out in the Sedgemoor Core Strategy, these policies must be followed when making decisions on planning applications unless there are good reasons not to and this document will form an important consideration in determining any planning applications.
1.2.2 Objectives
• Reduce the impact of development on the environment through the efficient use of land;
• Identify the Use Classes to be provided in any future redevelopment showing how they could be distributed across the area;
• Identify the infrastructure that needs to be provided;
• Indicate how development will relate to the surrounding environment;
• Meet the future employment needs of Bridgwater;
• Provide a distinctive and positive urban environment with a high quality of design, materials and layout;
• Set out criteria for the future design of development, including sustainability and energy efficiency;
• Identify potential phases of development.
1 FIG. 1 CONSULTATION PHASES
2 2. Planning Policy (Development and Regeneration Context) 2.1 National Planning Policy Framework
The NPPF supports sustainable development and sets out core planning principles, including securing high quality design and pro-actively supporting sustainable economic development. Paragraphs 18 to 22 provide further guidance including specifically meeting the needs of business and to support an economy fit for the 21st Century. 2.2 Local Planning Polices and supporting strategies
Sedgemoor District Councils Corporate Strategy includes economic development as one of the key themes and the Economic Development Strategy alongside the Bridgwater Vision details the strategic ambition and long term vision for the town for Bridgwater over the next 50 years. Specifically the Bristol Road North area is identified as a ‘Green Gateway Business Park’ and a high profile gateway to the town and a number of development principles are set out to support the delivery of high quality new employment in this area.
The Core Strategy further reinforces the Council’s economic development strategy identifying that potential development in the Bristol Road North area is acceptable with the area seen as ‘preferred greenfield locations’ for employment development proposals.
The Sedgemoor District Council Core Strategy (Local Plan) is currently undergoing review although no fundamental changes are expected to the employment led approach.
Policy S1: Spatial Strategy for Sedgemoor identifies Bridgwater as the focus for new development including the provision of 6,720 new jobs by 2027. It seeks to diversify the economy and maximise development opportunities that contribute to the delivery of the transformational town wide regeneration strategy.
Policy P1: Bridgwater supports employment proposals that add higher value to the economy through the provision of local employment opportunities, the promotion of higher skilled jobs and / or allow for the expansion of appropriate existing businesses. It identifies the Bristol Road Corridor as a preferred greenfield location for employment. It also identifies transport improvements for the A38 Bristol Road that will transform the route through environmental improvements, dedicated pedestrian and cycle ways and public realm improvements.
Policy D11:Economic Prosperity provides detailed guidance and support for new employment proposals that encourage a diverse and robust economy, enhance the image of the area as a business location and provide or retain appropriate work spaces to meet local demand. The employment land trajectory identifies the Bristol Road Corridor for 35,000 sqm of B1, B2, B8 uses creating over 900 jobs.
Other policies of the Core Strategy will also be relevant and which should be considered as a complete approach to the future development potential of the sites.
3 FIG. 2 LAND USE AREAS
4 3. Area Context and Assessment 3.1 Existing Land Uses
The areas around and close to the sites are primarily large shed employment uses with Express Park developments having been prime development over recent years accommodating; Gerber Foods, NHS Logistics and more recently Avon and Somerset Police HQ and development potential of the site has been realised.
The new Morrisions Food packing facility is also located nearby and other older commercial areas and uses are restricted in respect of expansion, Wireworks Estate and Sedgemount Industrial Estate are suitable for environmental enhancements. The Woodlands Business Park has recently accommodated Geopost and several smaller business units and still has capacity for future business uses.
The Dunball area has three separate areas of commercial activity with Dunball Wharf, J23 Bridgwater Business Park and Dunball Industrial Estate both of which are restricted in respect of expansion capability but again suitable for environmental enhancement.
Areas of existing green space may provide opportunities for enhancing biodiversity and visually enhancing the area and in particular the central strip of scrubby landscape separating the north and south carriageways of the A38 provide significant opportunity to develop a quality landscaped approach into Bridgwater.
Small clusters of residential properties to the north will need to be sensitively considered and better arrangements for access and parking could be considered. 3.2 Access and Highway Issues
Many parts of the highway infrastructure in and around Bridgwater suffers from traffic congestion with some junctions at or above recommended capacities and when an accident occurs between J23 and J24 of the M5 vehicles are diverted off the motorway and through Bridgwater effectively grid locking the town. In addition the imminent start of the new nuclear project at Hinkley Point C with the significant traffic that it will generate suggests that the road network is likely to be under strain for many years to come.
The opportunities therefore to facilitate new development for both commercial and residential expansion of town can enable highway network improvements which can benefit the residents of Bridgwater in the immediate future and beyond.
In its role as a major arterial road the A38 Bristol Road has significant numbers of vehicles using the road into and out of Bridgwater and at peak times some queueing along its length does occur in both directions. Coming into Bridgwater peak time queues have been alleviated somewhat by the development of a new roundabout and bridge over the railway line into a new area of development known as Kingsdown (NE Bridgwater). Both the new roundabout together with the ability to access the A39 Bath Road without coming into Bridgwater have improved this situation.
The Dunball roundabout closely located to junction 23 on the M5 can be seen to be a pinch point, and traffic approaching from the east off the M5 and other areas queueing to the roundabout can occur at any time of day. A left out access point from the adjacent industrial estate at this point adds to the weight of traffic while lay-by’s used by car sharers and laid up HGVs add an unsafe element. Congestion at the roundabout is compounded by the fact that as vehicles come off the roundabout onto the A38 south into Bridgwater, a left in access point to the industrial estate slows traffic before the single carriageway bridge over King Sedgemoor Drain which further slows the flow of traffic and is a constraint. Coming over the bridge a significant curve in the road restricts the view and parked vehicles for residents nearby also interfere with the ability for vehicles to use the dual carriageway which only comes into play after the curve. Chevrons painted on the road surface control where traffic moves. Coming to Dunball roundabout from the south at peak times some queueing does occur.
The extensive flood event that occurred in Sedgemoor during 2013/14 has resulted in myriad flood defence works and initiatives with some of these works implemented immediately after the event and continuing to be implemented while other larger schemes are proposed. The Environment Agency are currently undertaking a series of consultation events identifying a variety of options for the River Sowey & King Sedgemoor Drain Enhancement Options 2016 (Dec 2014) which have a wide strategic impact.
5 FIG. 3 ACCESS AND HIGHWAY ISSUES
6 There are two options identified which would have a direct impact on the A38 Bristol Road in relation to the Dunball area where King Sedgemoor Drain joins the River Parrett.
An Option B identifies improvements to the current channel by removing an obstruction under the south bound carriageway bridge to improve flows and reduce turbulence potentially including some channel widening.
An Option F discusses a wider improvement scheme which has a significantly higher investment attached to the proposals by removing the existing single carriageway bridge southbound to be replaced with a new dual carriageway bridge and would probably also involve carriageway realignment. There would be broader economic benefits to Bridgwater with this proposal as vehicle congestion issues would also be resolved but the significant higher costs mean that it is unlikely to be justified on flood benefit grounds alone and additional funding will be required (also discussed in Chapter 7).
The EDF DCO consented park and ride proposals off the western arm of Dunball roundabout provides a discrete arrangement to effectively manage the traffic generated by the new nuclear project but the future potential development of Huntspill Energy Park (Puriton) is predicted to impact on Dunball roundabout and therefore indicative proposals have been suggested to part signalise the roundabout to deal with expected traffic numbers.
At Dunball Wharf and J23 Bridgwater Business Park a vehicle link between the two sites could enable the closure of a dedicated access into Dunball Wharf off the A38 dual carriageway, thereby removing an access point particularly when slow moving lorries are exiting after securing a load of aggregates. This will be subject to more detailed consideration but in the short term extension of the acceleration lane may improve traffic movement.
Heading south on the A38 access points into existing business parks can only be accessed from the southerly direction via a left in and left out arrangement and potentially unsafe right hand turn lanes off the A38 dual carriageway sections enable traffic heading north to effectively double back to access these business. This is a potentially unsafe arrangement. Heading north on the A38 the identified development parcels again are initially proposed to be accessed via left in and left out arrangements to enable the sites to come forward. A secondary phase of highway infrastructure proposes a new roundabout to enable better access for businesses enabling north and south approaches to be effective and removing the need for the potentially unsafe right hand turn double back arrangements.
An area is proposed to be safeguarded adjacent to the River Parrett as a possible location for the River Parrett flood barrier proposals which conceivably could include a new river crossing for vehicles. 3.3 Water management issues
The area forms part of the Somerset Levels and Moors and is more definitively part of the estuarine levels adjacent to the River Parrett which has an exceptionally high tidal range; by contrast tidal inflows to the King’s Sedgemoor Drain are prevented by sluice gates but there is tidal influence at the seaward extremity. For this reason flood banks exist along the banks of the River Parrett and to the southern bank of the King Sedgemoor Drain and there may be a case that these banks will need to be raised in future in association with the construction of the River Parrett flood barrier proposal.
Currently the Environment Agency are completing works to enable pumps to be installed at King Sedgemoor Drain along with other improvements related to improving the flow of the drain in the vicinity of the A38 bridge over the drain itself.
The layout opposite demonstrates the complexity of the water management system with the extensive rhyne system designed to drain the low lying fields. Drainage and SUDs systems within new development will have to take account of all technical requirements from Environment Agency, Internal Drainage Boards and Wessex Water. 3.4 Twentieth century developments
Large industrial buildings and other new development areas along with proposals adjacent to the A38 Bristol Road corridor tend to be prominent in the local landscape. The approach to the urban area of Bridgwater, from the north or east create a negative impression of the town with large industrial and warehouse buildings an inevitable element of the urban landscape.
7 FIG. 4 WATER MANAGEMENT ISSUES / 2OTH CENTURY DEVELOPMENTS
8 The development of higher quality structures, remodelling of existing sites, environmental enhancements and improvement in economic conditions moving can turn this negative perception into a more positive visual landscape.
Colour of roofing and cladding of buildings is important and tree planting can successfully reduce the visibility of large buildings in the wider landscape, it is important that landscaping is undertaken with this objective in mind.
This is, however, dependent on the extent of existing tree cover or potential for this to be reinforced by new planting. Sites which lie close to the higher ground and view corridors such as the ridge of the Polden Hills will also need to take account of views from these vantage points. 3.5 Archaeological and heritage
The remains of a motte and bailey castle built soon after the Norman conquest can be found at Downend to the northern part of the area and is classified as a Scheduled Ancient Monument and in addition defensive features of the Second World War such as ‘pill boxes’ which can be seen adjacent to the River Parrett in two locations. Other locations on the opposite bank of the River Parrett are high in arcaeological potential with the remnants of former settlements apparent and between the river and the railway line to the north are remains of mediaeval flood banks, ridge and furrow workings, lime kilns and quarrying. 3.6 Landscape
Historically the fields to the north of Bridgwater would have been used for summer grazing and over the years water management has enabled year round grazing. The rising and falling of water levels however continually challenges productive farming and management and as Bridgwater has grown, modern land hungry industrial uses have laid claim to these fields and the area under consultation remains the last of the developable fields.
Despite this industrialisation the area still retains a feeling of separation from the main town and can be seen as the gateway to the countryside in many respects. The view across the river to the western bank with the lower Quantock Hills in the background clearly demonstrates this.
Views of the area in the landscape and the distinctive relationship between areas of high ground and development location make the particular retention or creation of soft edge characteristics such as hedgerows and trees most important with the careful consideration of roof line types, colours and materials also important.
Public Rights of Way are extensive to the west side of the river but on the eastern side can be seen to be almost non-existant and where they do exist to the north are sporadic and fragmented.
Historically Bridgwater has maintained high levels of cycling due to the flat nature of the landscape and historically the large industrial work force meant that some thousands of people cycled everyday to the outskirts of the town from their central residences. There is today a case for developing extensive cycle links north to south and east to west and Somerset County Council have a long term ambition to create a foot and cycle way along the east bank of the river.
Residents of Puriton not far distant from Bridgwater have the luxury of a pedestrian bridge across the M5 but from that point south to Bridgwater the footpaths and cycle links are almost non-existent. The long straight A38 Bristol Road provides an ideal opportunity to create a dedicated, fast and direct cycle link from residential areas to current and potential employment provision.
Surprisingly the area does not have many trees with a scattering to the north of the area and identified with Tree Preservation Orders and a few along the central reservation of the A38 dual carriageway. As mentioned previously a detailed landscape master plan to provide screening and features in the landscape is an aim of improving and enhancing the environmental quality of the area.
In particular a robust landscape plan for the A38 along its length (both sides and the middle reservation) would provide a quality that is currently missing form the approaches into Bridgwater. This will include both new planting and the enhancement and management of existing landscaping amenity value and biodiversity.
The remains of a Motte and Bailey can be seen from the public highway and public rights of way to north at Downend which is designated as a Scheduled Ancient Monument. 9 FIG. 6 ARCHAEOLOGICAL AND HERITAGE / LANDSCAPE
10 4. Evaluation, Constraints and Opportunities, 4.1 Evaluation
The sites have a role to play in consolidating the developments that have been undertaken to the north of Bridgwater, helping to provide coherence, as well as realising opportunities to enhance the economic growth and well being of the town.
The development of the sites could unify them within a dispersed building pattern and a structured landscaped setting. There is also the opportunity to successfully integrate some of the EDF associated development requirements within a master-planned solution, consistent with local policy objectives and ambitions for the long term development of the town.
In consideration of landscape and visual references the development proposals will need to be informed by the responsibility that the site has in respect of the following:
• Its location immediately outside the settlement boundary and the creation of a new edge;
• The approach to Bridgwater;
• The separation and approach to Dunball and Downend;
• The relationship with the River Parrett and King Sedgemoor drain;
• The relationship with the long distance views;
• Consideration of an improved integration of the very large commercial buildings between the A38 and the M5;
and;
• A successful integration of the development proposal with the patterns and scale of the land and a close relationship with the landform.
Following the assessment of the site and the policy framework as set out in previous sections, a number of constraints and opportunities associated with the proposed development on the site have been identified as outlined below: 4.2 Constraints
• Existing land use (agricultural land Grade 2), rights of way and ownership;
• Highways, access and other transport issues including the capacity of Dunball roundabout and other cumulative impacts together with poor cycle and pedestrian access;
• Minimising the impact of the development on the surrounding area visually and physically;
• Flood risk potential;
• Noise from adjoining transport corridors;
• Ecology, minimising any adverse impact on the environment;
• EDF requirements arising from the Hinkley Point project including park and ride facilities and freight consolidation areas;
• Existing site topography;
and;
• Ensuring that the development is complementary to the wider regeneration of Bridgwater. 4.3 Opportunities
• Establishing a ‘gateway’ to the north of Bridgwater; 11 FIG. 7 LAND OWNERSHIP PATTERN
12 • Creating an environment to attract innovative new technologies such as marine energy generation or related to the tidal surge flood barrier (climate change centre);
• Maximising the potential of the wharf;
• Design excellence to achieve landmark buildings and contextual structural landscaping to create an outstanding environment through a co-ordinated approach to signage, lighting and public realm / landscape treatment;
• Create a new development that will contribute to employment led regeneration of Bridgwater;
• To accommodate a flexible mix of employment uses that meet the objectives of the Core Strategy, Economic Masterplan and Bridgwater Vision;
• Integration of EDF requirements for design led solutions that contribute to the delivery of Bridgwater Vision;
• Working with an Employment and Skills Charter to develop local labour, training and career opportunities, together with opportunities for business;
• Work with the topography of the site and optimise the orientation of buildings to achieve energy and life cycle efficiencies;
• Showcase and deploy viable and sustainable technologies in construction and in use;
• Enhancement of landscape character through new structure planting consistent with the characteristics of the surroundings and as part of the overall green infrastructure strategy for the town;
• To create development that is permeable and allows for movement between existing and new development sites;
• Improved public realm and pedestrian environments within existing sites and new development sites;
• Creating a transport plan that minimises movements and stimulates multi-modal and sustainable travel choices;
• Superfast broadband access;
• Access to local transport network across the area and beyond site boundaries, integration into the existing;
• Creation of new cycle routes to link Dunball with Bridgwater;
and;
• Providing opportunities to link into sustainable transport measures on the A38 corridor including pedestrian and cycle improvements and bus priority measures.
13 LOOKING SOUTH J23 BRIDGWATER BUSINESS PARK
A38 LAY-BY AREA ON A39
14 5. Site(s) Location and Description Part 1 Development potential in Bridgwater is constrained by the M5 to the east which forms a significant barrier and by the threat of flooding with significant areas of low lying land and as a result there are only a limited number of sites available for employment growth.
However, plans are in place to invest in a flood barrier on the River Parrett and the identified areas within this document are suitable for expansion of employment uses and could potentially play a significant role as a location for the flood barrier infrastructure.
The western boundary of the overall area abuts the River Parrett and to the east the railway line; to the south boundaries are existing employment uses and to the north a small cluster of residential properties and further commercial uses. An area is also safeguarded for the possible provision of the River Parrett flood barrier proposals, the preferred location is currently subject of a strategic review as part of the twenty year flood action plan.
The area is in close proximity to Junction 23 of the M5 and adjacent to the A38 Bristol Road providing excellent connections to the strategic highway network. All of the site(s) represent a logical development progression along the A38 keying into existing employment uses and providing potential for creating high quality built form and landscaping creating the gateway entrance into Bridgwater from the north.
The land subject to this Development Brief and Design Principles Part 1 is identified as 5 parcels of land located adjacent to the Bristol Road A38; a single parcel of brown field land directly opposite the existing Express Park development together with two parcels either side of the A38 on greenfield land and two parcels near to the Dunball roundabout to the north. 5.1 Development Site 1
Located to the north of the identified area and in a highly visible location adjacent to the Dunball roundabout and the proposed EDF Park and Ride facility. The site is cleared and has undergone some preparation for development with land having been significantly raised and prepared. The site presents opportunities for innovative and eye catching architecture and serving as an arrival point into the town will be part of the first impressions. Good access to the site will be achieved as a result of the EDF scheme. 5.2 Development Site 2
This site is immediately opposite site 1 and again benefits from a highly visible location presenting similar opportunities for high quality architecture providing first impressions. Access into the site will be challenging but a left in left out approach may be achievable and similar in arrangement to the Dunball Industrial Estate directly opposite. 5.3 Development Sites 3 and 4
Both sites are located adjacent to the Bristol Road A38 directly opposite each other with the A38 dual carriageway in between and bordered by the railway line to the east and River Parrett to the west. Both sites are in the ownership of a single developer who have been developing out land to the south at Woodland Court Business Park. The Bristol Road A38 dual carriageway is separated by a substantial landscape along the middle preventing right hand turn lanes. Access proposals would initially allow left in and left out to both sites from a north and south direction and followed with a more substantial arrangement such as a roundabout. 5.4 Development Site 5
This is a cleared brown field opportunity in the ownership of a single developer located to the north of the older Wireworks Estate and adjacent to the new roundabout and bridge over the railway line leading to the Kingsdown development. The site is highly visible and presents a good opportunity for innovative and eye catching architecture. Well located opposite Express Park where facilities such as hotel, petrol, small supermarket, gym and creche facilities are all available and withing reasonable easy walking distance of the town centre.
15 FIG. 8 NEW DEVELOPMENT SITES LAND USE PROPOSALS
16 6. Site(s) Location and Description Part 2 The land subject to this Development Brief and Design Principles Part 2 is located to the north of Bridgwater extending from Express Park roundabout north to the area around Dunball roundabout and concentrates on the four existing commercial areas subject to environmental enhancement, remodelling and landscape enhancements. 6.1 Environmental Enhancement Site 1 Dunball Wharf and Bridgwater Business Park.
Both Dunball Wharf and Bridgwater Business Park are well located for access from the M5 motorway and adjacent to the A38 Bristol Road. Both have potential capabilities for river wharfage and while some investment has gone into new buildings and businesses operate effectively the are does provide further opportunities for improvement with redevelopment and environmental enhancements achievable. An area of bio-diversity habitat (pond) exists at the entrance to Bridgwater Business Park that provides a strong landscape component.
The western boundary of the area abuts the River Parrett and to the south the King Sedgemoor Drain while to the north open fields currently exist but the Hinkley Point C EDF Park and Ride facility will be constructed here in the near future. 6.2 Environmental Enhancement Site 2 Dunball Industrial Estate.
Located to the north of the identified area the Dunball Industrial Estate has a high quality feel to the entrance from the A38 Bristol Road and a strong landscape edge to the north. Residential properties act as a constraint along part of the western and southern edges. An elevated area to the east edge formed from disused quarry works is wooded and may serve as bio diversity habitat and enhanced area for leisure activities. There maybe opportunities for some elements of redevelopment and further environmental enhancement. The location is significantly distant from the town centre. 6.3 Environmental Enhancement Site 3 Woodlands Business Park.
While Woodlands is a recent development and the new built elements and layout are better quality and much improved in relation to the other older estates the lack of landscaping is an issue that needs to be addressed to ensure a high quality working environment is created. The close location of the site to the Sedgemount estate and the proposed extension of Woodlands onto the greenfield site to the north suggest that significant high quality development and improvements can be achieved, helping to raise the profile on the approach to the town. 6.4 Environmental Enhancement Site 4 Sedgemount Industrial Estate.
This area is slightly further north of the Wireworks Estate, again adjacent to the railway line and the A38 Bristol Road with the new road bridge over the railway line to the Kingsdown residential area on the southern edge. Again a very visible commercial area the estate provides newer and more modern premises with elements of weak landscaping but with potential for improvements and environmental enhancement. Again the residential area of Kingsdown is within easy walking distance but the distance to the town centre is now beyond timely walking distance. 6.5 Environmental Enhancement Site 5 The Wireworks Estate.
Located to the south of the identified area the estate is care worn in appearance and in general provides commercial accommodation of a lower quality. The site is adjacent to the railway line and the A38 Bristol Road directly opposite the newer and better quality Express Park commercial development. To the north of the estate is a development site likely to attract a high quality commercial development. The site has no landscaping content and road surfaces in very poor condition but this provides opportunities for substantial enhancements to the environment which may include redevelopment of existing elements. The site is very visible both to travellers by rail and road and has a negative visual appeal but is well located to nearby residential areas and within walking distance of the town centre.
17 FIG. 9 ENVIRONMENTAL ENHANCEMENT LAND USE PROPOSALS
18 7. Access and Highway Proposals 7.1 Context
Access into the proposed new development sites have challenges and potential impacts on the existing highway network cannot be quantified at this stage but opportunities to improve matters through new development could enable benefits to the residents of Bridgwater and the existing commercial operations in the various business and industrial identified as environmental enhancement areas. Currently the A38 retains a section still subject to the national speed limit of 70mph, there is a case to be made to reduce the speed limit on the A38 through the development area to 40mph subject to necessary traffic orders and agreements.
The Dunball roundabout is closely located to junction 23 on the M5 and at busy times, traffic approaching from the east off the M5 junction queues to the roundabout but which can occur at any time of day. A left turn exit point from the adjacent Dunball Industrial Estate at this point adds to the weight of traffic while lay byes used by car sharers and laid up HGVs add a potentially unsafe element.
Congestion at the Dunball roundabout is compounded by an immediate left in access point to Dunball Industrial Estate slowing traffic before the single carriageway bridge over King Sedgemoor Drain which further slows traffic. Once over the bridge a significant curve in the road restricts the view forward and vehicles parked outside existing residential properties also add to the unsafe feeling this section of road generates as vehicles gear up for the dual carriageway which only comes into play after the curve. Chevrons painted on the road surface control where traffic moves.
Cycle provision is an important factor to consider in more detail connecting short stretches of existing provision and outlining potential proposals to provide comprehensive routes connecting the development sites and the existing business estates. 7.2 Current Approved / Resolution to Grant Schemes
7.2.1 Location 1
The EDF DCO consented park and ride proposals off the western arm of Dunball roundabout provides it’s own discrete arrangement to effectively manage the traffic generated by the new nuclear project.
7.2.2 Location 2
The future potential development of Huntspill Energy Park (Puriton) is predicted to impact on Dunball roundabout and therefore indicative proposals propose the part signalisation of the roundabout to deal with expected traffic numbers. This arrangement will improve the access to the Bridgwater Business Park. 7.3 Potential Proposals
7.3.1 Location 3
This greenfield development site could potentially be served with a left in and left out arrangement, similar to current access operations on Dunball Industrial Estate directly opposite.
7.3.2 Location 4
Long term a direct vehicle link between Dunball Wharf and Bridgwater Business Park may be desirable and would enable safe vehicle access to both areas from the Dunball roundabout via the consented EDF proposals.
7.3.3 Location 5
The current access into Dunball Wharf, although functional does present potential safety issues (it is recognised that no actual incidents of vehicle collision or accident has been recorded) nevertheless improvements either as a result of a proposal at Location 4 or alternatively a short to medium term solution providing an acceleration lane out of the estate may be feasible. Discussions with the landowners and operators at these sites has revealed the constraints associated with the proposal at Location 4 and should certainly be regarded as a long term proposal. In the short to medium term an acceleration lane out of the Dunball Wharf estate may allow better and safer exit to the A38 Bristol Road.
19 FIG. 10 ACCESS AND HIGHWAY PROPOSALS
20 7.3.4 Location 6
The Environment Agency are currently undertaking a series of consultation events identifying a variety of options for the River Sowey & King Sedgemoor Drain Enhancement Options 2016 (Dec 2014) which have a wide strategic impact. Option F suggests removal and replacement of the single carriageway vehicle bridge across the KSD heading south and while this will have flood relief benefits there are potentially significant additional economic benefits in the form of reduced congestion and journey times, environmental and amenity improvements as well as highway safety enhancements.
7.3.5 Location 7
Residents along this short stretch of the A38 (which is the original 2 way carriageway prior to becoming southbound dual carriageway) have access to a parking area directly adjacent to the road to the front of their properties. The closeness of the carriageway to the parking and the front of the properties creates an uncomfortable environment for these residents and as discussed in the Context section above the curve of the road at this point restricts the forward view for vehicles that are gearing up at this point to accelerate onto the dual carriageway. Potential exists therefore to realign this short section of the A38 to move the road away from the existing properties by a few metres and straighten the curve on the approach to the dual carriageway.
7.3.6 Location 8
As a result of other improvements (as detailed in Location 8 below) two potentially unsafe cut throughs across the wide central reservation between the carriageways could be closed.
7.3.7 Location 9
Heading south on the A38 the access points into the existing Woodlands business park can only be achieved from the southerly direction via a left in and left out arrangement and this arrangement can also serve new development on the greenfield portion of this area as identified in the Part 1 document. Heading north on the A38 the identified greenfield development parcel can also be served by an initial proposal of left in and left out access to enable the sites to come forward. A secondary and comprehensive phase of highway infrastructure proposes a new roundabout enabling access for businesses from both the north and south approaches to be effective, removing the need for the potentially unsafe right hand turn double back arrangements. 7.4 Cycle Provision Proposals
It is essential to identify and develop a package of cycle infrastructure and key into national and local planning and transport policies that support walking and cycling for local journeys.
There are opportunities to make better provision for cycle access to, within and through the Bristol Road North identified area as traffic conditions and junction layouts are not cycle-friendly. As a workplace destination and an area through which passage should be facilitated this is an important issue not only in the context of this Guidance but also the prospective development of Huntspill Energy Park.
Historically Bridgwater has maintained high levels of cycling due to the flat nature of the landscape and until the last decade the large industrial work force meant that thousands of people cycled everyday to the outskirts of the town for work.
Extensive cycle links are beginning to be developed in particular to the south of the town but there is a case to developed links north to south and east to west.
7.4.1 Current situation for a cyclist travelling between A Puriton motorway bridge and B A38 (west side) cycle path 7.4.1.1 Travelling north from Bridgwater 1. The (shared use) cycle lane ends in the vicinity of King Sedgemoor Drain; 2. Continue on-road (A38, 2 lanes); 3. Negotiate a right turn at the Dunball roundabout (Hazard - lane change and circulation); 4. Continue on road (A39, 2 lanes) towards M5; 5. Turn left into Downend; 6. Turn right onto Pawlett Road. 21 FIG. 11 CYCLE PROVISION (7.4.1.1) TRAVELLING NORTH FROM BRIDGWATER
22 7. Alternativly avoiding right turn on roundabout proceed straight on (avoiding need for lane change) and turn right off the A38 at Downend Road. Using the path on the W side of the A38 does not facilitate cycle access from existing / future employment sites on the E side of the A38.
7.4.1.2 Travelling south from Puriton 8. From bridleway bridge turn left onto Pawlett Road; 9. Turn left onto Downend Road (towards A39); 10. Cross A39 dual carriageway to turn right (Hazard - no specific provision for cyclists, and no central refuge because of turning lane); 11. Continue downhill on road (A39, 2 lanes) and turn left at Dunball roundabout; 12. Continue on A38 (Hazards: there is no cycle path heading south and there is no footway beyond the cottages south of King Sedgemoor Drain;
Opportunities to make better provision for cycle access to, within and through the Bristol Road North area; 1. One obvious opportunity to provide a good cycle route between Puriton and Bridgwater would be to provide a full shared use path on the whole of the west side of the A38 as far north as the junction with Downend Road where a controlled crossing could assist connection to Downend Road for use by cyclists travelling in both directions. This facility would be obvious to all potential users and safe, but does not facilitate access to Dunball Industrial Estate. This can be achieved under (2) below or for existing and future workplaces on the East side of the A38, this can be achieved under (3) below. 2. A two-way route through the Dunball Industrial Estate appears to be potentially achievable and desirable in respect of workplace access with relatively minor physical works on or adjacent to high way to facilitate passage on one-way streets. A more ambitious development could involve more significant expenditure on crossing points. The route indicated utilises existing uncontrolled pedestrian crossing points on the A38 and A39 dual carriageways.
3. Shared use and improvement of the path over King Sedgemoor Drain on the west side of the A38 is physically constrained by the limited bridge width. An alternative in the vicinity of King Sedgemoor Drain could be use of the wide central reservation and a new cycle bridge. Whilst this involves a more substantial investment in cycle infrastructure, it has the potential to connect to new develop ments on the east side of the A38 where it would be possible to: • Create southwards connectivity for cyclists, integrated with proposed development on the east side of the A38; • Connection to the existing path on the west side of A38; • Potentially connect to a riverside path; • Cross either side of the A38 at a point with good visibility. 4. In the absence of the potential to create a footpath / cycle path on the east side of the A38 a sensible route heading south from the King Sedgemoor Drain area would be through the potential new de velopment area north of the existing Woodlands Business Park and connecting to the new junction proposals to enable effective crossing of the dual carriageway to the west side of the A38 This would enable connectivity to the proposed riverside cycle route and further south enable connec tion to the new bridge over the railway line to the Kings Down development area (North East Bridgwater). 23 FIG. 12 CYCLE PROVISION (7.4.1.2) TRAVELLING SOUTH FROM PURITON
24 6. Design Objectives and Design Principles 6.1 Inclusive design approach
These are important and visible sites and a sensitive, master planned development must integrate with the context and make a unique contribution to the visible economic growth of Bridgwater.
Although an urban edge site, the approach to design is critical in defining how Bridgwater is perceived as an arrival point from the motorway and how it can accommodate a range of different uses and meet business needs.
In line with national and local Government guidance and policy, considerable importance has been placed on achieving a high standard of design across the sites. The application of urban design objectives will ensure a high quality layout is achieved whilst the identification of constraints and opportunities will ensure that the proposals are sensitively assimilated into the surrounding landscape and urban fabric. Success of the design of the development will be dependent upon achieving an appropriate relationship between development objectives, development form and a positive response to local conditions.
Development here will benefit new and existing residents and the economic growth of the town as a whole and can help consolidate Bridgwater as a sub-regional economic hub. Consultation with all stakeholders including the local communities of Bridgwater, Dunball and Downend is also seen as an essential element to progress the development of the site.
The prominence of the site, which will be perceived as the northern gateway to Bridgwater, requires the highest quality approach in respect of masterplanning, landscape and architecture. The design objectives follow and expand upon principles developed by the Commission for Architecture and the Built Environment (CABE) and published in January 2006 within ‘Better Places to Work’, with the application of site specific objectives which underpin the development proposals. 6.2 Ease of movement and legibility
‘Workplaces that are located to be accessible by a wide range of transport modes, including foot, cycle, public transport and car’
Over arching Design Objectives
• Establish new links with established movement networks, carefully integrating pedestrian, cycle and vehicle movements and well designed car parking to ensure friendly public spaces;
• The detailed design of paths will ensure access for the disabled, and compliance with the Disability Discrimination Act;
• Design individual plots that are easily distinguishable to define ownership;
• Create new spaces and routes that connect with existing and potential future development;
• Create well lit overlooked pedestrian and cyclist routes that consider existing and likely desire lines;
• Create an urban structure where users can access the site and find their way around without difficulty allowing access for everyone as an integral part of inclusive design. Integrate features, such as existing landscaping and views;
• Pursue measures to reduce car use, such as provision for cycling, encouraging car-share and providing bus links and public transport interchanges articulated in a Green Travel Plan;
• Reinforce important destinations and;
• Establish a hierarchy of routes.
Site Specific Design Principles
• Create a framework for transport management, conditions, monitoring and enforcement;
• Establish improvements to the A38, Bristol Road; 25 • Incorporate well lit and direct cycle routes to link existing routes, the A38 Bristol Road and other development parcels;
• Provide safe pedestrian routes to encourage both commuting and leisure opportunities;
• Create a green corridor with potential formal and informal leisure uses to link with the River Parrett;
• Create ‘green buffers’ to delineate the site and reinforce zones within the site;
• Enhance public transport facilities on the A38 with the provision of bus stops;
• Provide an appropriate northern gateway with a landmark statement (building, landscaping or art work) to project a positive image of Bridgwater;
• Ensure buildings create a balance and connection between development, public access and the environment;
• Ensure the legibility of functions within the buildings that can be seen from the public realm;
• Highway improvements to reduce congestion on the A38 corridor and reduce impact on Junction 23 of the M5 and;
• Create a sense of place through the built form and landscape setting that identifies Bridgwater and the wider Sedgemoor District. 6.3 Character, quality and continuity
‘Workplaces that exhibit a strong positive relationship with surrounding areas, services and facilities’
Over arching Design Objectives
• Workplace design should promote good architecture and urban design which in turn will have a positive impact on the local economy;
• Create new environments that respond to surrounding uses strengthening links so that the development is seen as an integral part of the surrounding context;
• Ensure continuity in built form and design to create enclosure, thereby developing a safe, overlooked public realm and a visual pleasing environment;
• Functional requirements such as use type, parking ratios, highway requirements and building footprints should be integrated to create successful places. Predetermined design solutions should not be allowed to impact on this requirement;
• Use materials and the details of external spaces and buildings to create a coherent and attractive whole;
• Consider how building frontage, building height and road section will relate to one another to define space;
• Good natural surveillance and the provision of security from adjoining buildings a through multi-use occupancy and from access roads, together with adequate lighting for use before or after daylight hours, will play an important role in making open space areas, footpaths and cycleway safe to use and;
• Lighting glare should be avoided and primarily downward pointing lights will be necessary.
Site Specific Design principles
• Buildings to be of a high quality using materials and details to create an attractive environment;
• Enhance the edge of the A38 frontage with high quality built form;
• Buildings to be kept below the height of existing commercial buildings to the south, with careful 26 consideration of roof finishes;
• Create enclosed, overlooked spaces to provide security to users of the site;
• Consider lighting and security measures to ensure community safety within the context of the overall design objectives;
• External surfaces and landscape features to be of consistent design and form to ensure ‘a sense of place’;
• Provide an attractive setting for people working on the site, visitors and the local population who will be encouraged to utilise the site outside working hours and;
• Create strong connections with existing employment areas and other development parcels; 6.4 Diversity
‘Workplaces that contribute to the vitality and viability of their locality by providing a mix of complementary uses’
Over arching Design Objectives
• Integrate a wide range of uses and support facilities that provide for a varied workplace, which benefits both the workplace’s users and the local area;
• Encourage uses which will provide interest and activity in the evenings to avoid the site becoming a potentially empty night time environment;
• Promote quality detailed design with durable materials that enliven the environment;
• Encourage spatial variation and building interest and;
• Ensure variety of detail and materials whilst maintaining a coherent overall sense of place.
Site Specific Design Principles
• Allow for a wide range of uses and activities to populate the site and to provide amenities to encourage social contact between users and the local population;
• Design paths and cycle ways to be accessible to all;
• Create a variety of built forms across the site to add vitality to the development and;
• Use landscaping features and public art to create spatial interest. 6.5 Adaptability
‘Workplaces that are able to accommodate changing requirements, including responding to changing market forces’
Over arching Design Objectives
• Provide for varied end users and consider the needs of different commercial markets accommodating changing technological, economic, social and environmental factors;
• Provide appropriate flexibility in parking and servicing provision and;
• Encourage building design that will be flexible and adaptable so they can either be changed from single occupancy to multi-occupancy, extended or change their use.
Site Specific Design Principles
• Provide the site with state of the art connectivity and services to encourage high quality employment opportunities;
27 • Ensure a variety of built space to accommodate different uses and spatial requirements;
• Be prepared to react to changing economic circumstances and provide a development framework to accommodate same and;
• Provide buildings designed to be extendable and convertible. 6.6 Sustainability
‘Workplaces that contribute to the achievement of sustainable development by minimising energy use through design, both during construction and in occupation’
Over arching Design Objectives
• Maximise non-vehicle access to development and facilities;
• Ensure easy access by foot and cycle and allow for convenient links to public transport and the strategic cycle route;
• Building techniques should adhere to BREEAM (Building Research Establishment Environmental Assessment Method) energy efficiency standards or other suitable assessment method;
• Ensure that development accords with Government guidance on ensuring the efficient use of land;
• Provide a positive contribution to the local economy;
• Minimise resource use in building construction and operation;
• Increase biodiversity and enhance landscape features;
• Create a healthy and attractive working environment and;
• Seek to achieve good passive solar gain by orientation and massing.
Site Specific Design Principles
• Encourage non-vehicular visits to the site by providing ample cycling provision, footways and public transport links;
• Take regard of the ‘Green Infrastructure Strategy’ for Sedgemoor;
• Ensure proposals are informed by ecological impact assessments and include any necessary mitigation;
• Ensure buildings are designed to maximise the benefit of orientation and demonstrate responsible environmental principles;
• Use BREEAM assessments or other suitable assessment method on all buildings across the site;
• Choose materials, wherever possible, to create healthy, comfortable buildings with the lowest possible impact on the environment including recycled and low embodied energy materials;
• Encourage the use of materials that can be re-used and recycled at the end of the life of the building;
• Utilise local materials wherever possible;
• Maximise natural lighting and minimise solar gain;
• Consider the provisions of alternative energy technologies (e.g. heat network), electric vehicle charging points, and integrated photo voltaics and;
• Ensure that suitable and sustainable surface and grey water drainage solutions are in place and that water is recycled wherever possible.
28 6.7 Management
‘Workplaces that are designed to accommodate systematic management and maintenance regimes so that quality and sustainability is maintained’
Over arching Design Objectives
• Maintain landscaping areas to ensure the landscaped environment is always of a high quality and not allowed to fall into neglect;
• Promote Green Travel Plans and provide to end users along with other strategies that promote sustainable transport and;
• Promote the development in order to maintain building occupancy thereby retaining the site as an important employment destination for Bridgwater.
Site Specific Design Principles
• Site marketing and communications plan;
• Design quality will be an integral part of the marketing strategy at all levels;
• Long term sustainability of the development will be reinforced by an effective management strategy which will encompass a variety of operational tasks, from building and grounds maintenance through traffic and parking management to the provision of shared meeting spaces and;
• Strong branding of the site will also be employed to create a sense of place. 6.8 Landscape design
• Successful green spaces can help create more attractive towns and cities, increase land values and provide safer routes. From an environmental perspective they can also increase flood protection and sustainable drainage as well as providing better micro-climates and enhance biodiversity. Green spaces should promote a distinct sense of place, address a range of environmental issues and also be able to accommodate a variety of uses.
• Attractive settings and frontages can be created with a series of new ponds and water features provided across the various sites, the design of the ponds can provide an attractive frontage to new development, and an attractive outlook from adjoining employment buildings. These landscape features will be provided with appropriate management in order to maintain water quality.
• Indigenous and non-indigenous trees and shrubs tolerant of current ground conditions will be selected to reflect local landscape character and to achieve successful establishment.
• The long and straight A38 Bristol Road provides the opportunity to create a strong avenue of trees. Tree and shrub planting alongside the ponds and extensive tree planting within car parking areas help to soften hard landscaped areas.
• Roads lined with trees provide an attractive approach and frontage to buildings. Ponds will provide important natural drainage and designed positively as landscape features will contribute to the overall amenity of the development.
• The ponds can be planted with native species that provide habitat creation with grass slopes to the sides of the ponds at a 1 in 3 gradient and be maintained (the gradients of the slopes are subject to change during the detailed design stage). The green spaces and new pond network will create new wildlife habitats and enable natural drainage, whilst providing an attractive environment.
• Ponds can incorporate a variety of landscape treatments, ranging from reed beds, species-rich grass banks, close mown margins, clumps of scrub and occasional trees. Access strips for maintenance may also incorporate informal seasonally dry footpaths.
• High quality landscaping, including formal tree and shrub planting on the roads throughout the site will provide an attractive and appropriate setting for a new employment area. The design of planting
29 FIG. 13 LANDSCAPE ENHANCEMENT PROPOSALS
30 and choice of species will need to respond to the scale of the buildings and reflect indigenous species.
• New structural planting to the A38 will also be undertaken to help define the boundary and create a sense of place. Use excess soil from the site to create mounding and improve immediate visual impacts.
• Integration of the new development with the surrounding area will be achieved both by responding to the existing context and character of the site, by tree planting, and by providing strategic landscaping to soften the appearance of the new development on surrounding areas. Planting at lower levels with trees to enhance screening of low level activity such as fencing and parking.
• The landscaped areas will provide an attractive outlook for adjoining premises and offer a valuable opportunity for informal recreation and relaxation for occupants and their visitors;
• Advance planting will be required across the site irrespective of phases to enable maturity across the development phases of the project and aid drainage;
• Car parks to be planted. 6.9 Appearance and Materials
• The use of form, detail and materials should create visual interest and scale appropriate to the external spaces that the buildings address while the design of the buildings will be integrated into the surroundings and create an imaginative response. Carefully consider the finished levels and use these to site the buildings within the landscape avoiding large changes in level.
• The buildings within the development will feature elements of colour, contemporary materials and architectural treatment that create a focal point for people when visiting the site. Colour and texture should however be recessive against the background and landscape. The elevations will feature a large amount of glazing to maximise outside awareness for the workers.
• The use of a consistent palette of materials of high standard throughout the buildings with steel, concrete, brick, render, metal cladding and glass as main materials utilised within the development. The facades will have natural finishes of elements of colour providing focal points for the scheme.
• The creation of environments which are welcoming to pedestrians and create interest at street level with a consistent design approach applied to the lighting, signage and street furniture across the site. High quality products will assist in re-enforcing the desired image for the buildings and landscape strategy across the site as a whole.
• Roofscape form and colour will be an important consideration given the potential for intrusiveness into the landscape from long distance views.
31 7. Conclusion and Expected Outcomes • New employment;
• Comprehensive transport solutions;
• The creation of permeable snetworks including the creation of direct cycle paths to linking the River Parrett, Bridgwater and the wider area;
• A mix of uses to create a sustainable and robust economic model;
• The creation of a sustainable drainage solution and new wildlife habitats across the site;
• The maximisation of energy efficiency and its integration with renewable energy resources;
• High levels of services and connectivity to ensure the site is at the forefront of opportunities for new businesses moving into the area;
• Contribution to the delivery of Bridgwater Vision ambitions;
• Infrastructure investment;
• Positive contribution to enhance Bridgwater’s Image;
• Economic growth and improvements to local socio-economic well being;
• Design excellence;
• Innovation;
• Leading edge sustainable technologies;
• Successful travel planning and transport management;
• Enhanced and accessible natural environment for local people;
and;
• Long term legacy benefits.
32 8. Planning Application Requirements A sequential approach should be taken to the master planning and applications for the various development sites and any outline or full planning application should be based on a comprehensive master plan or parameters plan for the development parcels and will be required to provide precise detail including;
• Total floor space;
• Phasing strategy;
• Building heights and storeys;
• Densities and distances between buildings and boundaries;
• Disposition of buildings in relation to landscape and visual impacts;
• Extent of ground excavations and site modelling;
• Trip generation figures for stages of development and in relation to external constraints on nearby junction capacities;
• Noise, vibration and air quality limits during construction and operation;
• Details of quantities for informal and formal open spaces;
• Detailed and measured proposals for habitat enhancement;
Screening Opinions should be sought as to whether a formal Environmental Impact Assessment (EIA) will be required to accompany any applications, precise details of EIA’s should include;
• Cultural heritage;
• Ecology and biodiversity;
• Landscape and visual.;
• Air quality and climate change;
• Noise and vibration;
• The water environment;
• Geology and soils;
• Socio economic;
A full Transport Assessment will also be required together with Workplace Travel Plans and there should be an over-arching travel plan for the development sites under which each individual application should produce their own travel plan. To supplement the Parameters Plan applications will also be required to submit;
• A design strategy in accordance with the Design Objectives and Principles;
• A Sustainability Assessment including a Health Impact Assessment;
• A lighting strategy;
• A Construction Environmental Management Plan (CEMP);
• A Site Waste Management Plan (SWMP).
Early engagement with other agencies should be undertaken, in particular Wessex Water and the Environ- ment Agency.
33 TRAVELLING SOUTH FROM PURITON LOOKING EAST
LOOKING EAST VEHICLE CROSSING POINT BETWEEN CARRIAGEWAYS
DUNBALL WHARF DUNBALL WHARF
DUNBALL WHARF LAND EAST OF DUNBALL INDUSTRIAL ESTATE
34