Eastover Supplementary Planning Document Adopted

January 2014

www.sedgemoor.gov.uk/eastover Contents PAGES

1 INTRODUCTION 2

2 THE SPD PROCESS 3

3 BACKGROUND & CONTEXT 4 - 5

4 PLANNING POLICY CONTEXT 6 - 14

5 PROJECT WIDE ISSUES AND AIMS 15 - 16

6 TRANSPORT AND MOVEMENT 17 - 21

7 USES 22 - 23

8 HERITAGE 24 - 25

9 DEVELOPMENT SITES 26 - 33

10 PROMOTION AND MARKETING 34 - 35

11 DESIGN PRINCIPLES 36 - 38

12 IMPLEMENTATION AND ACTION PLAN 38

APPENDIX 1 OBJECTIVES (Previously Key Deliverables) 39 - 43

APPENDIX 2 TRAFFIC DATA 44 - 63

APPENDIX 3 LINKS TO INFORMATION FOR TRADERS, RETAILERS 64 AND OTHER BUSINESS OWNERS

1 1 INTRODUCTION

1.1 Purpose of the Document Sedgemoor District Council has prepared this Supplementary Planning Document (SPD) for the Eastover area of Bridgwater within the town centre boundary and referred to as the ‘Eastover Triangle’.

The purpose of the SPD will be to positively manage the regeneration and redevelopment of Eastover and provide guidance to prospective developers and others when preparing planning applications. Development proposals within the area will be considered against the principles established within this SPD.

This SPD has been prepared in conformity with the Council’s adopted Core Strategy, as well as other national, regional and local planning policy documents, setting out how the area fits within these policies and how the Council and other agencies can help deliver the regeneration objectives for the area.

The SPD is a regeneration strategy providing guidance on appropriate land uses and urban form as well as identifying specific sites for regeneration and redevelopment and will:

• Provide planning guidance for the ‘Eastover Triangle’ in accordance with the Sedgemoor Core Strategy and Bridgwater Vision;

• Establish the role, function and overall vision for the ‘Eastover Triangle’;

• Provide a coherent planning and design context for future development in the area;

• Guide developers and their agents in promoting best practice in architecture, urban design, landscape and sustainability;

• Be flexible and adaptable to meet a range of potential options which may be proposed by future and continuing developer interest in Eastover.

Through the Core Strategy, Bridgwater Vision and this SPD the potential exists to bring a number of partners together into a single forum to agree a way forward for the regeneration of Eastover which should include stakeholders, developers, community and local authority, this proactive approach will benefit developments in the ‘Eastover Triangle’. FIG 1. THE EASTOVER TRIANGLE

2 2 THE SPD PROCESS

2.1 The Status of SPDs A local planning authority may prepare SPDs to provide greater detail on development plan documents (i.e. Core Strategy) as part of its Local Development Framework. SPDs provide guidance on local planning matters and are either area based (eg: masterplans and development briefs) or topic based (e.g. design guides and open spaces). However SPDs must not be used to allocate land or include policies that should be subject to independent examination.

The following principles apply to the preparation of SPDs:

• It must be consistent with national, regional and local policy; • It should be clearly cross-referenced to a development plan document or saved policy or proposal of the Local Plan which it supplements; • It should be regularly reviewed; • The process by which the SPD has been prepared must be clear and transparent and a Statement of Community Involvement should be published alongside it.

SPDs are not subject to an independent examination process but are still subject to a robust process of consultation and engagement with relevant parties including key stakeholders and the local community. Once formally adopted the SPD is a significant material planning consideration when determining applications for planning permission within the area.

2.2 Preparing this SPD Early consultation work was initially undertaken in 2009 which informed Stage Purpose the development of engagement with the community and identified the starting point for the development Phase 1 To gather information and June 2012 to of the Issues and Options paper for Early consider the issues and options August 2012 Phase 1 of the consultation process. Engagement that exist and to engage with  Consultation key stakeholders and the The SPD then underwent a two community to develop ideas. stage public consultation process (Issues and starting with the Issues and Options Options document) paper published in August 2012 and followed by the Preferred Options document published in June 2013. Phase 2 To publish the draft SPD/ May 2013 to Formal preferred option for consultation June 2013 The Preferred Option stage set Consultation for statutory period of 6 weeks. out key principles of the emerging (Preferred Representations received are then considered by the Council strategy for the area and facilitated Options document) and revision made as necessary. the final engagement of stakeholders in formalising proposals.

Through each consultation phase a Phase 3 To publish final adopted version December 2013/ series of workshops for residents and Adoption of the SPD and notify all January 2014 businesses were conducted to enable Final SPD interested persons. a wide range of views, opinions and FIG. 2 STAGES IN THE PREPARATION OF THE EASTOVER SPD ideas.

The final stage is the Adoption and publication of the final SPD document alongside other supporting documents; Consultation Statement and Schedules of Responses for Phase 1 and Phase 2 of the consultation process.

3 3 BACKGROUND & CONTEXT

3.1 Strategic Context Bridgwater is an historic town in a prime strategic location with a strong trading and manufacturing tradition located mid-way between Bristol and Exeter on the M5, the major route into and out of the south west region. The town is the administrative and commercial centre of Sedgemoor District and the focus for significant inward investment, regeneration and development.

With two junctions of the M5 north and south of the town, it is acknowledged as an area of major growth being closely located to the nationally significant new nuclear power station project at Hinkley Point in West Somerset. As a result Bridgwater will receive a major boost to its the economic profile but it is essential that this predicted economic growth has a sustained and positive improvement on the image and performance of the town.

Turning Bridgwater into a thriving and prosperous town is a challenge which is articulated within the Bridgwater Vision and while the town has seen significant growth in recent years there are still large areas of deprivation with above average unemployment, low education and skill levels together with areas of poor housing quality. In addition large proportions of the town are vulnerable to high flood risk with significant areas of low lying land, as a consequence infrastructure priorities include a long term flood defence solution.

Bridgwater town centre is the highest order retail centre in Sedgemoor but the range of retail offer is poor, partly as a result of competition from other larger centres, particularly Taunton. A rising vacancy rate is a sign of the declining nature of the town centre with the greatest concentration in the Eastover area.

Core Strategy Policy P2: Bridgwater Town Centre provides specific guidance on retail development in the town which should be read in conjunction with Policy P1: Bridgwater Urban Area, that identifies transformational projects that will start to address the issues within the Plan period.

3.2 Local Context The Town Centre Boundary shown in Fig. 3 includes the historic core of the town and a large Asda supermarket together with the site for a new Tesco supermarket. There are also Sainsbury’s and Morrison’s stores and other retail units on ‘edge of centre’ sites but there are no major ‘out of town’ retail developments in Bridgwater.

Until the 19th century Town Bridge was the only bridging point over the tidal River Parrett in this part of Somerset, the higher ground on the west side of the river was the site of Bridgwater castle. Eastover (street) formed the eastern approach into the town centre (from Bristol, Bath etc) but Fore Street / Cornhill / High Street on the west side of the river were historically the primary retail trading and business areas of the town.

In common with town centres throughout the country, Bridgwater saw significant change in the second half of the 20th century, driven first by the emergence of supermarkets and then by increasing car ownership, demand for car parks, the development of ‘shopping centres’, pedestrianized areas and finally the development of large superstores complete with large car parks. These changes have been underpinned by a long-term trend of rising incomes and increased spending on goods and services and this even saw the rise of shopping as a ‘leisure experience’. Increased use of the car made Bridgwater retail business vulnerable not only to competition from the higher-order centre of Taunton 10 miles away but also regional centres (particularly Bristol) and the ‘outlet centres’ (particularly Clarke’s village at Street).

Changing shopping habits have brought positive and negative effects and impacted different people in different ways; in some instances initial benefits have not been sustained or have been superseded.

One of the widely observed negative impacts is that ‘traditional’ high street shops are in decline (empty / transient shops / charity shops), which has consequences for individual businesses, some consumers and the appearance or viability of particular areas. The 21st century has brought the rise of internet shopping as a further element of significant competition.

Eastover is a microcosm of these changes, it has lost anchor stores such as Sainsbury’s (relocated to a larger site), Iceland (moved to a shopping centre) and Woolworths (having collapsed in the recession) and it has lost

4 footfall / potential passing trade through both the long-term decline in walking, isolated traffic management reorganisation and the loss of key stores.

Whilst the whole of the Eastover triangle is within the defined Bridgwater town centre, there is a mix of uses including residential streets and hospital. There are a number of sites which have been vacated by previous users and are available for redevelopment and a new hospital is being built on the edge of Bridgwater which will render the current site redundant.

FIG. 3 BRIDGWATER TOWN CENTRE BOUNDARY

5 4 PLANNING POLICY CONTEXT

4.1 National Planning Policy Framework (NPPF) On 27 March 2012 the Department for Communities and Local Government (DCLG) published the National Planning Policy Framework (NPPF). The NPPF revokes and replaces all Planning Policy Statements and Planning Policy Guidance as well as various Mineral Planning Guidance, Government Circulars and letters to Chief Planning Officers (the full list is set out in Annex 3 of the NPPF).

The NPPF must be taken into account in the preparation of local and neighbourhood plans and is a material consideration in planning decisions. It is clear that the purpose of the planning system is to contribute to the achievement of sustainable development, identifying the three dimensions to sustainable development; economic, social and environmental and which gives rise to the need for the planning system to perform a number of roles.

Paragraph 8 states that these roles should not be undertaken in isolation because they are mutually dependent; economic growth can secure higher social and environmental standards, well-designed buildings and places can improve the lives of people and communities. Economic, social and environmental gains should be sought jointly and simultaneously through the planning system.

The NPPF identifies twelve over-arching core land-use planning principles which should underpin both plan- making and decision taking and are therefore relevant to the preparation of this SPD; this includes the need for plans and decisions to:

• Be genuinely plan-led, empowering local people to shape their surroundings;

• Be creative exercises in finding ways to enhance and improve the places in which people live their lives;

• Proactively drive and support sustainable economic development to deliver the homes, business and industrial units, infrastructure and thriving local places;

• Always seek to secure high quality design and a good standard of amenity for all existing and future occupants of land and buildings;

• Take account of the different roles and character of different areas;

• Support the transition to a low carbon future in a changing climate, taking full account of flood risk and coastal change, and encourage the reuse of existing resources;

• Contribute to conserving and enhancing the natural environment;

• Encourage the effective use of land by reusing land that has been previously developed (brownfield land);

• Promote mixed use developments;

• Conserve heritage assets in a manner appropriate to their significance;

• Make the fullest possible use of public transport, walking and cycling;

• Take account of and support local strategies to improve health, social and cultural wellbeing for all; and

• deliver sufficient community and cultural facilities and services to meet local needs.

4.2 The Portas Review and Government Response The recognition that there is a need to reconsider traditional views of town centres has had recent Government momentum through the Portas Review (December 2011) which highlighted the challenges faced by town

6 centres in the context of changing shopping habits and the Government’s response to this was published on 30th March 2012. More recently DCLG has published guidance on ‘Re-imagining urban spaces to help revitalise our High Streets’ that emphasises the potential of urban spaces and how these can add to the identity of a place and help bring positive change to town centres. These Government policy and guidance documents are important context.

4.3 Sedgemoor Core Strategy 2006-2027 The Sedgemoor Core Strategy was adopted in October 2011 following Examination; in conjunction with ‘saved’ policies from the previous Local Plan, it comprises the development plan for the district. It was prepared in advance of the publication of the NPPF but examined within the context of the draft document that included the presumption in favour of sustainable development. The Core Strategy therefore provides a local interpretation of the key elements of the NPPF and embodies the principles of sustainable development into its objectives, spatial strategy and key place-making policies.

As with NPPF above, the preparation of this SPD has taken account of the policies and approach of the Council’s Core Strategy. The key policy areas are detailed below:

4.3.1 Policy S1: Spatial Strategy for Sedgemoor Policy S1 sets out the Spatial Strategy for Sedgemoor and advises that: “Bridgwater will be the focus for the District’s housing and employment growth. As the principal town in the District it will accommodate the majority of new development within its urban area through the provision of a strategic urban extension, brownfield sites and at other well related Greenfield locations”.

The policy identifies that priority will be given to development opportunities that contribute towards regeneration, viability and vitality and which are within or close to existing or proposed public transport corridors. However all development is required to take into account flood risk, nature conservation and infrastructure requirements.

For Bridgwater the role of principal town means sustainable housing growth; diversification of the town’s economy; maximising the delivery of transformational and regenerative change through development opportunities; re-establishing the town centre as a shopping destination; high quality architecture and urban design; investment in healthcare and education and other infrastructure; and the delivery of sustainable transport solutions.

4.3.2 Policy P1: Bridgwater Urban Area Policy P1 identifies a range of policy advice covering housing, employment, transport and flood defence issues. In addition it establishes the transformational projects identified in the Bridgwater Vision as key catalyst projects for the Core Strategy, the policy also sets out objectives that development within the town is expected to contribute, these are:

• To ensure that new development is of the highest quality in respect of sustainability and design and celebrates the town’s past whilst signposting its new future;

• To contribute to the delivery of the Parrett Barrier strategic solution to flood risk in the town;

• To attract new industry and business with particular emphasis on higher skilled local jobs;

• To deliver a range of housing that meets the needs of both existing and newly forming households and inward migration;

• To deliver an integrated transport strategy with an emphasis on public transport, walking and cycling, but that also meets the needs of the motorist and delivers adequate parking provision and network improvements;

• To create connections and linkages between the town centre, residential neighbourhoods, employment areas and retail parks;

• To promote a new green network including parks, green corridors, habitat creation and tree planting

7 and to sustain existing environmental assets within and around the town;

• To contribute where appropriate to improving or creating vital public realm that includes active public spaces, recreational routes and safe and calm streets; and,

• To create and improve facilities and spaces that support leisure, sport and cultural activities.

4.3.3 Policy P2: Bridgwater Town Centre The Eastover Triangle forms the eastern part of the defined Bridgwater Town Centre and Policy P2 identifies Eastover (street) as a secondary shopping area. It specifically supports the regeneration of Eastover through the encouragement of active uses including cafés, bars, restaurants, local and specialist shops and services and specialist retail including along the river edge.

The policy context identifies that the quality of much of the public realm and legibility of the town centre is poor and that the primary and secondary shopping areas are separated by the River Parrett, of which little positive use is made of the river frontage.

Policy P2 sets out the following objectives that development proposals will be expected to meet within the town centre:

• Re-establish the town centre as a key destination, in particular through additional comparison floor space and leisure uses;

• High quality and varied retail and leisure offer;

• Regenerate the town centre, enhance the setting of the River Parrett and deliver high quality public realm improvements, whilst taking into account important views of and to landmarks;

• Integrate the town centre within the wider town through improved connections and linkages; and,

• Prioritise walking, cycling and public transport.

4.3.4 Policy D13: Retail Hierarchy Policy D13 sets out the retail hierarchy for the District and how uses will be managed dependent on the area’s role and context. The Eastover Triangle lies within the main town centre with the Eastover shopping street defined as a ‘secondary retail frontage’.

Policy objectives for new and existing town centre uses include ensuring proposals are:

• Compatible with the retail hierarchy;

• Improve the vitality and viability of the centre (including economic resilience); and,

• Enhance the image of the centre.

Within secondary retail frontages such as the Eastover shopping street, Policy D13 states that proposals for ground floor retail (A1) and non-retail uses (A2-A5, D1 and D2) will be supported provided they do not result in a concentration of non-retail uses that is damaging to the centre. In addition support is given for mixed-use schemes that provide for office and residential accommodation on upper floors.

4.3.5 Other Relevant Policies In addition to the above policy context for Bridgwater there are a number of other generic policy areas within the Core Strategy that are relevant to this SPD and subsequent development proposals; these are listed for reference below:

Policy S2: Infrastructure Delivery Policy S3: Sustainable Development Principles Policy S4: Mitigating the Causes and Adapting to the Effects of Climate Change

8 Policy D1: Managing Flood Risk Policy D2: Promoting High Quality and Inclusive Design Policy D3: Sustainable Construction and reducing carbon emissions in new developments Policy D5: Housing Policy D6: Affordable Housing Policy D9: Sustainable transport and movement Policy D10: Managing the transport impacts of development Policy D11: Economic Prosperity Policy D12: Tourism Policy D13: Managing Retail Uses Policy D14: Natural Environment Policy D16: Pollution impacts of development and protecting residential amenity Policy D17: Historic Environment Policy D19: Health and Social Care Policy D20: Green Infrastructure Policy D21: Community and Cultural facilities

4.4 Hinkley Point C Supplementary Planning Document Sedgemoor District Council jointly with West Somerset Council published the Hinkley Point C SPD in October 2011. Its purpose was to provide advice in relation to the Hinkley Point C nuclear power station proposals as to the important local matters that the Councils considered should be addressed through the HPC project including the on-site proposals and offsite associated development. The SPD covers a wide range of issues including transport, accommodation, economic development and protection of the natural environment and includes reference to sites in the Eastover area.

In respect of accommodation for HPC workers the Councils have maintained a preference towards maximising a dispersed strategy for new permanent housing options to accommodate construction workers during the project rather than temporary and concentrated campus facilities within Bridgwater.

The HPC SPD therefore identified a range of potential sites that could be considered as part of a dispersed permanent build strategy and included four sites within the Eastover Triangle. Two of the sites, Bigwood & Staples and Monmouth Street at the time benefited from planning consent, whilst two remaining sites, the former East Quay Medical Centre and the former Sainsbury’s site had been for some time recognised as opportunities for redevelopment as part of wider regeneration aspirations for the area.

The sites are shown on Figure 4, the HPC SPD included a series of site specific design principles and these have been drawn on where appropriate in this current SPD and could remain relevant FIG. 4 HPC SPD CONSTRAINTS & VISION PRINCIPLES FOR in their own right. EASTOVER

It is important to note that the Hinkley Point C project including associated development has now been granted consent by the Secretary of State and does not include the development of Eastover sites. Whilst the HPC SPD could still be relevant to any subsequent planning applications, there is no obligation to provide worker

10 accommodation on the sites identified. The HPC development consent does not preclude new planning applications either directly from the scheme promoter, or from third parties, to provide accommodation suitable for either construction workers and / or permanent housing on the Eastover sites.

4.5 The Bridgwater Vision and Projects The Council working with partners has undertaken a comprehensive visioning exercise for Bridgwater that sets out an ambitious place shaping agenda for the town over the next 50 years. The ‘Bridgwater Vision’, published in 2009, identifies seven transformational themes which seek to make Bridgwater:

• A town with a strong identity that promotes a positive and friendly image to both investors and visitors;

• An environmentally conscious, vibrant and contemporary town based on sustainable growth;

• A town of enterprise and innovation;

• A culturally rich, colourful and historic town;

• An accessible and well-connected town;

• A diverse, socially conscious town, with a strong sense of civic pride and local community; and,

• A town which promotes opportunities that are financially deliverable and realisable long term.

The Vision identifies thirteen character areas for the town which are considered to present significant opportunities for change and while Eastover as a ward falls across several character areas, the Eastover Triangle is identified within the Town Centre.

In addition to the themes and character areas, the Vision also identifies Key Projects for Central Bridgwater that intend to act as a catalyst for delivering change to the town and underpin the regeneration and place shaping objectives of the Vision.

The Vision identifies a number of issues for both the town centre and Bridgwater as a whole (p24), the bullet points include one directly relevant to Eastover:

• Creating a strong vision and role for Eastover. Through the successful utilisation of key development sites in Eastover and exploiting better the relationship with the river and train station Eastover has the potential to be a cutting edge exemplar in sustainable design.

Town Centre Design Principles (p63/64) include the following, all of which are relevant to Eastover:

• A new town centre quarter ‘Bridgwater Riverside’ will be created to reinvigorate the area east of the River Parrett and west of Broadway (A39). Land uses should include residential, specialist / independent retail uses, leisure (bars, cafes, restaurants) and offices;

• New development along the River Parrett and the Bridgwater and Taunton Canal should provide active frontage to the waterside and spill out space promoting ground floor uses that interact with and overlook the water;

• New development will contribute towards the sense of place, using contemporary quality architecture which complements existing buildings. The juxtaposition of new and old buildings will complement and contrast to provide variety within a harmonious environment;

• The scale and massing of new development must integrate and help to form a strong relationship with the established historic town centre character and respect the existing building lines and street patterns;

• Establish strong arrival points and gateway features into the town centre at key junctions such as

11 Cross Rifles, Broadway / Taunton Road, North Street / Market Street and the Clink river crossing. These spaces will be given emphasis through landmark buildings, development of appropriate quality, scale and form, high quality public realm, distinctive landscaping and / or changes in surface treatments;

• Built form located on Mount Street / Northgate, the Clink and North Street / Broadway should be of a scale and massing that creates a strong edge to these important corridors;

BRIDGWATER VISION • Traffic free pathways will create safe and R BRIBBRRI continuous routes for pedestrians and cyclists along the waterways;

• New spaces with outdoor seating will be created adjacent to the riverside that will encourage enjoyment and activity and enhance its role as a central asset to the town centre;

• Establish a network of high quality pedestrian routes and key public squares and focal spaces which connect key destinations such as Angel Place Shopping Centre, the Docks and the FIG. 5 BRIDGWATER VISION FRONT COVER station;

• Broadway, Northgate and the Clink will be promoted as pedestrian oriented streets which will prioritise pedestrians, cyclists and public transport. Breaking down the barrier effect of the road creating humanised urban streets through shared surfacing at key intersections and crossings, planting, public art and removing highway clutter; and,

• Establish strategic car parking sites for town centre users around the edge of the town centre to replace existing unattractive surface car parking areas and promote the town centre as a pedestrian priority area. All new parking provision must be positively integrated into new development or provided below ground.

Four projects have a direct physical relationship with the Eastover Triangle area; The Clink, Bridgwater Riverside and the Celebration Mile and The River. The relevant aspirations for each of these projects have informed the SPD.

The Clink as a high profile office, residential and retail area integrated with the town centre;

The Clink project primarily focuses on the Clink itself and its relationship with Bridgwater Retail Park and East Quay. However it also includes the northern part of the Eastover Triangle where development opportunities exist. Relevant aspirations for the project include:

• Opportunities for residential, office and retail use that project high profile image and provide strong building frontage to the road;

• Greater pedestrian orientation with increased priority for pedestrian, cyclists and public transport;

• Opportunity to provide a high quality edge to the river corridor;

• Landmark buildings at Clink/East Quay junction to reinforce the key bridge crossing point; and,

• High quality and linked public realm treatment.

12 Bridgwater Riverside as a vibrant town centre quarter adjacent to the river, creation of an enhanced mixed-use and leisure orientated area that will include redevelopment or refurbishment of vacant or redundant buildings including Bridgwater Hospital following its relocation;

The Riverside project covers much of the Eastover Triangle and again includes a number of existing and potential development opportunities. The Vision identifies the following relevant aspirations for the project that this SPD will need to take account of:

• Creation of a permeable and legible sequence of streets and pedestrian links to provide greater integration;

• Opportunity for new development to incorporate office, residential, specialist / independent retail and cafes, restaurants and bars along the river edge;

• Opportunity for a ‘Riverside Square’ adjacent to Town Bridge complimented by landmark building, high quality public realm and public art;

• Promotion of East Quay and Salmon Parade as traffic free;

• Greater pedestrian priority for Eastover;

• Parking to be integral to development, wrapped by active frontages or provided below ground;

• Redevelopment of Bridgwater Hospital to incorporate residential uses and cafes, bars and restaurants along the riverfront with high quality building frontage along Broadway; and,

• Opportunity for landmark building at the junction of Eastover / St John Street / Broadway. FIG. 6 BRIDGWATER VISION ILLUSTRATION LOOKING TOWARD FORMER EAST QUAY MEDICAL CENTRE

The Celebration Mile is a pedestrian priority route from the railway station to the docks celebrating the town’s history through the provision of a coordinated high quality public realm;

Although a wider and long-term project covering the route between the docks and the railway station, elements of the Celebration Mile do have the opportunity to be delivered alongside development opportunities within the Eastover Triangle. Relevant aspirations from the Vision include:

• Pedestrian priority;

• Coordinated high quality public realm and public art;

• Focal spaces to be created / enhanced at key junctions; and,

• Celebration Mile route to inform design and layout for new development at key sites and junctions, including high quality frontages and landmark buildings.

The River is a public art and lighting project at key points to provide an attraction in its own right and a central focus for the town;

Addressing the potential of the river will be a long term aim and dependent upon other strategic initiatives

13 such as flood risk on a wider scale in Sedgemoor District. Opportunities for enhancements may become apparent along with redevelopment sites such as the former hospital site on Salmon Parade for example. Relevant objectives aspirations from the Vision for this SPD include:

• Enhancements to Blake Gardens;

• Enhanced connections and links to the river corridor from adjoining areas; and,

• Pedestrian and cycle routes along the river will be promoted.

FIG. 7 BRIDGWATER VISION ILLUSTRATION LOOKING DOWN EASTOVER STREET TOWARD TOWN BRIDGE

4.6 Sedgemoor Economic Development Strategy (2011-26) The Economic Development Strategy sets the goal of moving to a higher, value-added and knowledge driven economy.

Whilst Bridgwater is recognised as the focus for inward investment, the coastal and rural areas of the District and Burnham-on-Sea & Highbridge have an important role in driving economic growth and prosperity as an integral part of a modern, living and working countryside.

The strategy identifies that the district is at a crossroads in respect of its development, although there have been substantial successes already achieved, some underlying structural weaknesses in the local economy remain. These will impact on future investment and growth in the District and there is a need to strengthen traditional sectors and develop new employment opportunities.

With Bridgwater being recognised as a regionally significant location for inward investment, the Council is providing local community leadership to meet high level objectives to strengthen the local economy and re- structure employment, skills and the health and well-being of local people.

Based upon the spending potential of its catchment population, the ED Strategy suggests Bridgwater’s town centre should provide an attractive location for shopping and leisure activity. In particular it recognises that there are opportunities to expand the retail offer and to celebrate the assets of the town centre including the historic environment, areas of high quality architecture and the River Parrett.

However it is also recognised that a concerted effort by both public and private sector partners will be required to deliver a step change in the quality of the Bridgwater’s retail potential.

The Strategy specifically identifies that opportunities should be explored to re-invigorate Eastover and capitalise on the future development proposals for the Northgate site, as well as seeking to deliver the town centre development proposals and urban design principles set out in the Bridgwater Vision.

14 5 PROJECT WIDE ISSUES AND AIMS

5.1 Development and Regeneration scenario The existence of a number of redevelopment sites in the Eastover area together with the the prominent hospital site becoming vacant was a key driver behind the preparation of this SPD. It is important that each of these development opportunities plays its part in moving towards creating the attractive ‘Bridgwater Riverside Quarter’ envisaged in the Bridgwater Vision.

The Vision document noted, under a Phasing and Delivery heading for the Town Centre (page 64), that: ‘It is likely to take some time to progress development in the Bridgwater Riverside Quarter, due to current market conditions, the need for a response to fragmented landownership, and the need for design and funding processes. However, there are opportunities, such as the Hospital site, where earlier progress can be made. An important stage will be early progress to set the framework for development through the preparation of development and design briefs for key sites to stimulate market response and establish a momentum for the area’.

The site-specific briefs which will fulfil that requirement are set out in Section 9 of this SPD, but the preparation of this SPD has also required further consideration of the area-wide matters such as image, role, access and movement (which were also part of the Bridgwater Vision). Consultation also highlighted a need amongst local businesses for support in promoting, marketing and maintaining existing assets the SPD therefore covers not only site-specific guidance but also thematic / area-wide issues.

Readers with a specific interest in individual development sites may wish to turn straight to Section 9.

5.2 Objectives Objectives (originally described as Key Deliverables) were originally conceived during Phase 1 of the consultation process and developed from the Bridgwater Vision and Planning Policy context as the basis for the Issues and Options document. These are now set as the over-arching detail around which the SPD is proposed.

For full details of the original Key Deliverables please refer to Appendix 1 Objectives to the SPD. The Aims and Objectives are detailed below and are still described as KDs for ease of reference and continuity through to this final SPD.

KD 1 A vibrant and viable area with a clear role within the town centre The consultation work identified that Eastover lacks a clear role and identity compounded by low economic viability and varied quality of retail offer.

It was identified that partnership working to address issues of commercial viability, vibrancy and vitality, shopping and leisure, night time economy, housing and visual quality would be the most appropriate approach to develop solutions.

Promoting mixed use development on the identified development sites to include residential, niche and specialist retail, and leisure and providing flexibility to create larger floor plate units would increase vitality in the area and improve economic conditions.

KD 2 An accessible and pedestrian friendly environment that promotes sustainable transport patterns Congestion and traffic movement as a barrier was consistently raised as an issue which prevented pedestrian access to the area. Traders in particular highlighted parking difficulties as a key issue in attracting shoppers to the area, therefore traffic management proposals and car parking strategies to promote and facilitate greater pedestrian and cycle priority forms a major part of the initiatives within the SPD.

Improving the current bus station interchange is also seen as a key investment to improve accessibility, parking and the public realm in this area. Pedestrian priority measures, public and private parking, controlled parking zones and the Celebration Mile project can all contribute positively in creating a pedestrian friendly environment and promote sustainable transport patterns.

15 KD 3 A legible area with attractive public spaces, high quality urban design and innovative and sustainable architecture The physical appearance in Eastover has deteriorated over the years where building owners have failed to invest in maintenance and improvements. This combined with a basic and functional design and architectural quality in new developments and a confused approach to promoting contemporary or traditional approaches has resulted in few improvements to the area through new build.

It is necessary to take opportunities of development when they are presented to create a sense of place through design quality, innovative use of space, landmarks and gateways. The SPD provides some generic design guidance and promotes innovative design solutions and other initiatives should include the creation of clear landmarks and gateways as well as reintegrating the river frontage and improving the public realm.

KD 4 An area that celebrates its historic environment; Despite the poor physical condition of some buildings generally in Eastover there are high quality listed buildings which are not necessarily celebrated and the historical significance of Eastover is underplayed.

To prevent further decline in the architectural quality of the area, protection and enhancement proposals should be developed; design guidance and listed building guidance for owners can go some way to achieving these aims. Other initiatives that could be undertaken by community groups include local listing and building surveys supported by SDC through a revised conservation area appraisal and shop front enhancement grants.

Historical interpretation and celebration could also form part of the regeneration strategy and a robust forum or management structure for Eastover traders and retailers would help to shape and maintain improvements.

KD 5 A diverse community that meets the needs of local people and provides a safe and welcoming environment The Eastover Ward overall suffers from high levels of deprivation and low levels of income with crime and the fear of crime also heightened. Within the Eastover triangle this sense of deprivation is reflected in the fabric of the built environment compounded by a feeling of dereliction and abandonment.

Creating the opportunities for new residential properties, improving retailing conditions, enhancing the public realm, creating a robust management or forum will create a vibrant and safer town centre.

16 6 TRANSPORT & MOVEMENT

6.1 Introduction Responses received through the consultation process broadly agree with the assessment that certain traffic movements negatively impact on pedestrian accessibility and identified that Town Bridge and the south to north movement along Salmon Parade and East Quay as having particular negative impacts.

Whilst there was little support for wide scale pedestriansiation during consultation, improving the links and attractiveness of the area in order to increase footfall was accepted as a key issue. The approach taken has been to identify opportunities for pedestrian priority in order to increase accessibility but which needs to be balanced against the desire to increase local car parking and the need to retain or improve cycle access to and through the area. The objective is to deliver improved accessibility, enhanced pedestrian access, better linkages to the rest of the town centre, additional car parking, pedestrian priority areas and improved public transport. These objectives can combine to create an attractive and accessible part of Bridgwater and provide the framework for other elements of the SPD that promote new uses and redevelopment.

Some of the town centre and riverside concepts illustrated in the Bridgwater Vision would require changes to traffic management and indeed some would involve new streets. One particularly relevant idea could involve a new road link or rear servicing provision to the south side of Eastover (street) and is explored further in Section 9.

Potential opportunities to improve the pedestrian environment through selective road closures or one-way streets have been explored during the preparation of this SPD, but the congestion and accessibility impacts on the wider network along with delivery access and highway safety do need to be fully considered. The scheme shown in the Preferred Option has been substantially revised in the light of feedback from the highway authority, Somerset County Council (SCC) and others.

The revised proposals now illustrated in this SPD have been discussed with SCC but at this stage there are matters which will need to be assessed further as proposals develop in detail; but SCC remain supportive of the principles set out in the Bridgwater Vision and indicated that there is a need for a significant amount of technical work to be KEY POLICIES OF THE SPD Aims and undertaken in the form Traffic Management Objectives of appropriate traffic modelling assessments and road safety audits. One-way east to west with pavement widening TM1 – Traffic on Prior to implementation Town Bridge and pedestrian priorities. Potential opportunities to introduce full pedestrianisation in future as of any changes there are part of Riverside project and changes to Binford also statutory highway Place and Dampiet Street. processes which will need to be completed TM2 – One One-way east to west with two-way movements which include Traffic way traffic on retained from junction with Church Street. Regulation Orders. Eastover Opportunities for pavement widening, shared surface, additional short stay/drop off parking. KD 2, 3, (4), Contra-flow cycle lane. 6.2 Traffic Management (5) The SPD suggests the TM3 - Traffic on Options may include retaining two-way introduction of one-way East Quay movement but future options for one-way traffic movements as movements either north/south or vice versa with detailed in the table at section after junction with Watsons Lane to be Fig. 8 which complement pedestrian priority/shared surface with taxi rank retained. the proposed development options TM4 – Traffic on Options may include retaining two-way movement enabling improvements Salmon Parade but future options for one-way movements either to pedestrian access. north/south or vice versa. Two-way movements During the Preferred from the entrance to the hospital site. Pavement Options consultation it widening and spill out space for active ground floor uses. was established that the one-way proposals FIG. 8 TRAFFIC MANAGEMENT POLICIES suggested would be 17 unworkable and further assessment was therefore carried out. The results of this further assessment has concluded that reversing the original proposals for one-way movement on Eastover would be beneficial and the map layout illustrations in Appendix 2 show the optional approaches to the traffic management. It should be noted however that these are not definitive and professionally modelled options.

6.3 Parking The Eastover triangle contains a substantial number of car parking spaces to meet the needs of businesses for staff, customers and residents; not including private residential parking spaces and garages, there are currently over 700 off-street spaces and a further 75 on-street, as shown on Figure 9. There are a further 825 spaces on the north side of The Clink at Bridgwater Retail Park and Sainsbury’s and a long-stay car park at Barclay Street.

Some of these spaces are on sites which have redevelopment potential, but any redevelopment will be expected to make provision for the needs of the new uses in accordance with adopted parking standards.

Car parking at Asda primarily serves their customers although recent discussions with Asda has identified that they may introduce 3 hours free parking bringing their operation into line with other supermarkets in the town and this will benefit shoppers who would like to visit Eastover as well asAsda.

This SPD explores the potential for relocating the existing bus station to the site of the former East Quay Medical Centre (site owned by Asda) which would allow an extension of the existing Asda car park. The sketch scheme shows potential for about 67 new spaces. (See further details on bus station proposals in Chapter 6.5) and Chapter 9) Proposals to provide ‘decked’ car parking on part of the current Asda car parking area have been proposed previously and the SPD should provide flexibility in allowing proposals to provide multi-storey car parking to come forward should this prove a viable option.

The potential changes to the bus station area would result in changes to the access to both the SDC car park behind the bus station and the private parking above the indoor market (former Sainsbury’s), with access proposed from Church Street. All businesses and traders in the block between New Street and Church Street would continue to have direct access to existing parking and rear delivery areas.

WA

KE RD DRIVE

KENDALE ROAD Hall Dock Cottages Elsewhere in the Eastover

Museum

RUSSEL PLACE Ward the increasing

Poskitt House NDALE ROAD THE LEGGAR BRIDGWATER TOWN CENTRE demand for (and limited Sharman Court COLERIDGE SQUARE CHATHAM AVENUE Grenville Court PH COLERIDGE ROAD CAR PARKING supply of) on-street parking Maddocks Court Mill East Quay Bryant's Mews Buildings NORTHGATE in residential streets has

BELL CLOSE Admirals Key Landing PH become an increasing issue BELL CLOSE Bridgwater Sainsbury COLERIDGE Retail Park 335 GREEN Admirals Court BRANKSOME AVENUE EAST QUAY Riverside 14 BRISTOL ROAD 44 490 THE LEGGAR for local residents. Fig. 9 32 BATH ROAD QUAYSIDE CHIDGEY CLOSE All day Garage Collingwood Court Geen 7 PH DRAKES CLOSE House THE CLINK indicates that the Barclay ANSON WAY 3 VALETTA PLACE A 18 Pearl House 8 Glanville House BATH RD Short stay Street area is amongst the 27 Halfords Taylor Court Y THE CLINK 50

85 EAST QUAY ROSEBERY AVENUE ROPE WALK St John areas where a Residents Northgate 9 the Baptist's Church 161 POLDEN Private rise Blake nterp STREET ater E CAPES CLOSE Parking Scheme has been Hospital Bridgw Centre West Quay Riverside14 House Vicarage Garage 19House NORTHGATE Hanover House 12 BLACKLANDS C Eastover

WEST QUAY BLAKE PLACE Limited waiting Primary School LYNDALE AVENUE ROPE WALK requested, and it would 36 206 31 25 11 Depot 24 Chalice Mews 5 133 Queen Elizabeth BLACKLANDS Mount Street Court 22 Bridgwater CHURCH STREET F be open to other areas Police East Police Station House Surgery Garage 18 No restriction 7 Homecastle 26 C House Magistrates Bailey 2 CARVERS ROAD B Court to make similar requests. 24 7 CHANDOS STREET Asda CORNBOROUGH PLACE 7 8 300 Street X Hall 3 5 BOND STREET 8 B Bridgwater House Surgery 46 9 Number of spaces 24 8 3 EAST QUAY Such zonal restrictions 7 4 PO MONMOUTH STREET Mount KING SQUARE Street 13 WATSONS LANE WATSONS LANE Bus/Coach Station NEW ROAD West CASTLE MOAT KING SQUARE 5 CASTLE STREET are administered by SCC 91 Garage Hall Hall 2 ROAD 6 6 13 WEST QUAY Roof Car Park 8 40 Church Club Market KING SQUARE Arts 21 Centre CAMDEN Angel Place Hotel and involve a payment for Shopping Centre 58 Potential new 11 (Car Park above) 71 DEVONSHIRE STREET Angel Crescent 2 Y 24 PH MOUNT STREET 6 KING'S PLACE 5 4 Garage

QUEEN STREET 1 17 6 PH 47 car park sites (X & Y) permits. EASTOVER 384 COURT STREET 11 8 Hotel Tiles R Us MARINERS CLOSE ALEXANDRA ROAD 8 Registry Bank Squibbs Office House D CLARE STREET YORK Angel Place BUILDINGS PO 5 PH Mariners Court Shopping Centre 20 POLDEN STREET Bank Barclay Malt Shovel Fore Street ST JOHN STREET DEVONSHIRE STREET Hotel Activity (PH) 14 Street PH Centre Bank Bank KING STREET BINFORD PLACE During consultation it had Aldi BARCLAY 12STREET Works Bank SALMON PARADE BROADWAY 63 PH Areas which have Mount Bakery 9 GEORGE STREET 8 PH NORTH STREET 29 Market 100 ROAD Street MARKET STREET HIGH STREET ON CORNHILL Market Surgery PO Street PH A EDWARD STREET South 2 E requested a been suggested that one St Joseph'srch Bridgwater Works Chu RC Town Hall 6 General Hospital 24 ST JOHN ST 6 Cinema CHURCH PASSAGE Dampiet 5 5 PH Hall Clare Street CHAPEL STREET Residents Parking PH Street Cinema PH Library Hospital 70 13 of the potential benefits of Garage 23 STREET 7 St Mary's Church Garage PH PH 4 HIGH 45 GEORGE STREET Bridgwater GORDON TERRACE MOUNT STREET General Garage Scheme (A to G) Classic Bldgs LAMB LANE Warehouse Hospital 13 NORTH STREETW 3 PC SALMON PARADE 52 estgate House Telephone Broadway

PENEL ORLIEUHotel 6 Exchange Club 8 Green PH Warehouse ST MARY one-way traffic in Eastover 7 STREET 23 Dragon Court 4 DAMPIET STREET8 17 PH PH Hotel PLACE ST MARY STREET Unitarian 8 Church St Mary's Hotel 18 BLAKE STREET might be the opportunity Court

West Nursery LIBERTY Bow Green Dragon Lane Holmes Club Admiral Blake Milton House Buildings Baptist The Broadway Park 11 (Community Resource Centre) House Museum 8 SILVER STREET Church 8 to create additional space Bandstand Meeting

House FIG. 9 EXISTING CAR PARK NUMBERS Warehouse GREEN 30 GARDENS G PH MILTON PLACE 8 PH PH CRANLEIGH PH WEST STREET 10 Friarn Prices Buildings Chapel for on-street parking and 21 PH Blake Hall BROADWAY 42 1 Ivy 10 House 2 G House Southbourne 5 ST MATTHEWS ST SAVIOUR'S AVENUE FRIARN STREET HPO OLD TAUNTON ROAD Sorting Trinity 9 G Hall responses have included Office 6 2 Garage Trinity Gate House Pavilion

HORSE POND FRIARN LAWN HildaHouse Coles Depot TAUNTON ROAD Westfield House 10 Chubbs Cottage Walter ourt WESTFIELD CLOSE Barnet eech C ALBERT STREET B Southgate Park House Ambulance Brookdale Station (Health Unit) W 6 Wills Industrial ESTOVER GREEN Depot Estate MANDARIN CL 18

TEAL CLOSE

BROADWAY

HQ FRIARN AVENUE St John Fire Station bulance Elm Croft FRIARN AVENUEAm 200 SPOONBILL ROAD 500 SANDPIPER ROAD

B & Q Malvern ALBERT STREET Morrisons Cottage MALLARD WAY SALMON d Scale Eleven HALSWELL CLOSE Court PARADE

La Ciotat House

TAUNTON ROAD Depot Hall 0 100m OLD TAUNTON ROAD Surgery Training Grebe Court Centre Albert Court George Williams ST © Crown Copyright and House SANDPIPER CLOSE MATTHEW'S FIELD (YMCA) 21 Penrose Superstore TURNER CLOSE School database rights 2011 Ordnance Survey 0100024272

MALLARD WAY

Pump House Willowbrook Marina Row Updated July 2011

Depot SALMON PARADE

Surgery

Canal View PAR

R an indication from Eastover traders that this would be welcomed. However, the potential for any increase is highly constrained because of limited street width and if one-way is introduced parking space will need to be judged along with other requirements such as delivery access; space for pedestrians and cyclists; environmental enhancement and safety. This is a matter which will be examined further as part of the Celebration Mile project (Feasibility Study is ongoing at January 2014).

Parking standards for new development are set out in the Somerset County Council Transport Policies: Parking Strategy (September 2013). The standards cover car, motorcycle and cycle parking in residential and non-residential developments.

The document is accessible online via the following link: http://www.somerset.gov.uk/irj/go/km/docs/CouncilDocuments/SCC/Documents/Environment/Strategic%20 Planning/Transport%20Policy/Parking%20Strategy%20September%202013.pdf. Relevant policies are: • For residential development: Policy PP2 / the standards set out at 5.3; and, • For non-residential development: Policy PP3 / the standards set out at 6.4.

Eastover falls within Zone A. Policy PP2 indicates that the residential standards are intended to ensure that provision is ‘sufficient’ and ‘whilst avoiding over-provision’. Policy PP3 indicates that the non-residential standards are ‘optimum’ for cars and motorcycles and ‘minimum’ for cycles and blue badge parking. The Policies allow for some flexibility where this is justified by a fully-funded Travel Plan. The Parking Strategy also includes advice on design and layout (Chapter 7 of the Parking Strategy).

For residential development, the standards are on a ‘per bedroom’ basis and in Zone A this means 1 or 2 bed properties need 1 space; 3 beds need 2 spaces; 4 beds need 3 spaces, and additional space for visitor parking may also be required. Text at the end of 5.2.3 indicates that ‘Developments in more sustainable locations that are well served by public transport or have good walking and cycling links may be considered appropriate for lower levels of provision. Proposals for provision above or below this standard must be supported by evidence detailing the local circumstances that justify the deviation and must be included in the developer’s Travel Plan’.

KEY POLICIES OF THE SPD Aims and Parking Objectives

P1 – Residential Within the Eastover Triangle new residential development should Parking provide parking spaces in accordance with SCC standards. Standards The standards include some flexibility but at Eastover the District Council will expect provision of a minimum of 1 space per dwelling unless robust evidence justifies a reduction.

P2 – Non- Within the Eastover Triangle new non-residential development residential should provide parking spaces in accordance with SCC Parking standards. Standards KD (1), 2, 3, 5

P3 – On-street Any revisions to on-street parking will need to be in accordance parking with the SCC Parking Strategy; this will involve priority for disabled bays, deliveries, taxis and short-stay in appropriate locations along or close to Eastover (street), and residents.

P4 – Asda Car The prospective free use of Asda car park for up to 3 hours, Park allowing shoppers to also visit Eastover or other parts of the town centre is welcomed. There are also a number of options for some re-modelling of the car park to facilitate the aspirations of Asda for a petrol filling station and additional parking space and the Council’s aspirations for redevelopments which enhance Eastover; the Council will endeavour to work with Asda to explore and develop ideas set out in this SPD.

FIG. 10 PARKING POLICIES

19 In principle the Eastover Triangle area is clearly capable of being described as a ‘more sustainable location’, but given the existing concerns referenced above about limited parking in Eastover the District Council considers that there may be some scope for flexibility; but the provision of less than 1 space per dwelling is not likely to be acceptable unless robust evidence is produced to the contrary.

6.4 Pedestrian and Cycling Priorities The SPD sets out suggested changes to traffic management which will create enhanced pedestrian streets, pedestrian priority streets and a fully pedestrianised area focused on New Road further proposing that provision for cyclists will be improved.

Enhancing the environment will also include the provision of new seating and where possible street trees and planters together with signage and way marking.

Currently the Sustrans Team are developing signage and way marking focused on Bridgwater’s cycle routes and in conjunction feasibility work has also begun on the Celebration Mile project which starts at the railway station and ends at the docks; both projects will develop a consistent theme through the town. Other opportunities exist to improve pedestrian and cycling include making connections with other areas of the town through linking into the town wide cycling network.

Much improved pedestrian crossings are required at key access points in the Eastover Triangle area and in particular the major junctions are currently unpleasant pedestrian and cycling environments. FIG. 11 BRIDGWATER VISION ILLUSTRATION TOWN BRIDGE A major barrier to pedestrian footfall in the town centre from Fore Street to Eastover is the East Quay / Town Bridge / Salmon Parade junction and particular care is required in enabling a design which priortises pedestrian movement but which does allow vehicle movements to continue. A primary aim of the SPD is to improve pedestrian linkages

KEY POLICIES OF THE SPD Aims and Pedestrian and cycling priorities Objectives

PEC1 - Pedestrian Proposed changes to traffic management will create Priority streets enhanced pedestrian streets, pedestrian priority streets, and a fully pedestrianised area focused on New Road. Provision of new seating and where possible street trees and planters

PEC2 - Improved Improved connections between Bridgwater Retail Park, pedestrian and Church Street and East Quay and improved pedestrian cycling access to access to the retail park along the Clink. other parts of town Widened footway on the north side of Town Bridge linking to existing West Quay pedestrianisation together improved priority crossing of East Quay. KD (1), 2, (3), (5)

Improved pedestrian crossing of Broadway and additional enhancements along St John Street. This will be progressed through the Celebration Mile project.

Pedestrian access and potentially delivery access improvements from Eastover (street) through to former hospital site as a result of redevelopment opportunities.

PEC3 - Improved Promote a consistent style of signage for pedestrians and and consistent cyclists that show clearly current location, key attractions signage and links. This will be delivered in part through the Celebration Mile project.

FIG. 12 PEDESTRIAN AND CYCLING PRIORITIES POLICIES 20 within the town centre and in particular both ways across the town bridge to improve pedestrian footfall in the Eastover area, this is related to changes and improvements to the highway circulation network improving the pedestrian environment.

It is important to ensure that linkages in other areas improve pedestrian movement; the St John Street / Monmouth Street / Eastover junction will be reviewed as part of the Celebration Mile project. To the north of the Eastover Triangle, the crossing to Bridgwater Retail Park (Leggar Link) from Chruch Street should also be reviewed to improve the connection between the retail park and the Eastover Triangle. The East Quay junction with the Clink should also be reviewed.

Some of the development sites offer opportunities to improve permeability and a link from the current hospital site through to Eastover (street) may be achievable. (See Chapter 9 Development Sites related to the current hospital site)

Discussions and proposals for junction improvements as part of the Hinkley C project include the Broadway / Monmouth Street / St John Street / Eastover junction where improvements to traffic flow are a priority and better arrangements for pedestrians are desirable. The area of high quality landscaping in East Quay, part of the ‘Rope Walk’ scheme also provide the basis from which further improvements can be made.

Those people with disabilities using wheelchairs and motorized scooters will have better accessibility, older people and parents with push chairs will be able to move around with more comfort. New street lighting, seating and street furniture will also be addressed through the detailed design work developed as part of the ‘Celebration Mile’ project. Suitable locations for cycle racks and secure cycle storage will need to be identified but certainly a primary location for cycle parking must be at the bus station.

6.5 Bus station The current bus station is functional but quality for users is poor and as a transport hub and a place where the first impression for the visitor is made, improvements and rearrangements should be promoted. The SPD identifies an opportunity for relocation of the bus station in conjunction with redevelopment of the former East Quay Medical Centre. Additionally these proposals would enable better pedestrian links between Asda and the town centre and create an enhanced pedestrian space adjacent to New Road. The bus station might ultimately remain where it is but the relocation opportunity is illustrated and explained further within Chapter 9.

A new bus terminus facility would enable new efficiencies to be introduced for the benefit of passengers and operators alike; real time bus time information to ensure customers know when their bus is arriving or departing; indoor waiting areas with refreshments, tourist information and other facilities; operator offices and staff facilities.

It has also been identified that coaches bringing visitors to the town have no formal ‘lay-up’ area while their passengers visit the town centre, the new arrangements could enable this provision in a recognised location, potentially in the East Quay area.

There is a need to engage in detailed discussions with the bus operators to examine how these proposals might work and what impact they may have on current operations. Proposals should improve facilities and operations to provide an enhanced service for passengers and encourage more users onto public transport and this.

Currently there are no easily understandable timetables identifying bus routes and timings to coincide with the rail timetable and making this direct connection between both the bus station and the railway station is necessary. Although improvements to the railway station is subject to seperate projects (Celebration Mile and Station Gateway), it is worth highlighting that a complimentary bus terminus solution at the railway station may be appropriate.

The all-round improvements to the pedestrian environment in Eastover could have an overall positive impact on the bus station usage improving access from the surrounding areas and encouraging patterns of sustainable movement.

21 7 USES

Within the wider Eastover Triangle area, new housing and employment will be encouraged alongside a variety of town centre uses supported with an emphasis on uses that create pedestrian footfall and encourage vitality and viability of the area. Generally on the ground floor these will be retail, leisure, food and drink together with other town centre service businesses.

Consultation identified that in order of preference the following uses should be encouraged; • Food and drink; • Retail; • Offices; • Residential (inc. retirement/ care homes); and • Leisure.

7.1 Food and Drink A number of independent entrepreneurs have opened small cafes or restaurants creating viable businesses and attracting regular customers and which continue to be popular. This indicates that Eastover is beginning to reimagine its place within the town and pointing towards food and drink as a leisure activity creating viability for the area generally through increased footfall.

7.2 Retail An overarching aim of the SPD is to help create a vibrant and viable area; this includes improving the conditions for existing retail as well as encouraging the development of new retail provision. This could include the provision of large floor plate units specifically created from redevelopment of certain blocks and / or refurbishment of existing retail FIG. 13 & 14 EXAMPLES OF SMALL SHOP FRONTS & ENTREPRE- units to encourage the development NEURIAL BUSINESSES WITH RESIDENTIAL AND OFFICES ABOVE of small or niche retailers and other businesses. However, given the dynamic and changing nature of retail and other town centre uses, it is important that the SPD is not prescriptive; rather it provides a flexible policy approach that will attract and accommodate new investment. The core strategy already provides greater flexibility and emphasises active uses on ground floors with office or residential uses on upper floors.

7.3 Offices Existing town centre office space is limited and comprises of both small individual units as well as some large purpose built buildings. Office uses can assist in improving viability and vitality of an area, providing footfall and pedestrian movement. Potentially both the identified redevelopment sites and other parts of Eastover may be appropriate for new build office use although active ground floor frontages will be encouraged.

22 7.4 Residential A key element in creating busy places is enabling people to live in town centres and residential development will be a key component in creating vitality in Eastover; providing housing in the area will increase footfall and provide support for local shops and services. Current policy again supports residential development on upper storeys above retail units and a number of the redevelopment sites are also appropriate for new housing.

As referred to in Chapter 6.3 it is important that adequate car parking is provided as whilst the area is well served by public transport, it is FIG. 15 EXAMPLES OF OFFICES ABOVE SHOPS likely that most future residents will still need access to a car.

A balance of accommodation types is required and a dominance of flats for example will not be supported and a careful consideration of density is required on each site taking into account local characteristics and context. Improving the Eastover area as a place to live in conjunction with the proposals for a mixed use approach will be a key to the successful improvement of the area as a whole and will be of benefit to the wider town centre.

7.5 Leisure Opportunities to accommodate large scale leisure facilities are limited within the area, however the SPD will support leisure proposals where these provide adequate parking and are compatible with other uses in the area. The viability of leisure uses is marginal at present however and it is likely that most focus in the short term will be on food and drink as a leisure activity. The continued growth of Bridgwater and the Hinkley C development should bring greater potential for the viability of new leisure uses.

KEY POLICIES OF THE SPD Aims and Uses Objectives

U1 - Eastover A variety of town centre uses will be encouraged and supported In Eastover with emphasis on uses that create pedestrian footfall and encourage vitality and viability of the area. Generally on the ground floor these will be retail, leisure, food and drink and other town centre service businesses.

On upper floors residential and office use in particular willbe supported. KD 1, 2, 3, 5 Opportunities to create larger retail units will also be encouraged.

The short term refurbishment of the indoor market will be encouraged. This unit also provides a unique opportunity to support start-up/pop-up shops, as well as business support units.

U2 - Eastover Within the wider Eastover Triangle area new housing and Triangle employment will be encouraged. The site specific development briefs set out guidance in respect of these sites.

FIG. 16 USES POLICIES 23 8 HERITAGE AND ENVIRONMENTAL QUALITY

8.1 Introduction The Eastover Triangle is a predominantly built-up area and contains some distinct contrasts in the quality of the environment:

• The area contains some fine historic buildings but empty and derelict properties are an obvious negative influence and there are many bland or poor quality buildings which do not enhance the place;

• The noise and fumes of the heavily-trafficked Broadway / Monmouth Street dual carriageway is in marked contrast with the relative tranquillity of Church Street / Blake Place and the river frontage; and,

• The trees of St. John’s churchyard and the open views on the river corridor provide some contact with the natural environment and the Rope Walk at East Quay provides some amenity but trees and green space elsewhere can be of limited impact / value.

8.2 Heritage HERITAGE QUALITIES A key part of the regeneration proposals should be to maximise the benefits that heritage can bring and should include improvements, repairs and maintenance of existing buildings. Other elements should provide interpretation and information as part of wider branding and support to the local community to undertake local listing, based upon existing assessment of the built environment. Grant resources should be focused on the retention and enhancement of buildings of local heritage importance.

8.3 Listed Structures, Conservation Areas and Archaeology Buildings which have a positive impact on the The Hospital of St John the Baptist visual environment with potential for was founded in 1219 and although repair and refurbishment the site of the hospital is known only if necessary approximately, during the construction Buildings with a of Broadway in 1956 13th century neutral impact on the built environment tiles were found and fragments of suitable for redevelopment if stone-walls can still be seen tracing necessary medieval buildings. The chapel of the Buildings which have a negative hospital was 34m long and there was impact on the environment due also an infirmary, refectory, dormitory, to condition or quality. Suitable chapter house, cloister and parlour. It for repair, refurbishment or is likely that substantial below ground redevelopment remains will be found during any Listed structures redevelopment. Conservation Areas

The Conservation Area of St Johns forms a large element of the Eastover triangle and forms a cluster of FIG. 17 QUALITY OF BUILT FORM townscape quality in the otherwise fragmented urban scene. Additionally

24 the Bridgwater Central Area and Docks Conservation Area also covers part of the Eastover triangle, crossing the river and running along East Quay picking up on the many listed buildings on the river front. Development proposals will have to work within the context of the conservation areas and listed buildings. In due course the existing conservation area and proposed extensions will be formally reviewed (as per earlier review). An appraisal and management plan that complements the key objectives will also be prepared.

There is a substantial opportunity to celebrate the area’s historic past and for this to be a focus for the regeneration initiatives; information and interpretation are important and can expand on the area’s more recent industrial heritage. New development will need to respect and complement the local heritage and this will be a particular requirement for the redevelopment of the hospital site (see Chapter 9) given that this and adjoining buildings are listed.

The SPD promotes the review of the conservation area and a complementary management plan. It may also be possible to develop shop front enhancement schemes which could be supported by grant funds and directed by specific guidance.

8.4 Built Form In addition to the specific attention which needs to be paid to listed buildings, conservation areasand archaeology, a judgement about the quality of the existing built environment is an important factor in assessing redevelopment / enhancement opportunities. Figure 17 provides an initial appraisal as a guide to those buildings where refurbishment or redevelopment would be most likely to improve the character and appearance of the area.

8.5 Green Issues Trees and vegetation can play an important role not only in visual amenity but also human health and wellbeing and also provide other benefits. There is relatively little green space in this part of the town centre but St John’s churchyard is a green oasis, the Rope Walk on East Quay is a small but attractive amenity space but the trees and green spaces elsewhere could be easily overlooked.

Redevelopment sites in a town centre location such as Eastover are unlikely to provide major opportunities for substantial tree planting (but should be pursued if appropriate) but there may be opportunities for additional street trees and planting within car parks. But, as is noted in the Council’s Green Infrastructure Strategy, features such as green roofs and / or green walls should be considered and can have positive benefits for amenity, air quality, biodiversity, sustainable drainage and temperature control. The Broadway frontage of the hospital site in particular is one where tree planting and / or green walls could be a dramatic and positive feature. This would contribute to the ‘visually improved arterials’ ambition of the Bridgwater Vision.

KEY POLICIES OF THE SPD Aims and Objectives Heritage

H1 - St. Review existing conservation and consider John Street extensions (as per earlier review). Prepare Conservation appraisal and management plan that Area complements the key objectives.

H2 - Bridgwater Ensure key heritage asset (particularly the Hospital site frontage) is retained but potentially enable removal of elements where this will ensure long term viable re-use for the site (see detailed site design section below) KD (1), 3, 4, (5) H3 - Provide interpretation and information as part of Interpretation wider branding. Interpretation and representations of heritage of former buildings and uses at key gateways. and industrial archaeology

FIG. 18 HERITAGE POLICIES 25 9 DEVELOPMENT SITES

9.1 Development sites

Former Bigwood and Staples

This is a cleared former employment site and an important site due to its prominent position and could provide a strong frontage to The Clink (road) and contribute towards creating a gateway focus in this location.

The Bridgwater Vision suggests that at this location;

‘The Clink will project a high profile image at this key corridor into the town centre through high quality new office, residential and retail development with strong building frontage to the road edge’.

The site is also identified in Hinkley Point FIG. 19 INDICATIVE LAYOUT C SPD as suitable for temporary worker accommodation. The current application suggests: Planning permission has been granted for residential development, for potentially 160 1. Proposed access to underground parking. 2. Main block providing strong frontage onto Clink. Building new residents in the town centre. Planning height up to 5 storeys Application Number 08/08/00006. 3. Smaller subsidiary block up to 3 storeys 4. Proposed pedestrian access points

Former Iceland

The former Iceland site comprises of a large floor plate building together with smaller footprint buildings of residential scale and surface level car parking.

The site fronts onto Eastover and Broadway and forms a corner element in a gateway location.

The Bridgwater Vision identifies the site as having potential for:

‘strong, high quality building frontage... with the opportunity to incorporate a taller landmark building at the junction of FIG. 20 INDICATIVE LAYOUT Eastover/St John Street and Broadway’.

Planning permission has been granted The current application suggests: for an 80 bed hotel in a contemporary 1. Building providing strong frontage onto Eastover and a design, building heights are up to 5 corner feature up to 5 storeys will be a focus at the junction. storeys. Planning Application Number 2. Parking provided within the internal courtyard and 08/12/00050 additional provision on roof top across the street. 3. Main vehicle access through ‘coach’ entrance. 4. Proposed pedestrian access points

26 Monmouth Street

This is a cleared former employment site adjacent to St John’s Conservation Area and opposite listed buildings. This is an important site to enable townscape integration and repair to a fractured environment.

Potential development should reflect the surrounding residential ‘grain’ with terraces and semi detached built form and primarily 2-2.5 storey buildings but potential for 3 storey flat blocks also exists but the site should not be dominated by this approach.

Creating homes for potentially 100 new residents in the town centre. FIG. 20 INDICATIVE LAYOUT

The site is also identified in Hinkley Point Development proposals should include; C SPD as suitable for temporary worker accommodation. 1. Respecting the surrounding context and urban grain to provide housing in terraced and semi detached format. Previously the site secured planning 2. Primarily 2-3 storey houses with some potential for flatted permission for residential development blocks (2A). 3. Strong frontage to Monmouth Street. but has subsequently expired. Planning 4. Parking provided within courtyards, garages and on street. Application Number 08/10/00189. 5. Main vehicle and pedestrian access.

Current Hospital

The former Bridgwater Hospital occupies a large site to the south of the Eastover triangle overlooking the River Parrett and bordered by Salmon Parade and Broadway.

A new hospital is under construction and the existing site will be available for redevelopment from April 2014.

The site contains a variety of structures and large areas of surface car parking.

The site is partly within the conservation area boundary but the majority of the site is adjacent to the boundary.

FIG. 21 CURRENT HOSPITAL SITE The oldest part of the hospital contains a listed building and three other buildings within the red line boundary (formally Georgian residential houses) are also listed. Most other structures on the site are of more recent construction.

This site offers great potential to regenerate Eastover and create links through and between various parts of Eastover and the town centre. The site is suitable for a mixed-use scheme and components could include residential, office, leisure, cultural/art venue, hotel or care home facilities for example.

27 Whilst development viability is important, a residential only scheme on the site would not meet the wider objectives to revitalise Eastover.

The Bridgwater Vision describes the aspirations for the site as follows;

‘The redevelopment of the hospital site will incorporate residential uses and cafes, bars and restaurants along the river front. Strong, high quality building frontage will be promoted along Broadway....’.

The hospital frontage on Salmon Parade must be retained and active uses such FIG. 22 INDICATIVE LAYOUT as a restaurant / pub on the ground floor would be suitable, upper storeys of the Development Proposals should include: former hospital building may be suitable for conversion to residential. 1. Active uses to ground floor of listed building. 2. Other listed buildings suitable for office reuse or return to The three other listed buildings would be residential. suitable for retention as offices (which 3. Main vehicle entrance (possibly through coach entrance). form part of their current use) or returned 4. Secondary vehicle entrance. to residential use. 5. Vehicle link to rear servicing. 6. Pedestrian and cycle links. The remaining associated buildings have 7. Strong frontage to Broadway 4 storeys limited historic value and although it is 8. Other buildings 2-3 storeys vital to ensure that key heritage assets are 9. Parking in courts, garages or on street. retained there is potential for the removal of elements where this will ensure long term viable re-use for the site.

A flexible and pragmatic approach will be taken in terms of retention and demolition of buildings dependent upon the overall redevelopment package.

The current site has one main vehicle entrance and a secondary delivery and staff entrance, development proposals will investigate the suitability of retaining both, removing one or the other or creating an in only / out only solution.

It may also be possible to create rear servicing to retail units along Eastover creating an opportunity to consolidate alternative sites adjoining the site and potential also exists to create a pedestrian link through to Eastover (street).

Asda and former East Quay Medical Centre

To the north of Eastover (street) itself, the supermarket development failed to increase the flow of pedestrians into Eastover as the pedestrian links from the car park to Eastover are poorly defined; linked trips therefore failed to materialise.

Asda have discussed proposals to partially ‘deck’ the surface level car park but did not pursue an application; additionally Asda own the derelict former East Quay Medical centre site and in the past have made proposals for a stand-alone George retail unit, separately suggested residential with retail units below and most recently submitted proposals for a petrol filling station.

The traffic management option (Chapter 6.5) suggests relocating the bus and coach bays to Carvers Lane, using part of the existing former medical centre facility.

28 This creates a substantial area of additional car parking that could potentially be managed by Asda as an extension to their existing parking. It is possible that should Asda still wish to pursue a petrol filling station, this could be accommodated in a location that was acceptable.

A comprehensive remodeling would secure new and enhanced pedestrian links, additional shopper car parking, the traffic management and bus / coach station changes and the potential redevelopment of the East Quay site. FIG. 23 CURRENT BUS STATION LAYOUT

Additionally a new public space focused on extending the pedestrian area of New Road could be created. There would be potential for market stalls within this space as well as on New Road itself and to enable a convivial street it will be necessary for traffic restrictions to be enforced.

This could also release further development opportunities that would positively impact on the current street scene which is mainly delivery service yard and backs of shops.

New development could provide a sense FIG. 24 INDICATIVE LAYOUT of enclosure to this space and provide active fronts to Asda and the car park area positively contributing to Development Proposals should include: the creation of this ‘urban space’ centered on New Road and the potential pedestrian scheme. The 1. New building to create frontage onto the river existing café building could then develop a more with active ground floor uses, 4 storeys. distinct curtiledge and spill out space to allow café 2. Additional building to enclose space, 3-4 style seating outside and around the building. storeys. 3. Bus station provision. It will be preferable for proposals on the East Quay 4. Bus stops. Medical Centre site to be comprehensive in their 5. Additional parking for coach lay up. approach and should be considered in conjunction 6. New pedestrian space providing much improved link from Asda to Eastover. with the Garage site (see below). 7. Additional car parking. 8. Link from Church Street for access to rear The Bridgwater Vision articulates a number of servicing and existing public car park. aspirations for this location: 9. Potential for development. 10. Main bus entrance (possibly through coach ‘New development within the area will seek to create entrance with building above). a permeable block structure which provides a legible 11. Main bus exit. sequence of new streets and pedestrian links between 12. Vehicle circulation (two-way). the Clink, Eastover and East Quay (and the river) as 13. Vehicle circulation (one-way). well as integrating Asda more fully into the area’. New development will incorporate office, residential uses, specialist / independent retail and cafes, restaurants and bars along the river edge’.

The site is also identified in Hinkley Point C SPD as suitable for temporary worker accommodation. 29 FIG. 25 ILLUSTRATIVE PROPOSALS FOR NEW ROAD

FIG. 26 ILLUSTRATIVE PROPOSALS FOR NEW BUS STATION PROVISION & REDEVELOPMENT

KEY POLICIES OF THE SPD Aims and Bus Station Objectives

BS1 - Relocation of Relocation of existing shelters and drop off/pick up points bus/coach station to Carvers Road/Watson Lane area. Traffic management changes to introduce one-way circulation along East Quay, Watsons Lane and Carvers Road.

BS2 - Improved New or improved pedestrian links between Asda and New links between Asda Road and Asda and Carvers Road KD (1), 2, 3, (5) and Eastover

BS3 - Creation of Paved pedestrianised area based upon New Road. Opportunities new public space to provide alternative access to car parking. Existing café focused on New building to be provided with more distinct curtiledge and spill Road out space. Traffic restrictions to be enforced.

FIG. 27 BUS STATION POLICIES 30 Garage Site (Central Motors)

Adjacent to Asda and the former East Quay Medical Centre is a garage repair facility in a key gateway position.

This site is in a very prominent position and developing a new use for this site would enable a high quality landmark building in a gateway position.

Bringing forward the comprehensive FIG. 28 CURRENT GARAGE SITE development of the Asda site (above) and the garage together would be the preferable approach to create a high quality frontage to the river and ‘gateway’ feature.

Potential future uses could include; residential, retail, offices, restaurant and leisure.

The Bridgwater Vision articulates a number of aspirations for this location: FIG. 29 INDICATIVE LAYOUT

‘New development will incorporate office, Development Proposals should include: residential uses, specialist / independent retail and cafes, restaurants and bars 1. New building to create frontage onto the river with active along the river edge’. ground floor uses, 4-5 storeys (feature). 2. Potential for outside space overlooking the river (cafe or The site is also identified in Hinkley Point restaurant seating). C SPD as suitable for temporary worker 3. Pedestrian entrances. accommodation.

Former Sainsbury building

The former Sainsbury’s building is a large footprint retail unit currently hosting Hooks Department store and an indoor market on the ground floor with Trimwise Gym on the upper deck which also contains roof top parking spaces.

There are two approaches which can be considered to the future of this block. Investment to refurbish the building both externally and internally improving the visual impact of the building on the Eastover street scene, or comprehensive redevelopment.

Proceeding with a refurbishment approach should focus on presenting active uses; currently there are active FIG. 30 CURRENT FORMER SAINSBURY SITE retail uses to Eastover but to the rear and on Church Street the elevations are blank brick walls. Providing active frontages to the rear facing elevation onto the existing bus station and the Church Street elevation would create interest and add vibrancy to the street.

31 The upper deck is shielded by a blank facade facing onto Eastover (street) and refurbishment of the upper elevations could also contribute to an improved environment.

The indoor market provides a valuable function in enabling small start-up businesses to flourish, refurbishment internally alongside a considered and supportive business environment could create a business incubator scenario enabling businesses to start and then expand into other vacant retail units releasing space for the next incubator business.

Comprehensive redevelopment of the FIG. 31 INDICATIVE LAYOUT block would enable a larger building to provide large floor plate retail, upper storey uses could include offices, Development Proposals should include: leisure and residential, roof top car 1. New or refurnished large floor plate retail unit with active parking should still form part of any facades to Eastover, Church Street and rear. redevelopment consideration. 2. Redvelopment building with corner feature structure, building height potentially 3-4 storey. Should comprehensive redevelopment 3. Rear servicing and access to roof top parking from Church be viable in the future any scheme would Street (in conjunction with bus station redevelopment). need to be consistent with the objectives 4. Pedestrian accesses to retail units. of supporting new retail start up business in this location and would need to retain active ground floor uses.

The Bridgwater Vision articulates a number of aspirations for the Celebration Mile transformational project where this building or development site can have a positive impact;

‘The Celebration Mile will also be emphasised through new development with high quality building elevations / frontages onto the route and landmark buildings at key corner sites and junctions’.

The site is also identified in Hinkley Point C SPD as suitable to temporary worker accommodation.

Halfords and adjoining retail units

These three small units are located at the important corner site of The Clink and Rope Walk.

Two of the units are now vacant with just Halfords left and the units are still functional but potentially coming to the end of their useful life.

It is possible that this site may come forward for redevelopment which would provide an opportunity to provide street enclosure, improved pedestrian access and better use of the potentially available site. FIG. 32 CURRENT HALFORDS SITE 32 The current use of the site is purely retail and although within the town centre boundary presents the image of an edge-of-centre outlet.

Future uses could potentially include a mixture of retail, office and residential and incorporate a taller corner feature building.

The Bridgwater Vision identifies that this building or development site can have a positive impact;

‘The Clink will project a high profile image at this key corridor into the town centre through high quality new office, FIG. 33 INDICATIVE LAYOUT residential and retail development with strong building frontage to the road Development Proposals should include: edge’. 1. New or refurnished large floor plate retail units with active ‘A landmark building incorporating office facades to East Quay and the Clink providing some enclosure and residential uses at the junction of the to both streets. Clink and East Quay will reinforce the 2. Parking and delivery arrangements. importance of this key bridge crossing 3. Main entrance. point and could include a taller building’. 4. Pedestrian accesses to retail units. 5. A corner feature structure 4-5 storeys to potentially incorporate retail, office and residential. Gap fill sites

The survey work undertaken to identify buildings making a positive, negative or neutral impact on the built environment (see Fig. 17 under Chapter 8 Heritage and Environmental Quality) creates the opportunity for gap fill sites.

Three ‘clusters’ are identified providing opportunities for a comprehensive redevelopment program.

These clusters are primarily to the rear of retail units on Eastover (street) and face the open Asda car park and former East Quay Medical Centre site. FIG. 34 GAP SITES In conjunction with other development scenarios, redevelopment on these sites Development Proposals could include: provides the opportunity to create active frontages and provide some enclosure 1. Redevelopment, new development and refurbishment of redundant buildings and out of use former service yards. to these open spaces. Some existing business and retail uses in occupation. 2. Redevelopment, new development and refurbishment of Existing business will be protected and redundant flats above shops, out of use former service yards retained in situ unless new suitable and existing public car park. Some existing business and retail premises are secured to facilitate uses in occupation. business relocation. 3. Redevelopment, new development and refurbishment of cleared site and other buildings with some existing business and retail uses in occupation.

33 10 PROMOTION AND MARKETING

The SPD is focused on providing a better environment for trading and shopping and improvements to the public realm will help to improve investor and retailer confidence as well as shopper confidence. There are some very simple and inexpensive approaches to improvements which can help to create interest and a sense of something happening.

10.1 Create clear identity Elements of this identity will be developed through the Celebration Mile project and as part of the wider Bridgwater retail initiatives, but detailed below indicate the types of intervention that can be made

• Creating ’gateways’ works well to signify arrival and destination points; • Consistent signage is important to reduce confusion and retain quality; • Information boards are important to celebrate history and features; • Leaflets promoting the offer of an area can include discount vouchers; and, • A dedicated web site for Eastover itself would also enable discounts and offers to be used in attracting visitors and shoppers.

10.2 Markets, street events and ‘spill out areas’ Support for a street market at New Road was identified through consultation and the SPD encourages the creation of new pedestrian ‘square’ in this area. Support for additional street events focused on this new pedestrian area was also apparent and could include; squibbing, fun days, specialist market day, food and drink celebration. The SPD also provides support for spill out areas which will be dependent upon the creation of wider pavements along Eastover and Salmon Parade

10.3 Business Support Creating the right conditions for the redevelopment and regeneration of the Eastover Triangle are not only dependent on physical improvements but also on ‘softer’ elements such as continued and effective promotion and marketing of the town generally and Eastover specifically in what the area has to offer now and in the future.

Improvements to Eastover will therefore include physical redevelopment as well as ‘softer’ marketing and promotion elements creating an environment where shoppers can enjoy what is on offer in Eastover.

The Bridgwater Retail Initiative–Town Team (BRI-Town Team) play an important role in this respect; retailers and traders in Eastover can become fully engaged with this group. Eastover retailers and traders have the opportunity to create an agenda for improving trading conditions in the area through recognising and capitalising on a unique marketing strategy identifying that Eastover has something different to offer.

Ideas for promotion and marketing suggested through consultation have included;

• Market stalls focused on New Road but potentially spilling through to an improved Eastover street with wider pavements; • A ‘Welcome to Eastover’ gateway arch or similar fixture to identify the area; • Regular street events and other seasonal timed events; • Dedicated Eastover business forum and training for businesses helping to improve performance and sales; • Dedicated business support / surgery within the in-door market, promoting retail incubation feeding into the wider Eastover area for retail and business growth; • Branded flags on upper storeys of buildings or on lamp posts; • Shop spill out on improved and wider pavements; • Community art through schools and colleges (mural wall for example); • Other permanent feature as an attraction (a moving clock for example); • Paint town bridge; • Community involvement in town and bus stop gardens, riverside displays and exhibitions and ‘adopt a plot’ for busking; and, • A regular diary and programme of events.

34 As part of the BRI-Town Team Snowflakes and Shopping event held during the Christmas period the famous ‘squibbing’ was held on town bridge which proved to be very popular and an effective in bridging Fore Street and Eastover. Many pedestrians and shoppers were able to view this spectacular event at this location.

Comments received during consultation suggest that Business Rate Relief is necessary and this has been a consistent matter that is also raised nationally in discussions on how to support town centres. Guidance and regulation may well change to enable a more flexible package of support and although this is outside of the scope of the SPD, opportunities to provide business rate relief will continue to be investigated.

Sedgemoor District Council are responsible for cleaning and cleansing through Clean Surrounds and as an organization are proven to be extremely effective as evidenced after Carnival. It is recognised that a new regime focused on Eastover will benefit the area although it has been seen that retailers and traders are in some instances preparing the pavement in front of their premises prior to opening. Better rubbish bins potentially including the new recycling variety will assist in maintaining a rubbish free environment and these may also provide advertising or branding opportunities for Eastover.

As part of a coordinated town centre approach to branding, marketing and promotion, information boards, signposting and other street signage should be positioned to not only inform shoppers and visitors but also ‘sell’ the attractions available. Illustrative promotion materials should be high quality and should emphasise what is unique about Eastover and Bridgwater in general, not an ‘any town, anywhere’ approach.

Other issues such as cleaning up the river is a wider discussion which this SPD cannot directly address but SDC regularly raises the issue with the Environment Agency who carry this responsibility and dredging is an option currently being discussed as a result of recent flooding events.

Maintenance of bridges is the responsibility of the County Council, discussions will be initiated to identify a maintenance and painting programme for town bridge.

KEY POLICIES OF THE SPD Aims and Objectives Gateways

G1 - Town Proposals to signify arrival into Eastover at this point Bridge/Salmon could include a metal arch across the street with signage Parade/ (example pictures). Eastover

G2 - Eastover/ Proposals to signify arrival into Eastover at this point Broadway could include a metal arch across the street with signage (example pictures) but ‘gateway at this point also includes the brownfield site of the former Iceland building that has planning permission for a landmark KD (1), (2), 3, 4, building proposed as a hotel. (5)

G3 - The The site already contains landmark buildings in the form Hospital of the original hospital block which is Grade II Listed but site/Salmon there is scope for new development on the site which Parade again could provide the opportunity for new landmark buildings alongside quality landscaping related to the River Parrett.

G4 - East The East Quay gateway area has two large potential Quay/ redevelopment or refurbishment sites, the first being the The Clink small retail park where Halfords are located; the second is the site of the former East Quay Medical Centre and which includes the existing garage.

FIG. 35 GATEWAY POLICIES

35 11 DESIGN PRINCIPLES

Eighteen Design Principles are detailed within the SPD which address principles of Urban Form; Movement; Uses; Design and Infrastructure.

11.1 Urban Form

Principle 1 Height, Massing and Density Each development site within the Eastover triangle can accommodate different scales in respect of height, massing and density.

The former hospital site adjacent to Broadway could accommodate larger scale buildings of 4 storeys with potential of 5 storeys as part of roof spaces.

On Eastover (street) the former Iceland site has approval for a hotel development which reaches 5 storeys with the top storey set back from view.

The former Bigwood and Staples site adjacent to the Clink has approval for residential development up to 5 storeys.

The former Chisletts site adjacent to Monmouth Street would be predominantly 2 to 3 storeys.

Principle 2 Perimeter blocks Perimeter blocks provide enclosure to streets and retail, servicing and delivery facilities can be hidden within the perimeter blocks. Leisure, bar and café fronts should be active. Residential should face onto streets with front doors and windows overlooking, parking can be in courtyards behind.

Principle 3 Historic Buildings and Spaces Development adjacent to listed buildings should respect the context, type and character of the structures and new proposals should not discount the re-use of existing structures or the development of contemporary and sustainable styles. Development within and adjacent to the conservation areas should respect historic spaces and add or create streetscape to be sympathetic to the setting of the area. Other buildings which add positively to the streetscape should be regarded in the same manner as listed structures.

Principle 4 Gateways There are potential gateway sites into the Eastover triangle and any development at these points should emphasise the sense of arrival to the area through creating landmark features. These landmark features could be in different forms such as; artworks; buildings; signage; lighting or other interventions.

The expression ‘gateway’ refers to areas within the Eastover Triangle that have an immediate visual impact at an arrival point into the area, these areas are identified below as;

• Eastover (street) at the junction of East Quay / Salmon Parade / Town Bridge;

• Eastover Street at the junction of Broadway / Monmouth Street / St John Street;

• The Hospital site at the corner of Salmon Parade;

• East Quay which could include the Halfords retail units and the block containing the garage and former East Quay Medical Centre.

Principle 5 Active Frontages Active fronts can add to the creation of vitality and vibrancy during day time and night time; café, restaurant and

36 bar spill out areas should be encouraged. Retail units should be encouraged to display goods at street level and again spill out onto pavements may be appropriate. Increased security can be achieved by residential units facing streets with doors and windows providing overlooking, upper-storey residential can also enhance the sense of vibrancy in the area.

Principle 6 Enclosure Providing enclosure to the street through new development will add to the grain of the townscape helping to repair a fractured urban environment. Creating a convivial sense of scale can be provided in areas which in turn will encourage pedestrian activity.

11.2 Movement

Principle 7 Accessibility Access into the area through efficient connections should be at the forefront of design thinking fornew development sites and should contribute to the provision of such access. This may include a review of current traffic arrangements into and through the Eastover triangle and the impact on the regeneration of the area.

Principle 8 Pedestrian and cycle accessibility Pedestrian access into the area with connections to other areas within and outside the town centre should be enabled. Creating pleasant streets through new development and regeneration should be the ambition.

Principle 9 Streets Street widths should relate to function and a joined up approach to accessibility may include, pedestrian only, pedestrian priority, shared surfacing, cycle routes, one way streets, controlled speed zones or other arrangements.

Principle 10 Parking Currently there are large areas of car parking in private ownership and through negotiation arrangements could be put in place result in a rationalised parking strategy creating efficient and connected retail, leisure and residential areas beneficial to all businesses.

11.3 Uses

Principle 11 Mix of Use Each development site in isolation will not be capable of accepting mixed uses on each, therefore an integrated approach is adopted within the SPD to develop a strategy accommodating a mixed use approach to meet varied residential, employment, retail and leisure needs throughout the area.

Principle 12 Affordable Housing 15% of residential development to be affordable for local needs on brownfield sites in line with Policy D6 of the Core Strategy.

11.4 Design

Principle 13 High Quality Design New development or renovations to buildings using either a contemporary or traditional approach should be of the highest design quality to create a sense of place. The visual appeal of a building can be created through a combination of form, style, materials and details; owners and applicants should focus on these four elements.

37 Principle 14 Sustainability and Energy Efficiency All commercial and leisure developments should meet excellent BREEM standards while residential development should be CSH Level 4 in 2013 and Level 6 in 2016 or equivalent as stipulated by Building Regulations or other initiatives developed as part of Government consultation. 20% of energy use should be supplied from renewable sources.

Principle 15 Local Distinctiveness Creating a sense of place through developing the character of the area drawing on existing elements of the townscape as well as creating new elements will be an important part of any development proposal. Achieving distinctiveness for Eastover will be a key in its future appeal and success as a thriving mixed use area.

Principle 16 Landscaping Strategic landscaping throughout the Eastover triangle building on existing will form an important element of improving the townscape.

11.5 Infrastructure

Principle 17 Flood Risk Eastover is classified as Flood Zone 3 but defences are suitable for 20 years and a forward strategy for flood risk management is in place in the form of securing contributions for the River Parrett Flood Barrier. It will be important for any new development in Eastover to take into account surface water flooding and management.

Principle 18 Safety and security Creating safe and accessible environments to reduce the fear of crime is an important element of sustainable new developments. Improving the vitality of the area will have a positive impact on reducing anti-social behavior and new residential development will increase pedestrian activity within the area as well as providing eyes on the street through overlooking. All new development proposals will be subject to the design guidance Secured by Design, the standard required by Avon and Somerset Constabulary.

Creating active uses at ground floor levels is an important factor to create an environment which dissuades anti-social behavior. Dark streets and shuttered shops create a sense of fear, streets where retail units leave shop window lights on at night to spill light onto the street create a sense of safety; shutters which are behind the glass instead provides security but without the fear element that is apparent where shops fronts are shuttered from the outside.

12 IMPLEMENTATION AND ACTION PLAN

12.1 While funding of many of the redevelopment opportunities would be reliant on commercial finance there are elements of the proposals which have potential for implementation either outside of redevelopment proposals or which could run in parallel.

Drawing in S106 requirements or CIL payments is one potential source of finance that could be targeted at certain elements.

As far as possible the elements of the SPD can be delivered in separate and independent phases dependent upon available funding or development activity.

An action plan will be developed which sets out indicative phasing, funding sources, key partners and delivery responsibilities.

38 APPENDIX 1 OBJECTIVES (FORMALLY KEY DELIVERABLES)

What you told us Preferred option

General agreement. No change to key deliverable.

Need more parking, public transport SPD will address these items and include improvements, traffic management, pedestrian additional policy response to heritage assets. links to wider area. Promotion and marketing/ BRI Links to wider area are set out as part of the traffic management proposals. Heritage should be celebrated. SPD will provide a flexible approach to uses Cleaning and policing need to be improved. and provides specific guidance.

Create a diverse community

39 What you told us Preferred option

Improved signage and branding for Eastover. No change to key deliverable.

Support for some limited pedestrianisation SPD proposes changes to the highway including Town Bridge, Salmon Parade and East circulation pattern and as a result improvements Quay. to the pedestrian environment can be achieved, these are a combination of widened Additional parking needed and new development pavements, shared surfaces, pedestrian priority should have adequate parking. and pedestrian only solutions. SPD will reflect these preferences and provide guidance for Improved access to bus station and better links the Celebration Mile project. to rest of town and train station.

40 What you told us Preferred option

High quality architecture should be encourage. No change to the key deliverable.

Traditional character should be retained. SPD includes design policies and responses that seek to retain and enhance existing assets Opportunities for public art and community but also enable appropriate introduction of involvement. contemporary design.

Opportunities to create gateways within the Gateways are identified. area such as proposed hotel site, corner of New Road.

41 What you told us Preferred option

Broad agreement for assessment of No change to key deliverable. heritage assets and raising profile of historic environment. SPD will identify key heritage assets, provide a basis for the local community to promote Need grant funding to assist refurbishment of “local listing”, and identify potential funding existing buildings. opportunities for refurbishment.

Some support for local listing.

Celebrate the historic environment

42 What you told us Preferred option

Need to create safe and accessible environments No change to key objective. and reduce the fear of crime. SPD will ensure appropriate mix of uses and New developments should have adequate car include designing out crime initiatives. parking and amenity space. Other outcomes will assist in making the area Mix of uses needs to be carefully considered, more vibrant, with greater pedestrian activity. along with densities. Design policies and standards will ensure adequate parking.

43 APPENDIX 2 TRAFFIC DATA Eastover area – suggested traffic arrangement & preliminary sketches for Eastover / Town Bridge

DRAFT Version 3, October 2013

This paper is produced in connection with the emerging Eastover Supplementary Planning Document and in particular for consideration by SCC as highways consultee.

It provides an alternative traffic management proposal to that shown in the Preferred Option consultation (June 2013).

There is potential to insert most of the content as a component of the final SPD

Planning Policy Team, Sedgemoor District Council

Content Page No:

1. Background / Context 45

2. Outline of the revised (final) proposal (including summary table 45 - 52 and plans)

3. Key Attributes of the proposed traffic arrangements 53 - 54

4. Review of the effect of the one-way proposals on access routes within 55 - 58 the Eastover area

5. Supplementary comments regarding Bus Routes 59

6. Illustrative Sketch Proposals for Eastover and Town Bridge 60 - 62

7. Illustrative Sketches showing potential redevelopment of former East 63 Quay Medical Centre (incorporating new bus & coach station) and extension of Asda Car Park

44 1. Background / Context

1.1 The Eastover Triangle currently has a number of one-way streets and turning restrictions as follows:

• Blake Place (Church St – Monmouth St): one-way W to E • Watsons Lane (East Quay - Carvers Road): one-way W to E • New Road: one-way S to N (and Pedestrian Zone 10:00 – 16:00) • Salmon Parade / Broadway junction: o Left turn only from Salmon Parade onto Broadway, northbound) o No Right turn from Broadway Southbound into Salmon Parade • Broadway / Eastover junction: No Left turn from Broadway northbound into Eastover (also no Right turn into St John St) • Town Bridge is effectively one-way E to W following the closure of West Quay

1.2 The published “Preferred Option” showed the following changes to existing traffic management: • Eastover (Town Bridge to Lidl entrance, 20m W of Church St): one-way W to E (section at E end to Broadway remains 2-way) • Formalise Town Bridge one-way E to W • Salmon Parade (Hospital car park entrance to Town Bridge): one-way S to N • East Quay (Carvers Road roundabout to Town Bridge): one-way N to S • Carvers Road: one-way S to N

1.3 The Preferred Option arrangement was intended to facilitate improved conditions for pedestrians (shoppers) in Eastover, make crossing the road at the Town Bridge easier, possibly provide some additional on-street parking space and offer potential footway widening / spill-out space at East Quay and Salmon Parade. The Carvers Road one-way was part of a potential reorganisation of the bus / coach station and an opportunity to create an additional pedestrian zone at New Road / Watsons Lane.

1.4 Such proposals do have consequences for access routes in and through the area, leading to potential inconvenience for some journeys and the potential that displaced traffic will add to pressure on road junctions at the periphery of Eastover. The combination of existing access restrictions at some junctions and the direction of proposed one-way would render access to the hospital site in particular very difficult for anyone approaching from the north / east side of Bridgwater. In the light of consultation responses and further consideration of the potential impact on cyclists, a set of potential alternative arrangements have been proposed. This will be given further consideration by the highway authority (Somerset County Council) not only in the context of this SPD but also the detailed development of the ‘Celebration Mile’ project (which includes Eastover).

2. Outline of the revised (final) proposal

2.1 The revised (final) proposal aims to offer the same benefits for the convenience of pedestrian movement and environmental quality in the vicinity of Town Bridge, a key area for linking Eastover to the main town centre on the west side of the river and for boosting the attractiveness and use of Bridgwater’s historic riverside properties as a distinctive part of the town centre offer. The proposal is intended to provide a pedestrian and cycle-friendly environment which remains accessible to vehicles with business in the area, including consideration of bus routes. These aspirations are consistent with the Bridgwater Vision and that Vision also includes significant changes to the use of Eastover as part of the ‘Celebration Mile’. 2.2 The core of the revised proposals has:

• one-way East to West in most of Eastover and on Town Bridge, with contraflow cycle lane; • one-way South to North on the southern part of East Quay, with contraflow cycle lane; and, • reintroduction of the left turn into Eastover from Broadway Northbound.

There are a number of variants (including ‘no change’) for Salmon Parade and Carvers Road / Watsons Lane / a further section of East Quay.

2.3 The core proposal is described as ‘Option 1’; the most significant additional change would be the introduction of one-way North to South on Salmon Parade (with contraflow cycle lane), this is described as ‘Option 2’. 45 2.4 A further potential change involves revised traffic circulation in the triangle formed by Carvers Road / Watsons Lane / East Quay. This could be clockwise or anti-clockwise and is a change that can be added to Option 1 or Option 2. These are referenced as ‘Supplementary Options (a) and (b)’. This gives a total of six permutations which are summarised in Table 1 below and illustrated at Figures 1, 1a, 1b, 2, 2a and 2b.

2.5 Some indicative details of how road space within the Eastover (street) and at the Town Bridge junction is shown at Figures 3 - 5 which follow later (after further explanation of the proposed traffic arrangements).

2.6 A potential reorganisation of the bus / coach station and an opportunity to create an additional pedestrian zone at New Road / Watsons Lane is also allowed for but is not specifically illustrated in this section. If the bus / coach station were relocated and replaced with car parking, there is potential to rearrange the access to the rear of Eastover (car parking and delivery access) between New Road and Church Street to come in from Church Street and thereby open up in the opportunity to create an additional pedestrian zone at New Road / Watsons Lane. Such a localised change does not need to involve any fundamental change to the system outlined in Options 1 and 2. There is some potential to redesign the surfacing in this area to define pedestrian crossing areas even within existing traffic arrangements.

46 Table 1: Summary of the options

(One-way flows at Eastover, Town Bridge and the south end of East Quay are common to all)

Eastover Town Bridge East Quay Salmon Watsons Carvers (Aldi entrance, Parade Lane Road 20m W of Church St to Town Bridge)

unchanged unchanged unchanged Option 1 one-way one-way one-way E to W E to W S to N between Town Bridge (section at E end from Broadway and Watsons remains 2-way) Lane

unchanged Option 1a As above As above one-way S to One-way One-way N between E to W N to S (clockwise Town Bridge circulation at former medical and Asda centre) roundabout

unchanged unchanged Option 1b As above As above one-way One-way (i) S to N S to N (anti-clockwise between Town circulation at former medical Bridge and centre) Watsons Lane (ii) N to S between Asda roundabout and Watsons Lane

unchanged unchanged Option 2 As above As above As Option 1 one-way N to S between Town Bridge and hospital

Option 2a As above As above As Option 1a As One-way One-way (clockwise above E to W N to S circulation at former medical centre)

unchanged Option 2b As above As above As Option 1b As One-way (anti-clockwise above S to N circulation at former medical centre)

47 Figure 1: Proposed traffic arrangement at Eastover – Option 1

>>> Existing (and continuing) one-way >>> Proposed one-way ----- Proposed contraflow cycle lane Existing (and continuing) two-way Possible reintroduction of left turn into Eastover from Broadway

47 Figure 1a: Proposed traffic arrangement at Eastover – Option 1a

>>> Existing (and continuing) one-way >>> Proposed one-way ----- Proposed contraflow cycle lane Existing (and continuing) two-way Possible reintroduction of left turn into Eastover from Broadway

48 Figure 1b: Proposed traffic arrangement at Eastover – Option 1b

>>> Existing (and continuing) one-way >>> Proposed one-way ----- Proposed contraflow cycle lane Existing (and continuing) two-way Possible reintroduction of left turn into Eastover from Broadway

49 Figure 2: Proposed traffic arrangement at Eastover – Option 2

>>> Existing (and continuing) one-way >>> Proposed one-way ----- Proposed contraflow cycle lane Existing (and continuing) two-way Possible reintroduction of left turn into Eastover from Broadway

50 Figure 2a: Proposed traffic arrangement at Eastover – Option 2a

>>> Existing (and continuing) one-way >>> Proposed one-way ----- Proposed contraflow cycle lane Existing (and continuing) two-way Possible reintroduction of left turn into Eastover from Broadway

51 Figure 2b: Proposed traffic arrangement at Eastover – Option 2b

>>> Existing (and continuing) one-way >>> Proposed one-way ----- Proposed contraflow cycle lane Existing (and continuing) two-way Possible reintroduction of left turn into Eastover from Broadway

52 3. Key Attributes of the proposed traffic arrangements

3.1 The key attributes of these changes are:

3.2 All Options (compared with the previously published Preferred Option):

• The one-way flow on Eastover (westwards) better facilitates traffic coming into town from the E and NE side of town (and Eastover is the natural route in from those locations);

• The westwards flow of vehicular traffic on Eastover, coupled with the ability to travel south on Salmon Parade allows continued access to the hospital site (overcoming a major difficulty which would have arisen under the Preferred Option);

• The one-way flow on East Quay (northwards) better facilitates access from the south into the coach station / Asda sites;

• The provision of contraflow cycle lanes will allow cyclists to continue to have convenient E – W and N – S passage to / through the town centre (an important issue raised in the consultation feedback), but this is an additional constraint on the design of street works in Eastover; and,

• Movements at the Town Bridge junction remain more limited than at present which means that pedestrians should still be able to cross the roads with greater convenience and safety than at present (and there is still scope for footway widening and other enhancement to support this). (N.B Option 2 has a little more scope than Option 1).

3.2 Option 1

• Retaining two-way traffic on Salmon Parade leaves more access route options available than either the previously published Preferred Option or Option 2, including:

o Vehicles can still travel northwards along the east side of the river (Colley Lane / Broadway to East Quay / Wylds Road), this includes access from the south into the bus & coach station / Asda sites; and,

o Vehicles can still travel from Colley Lane / Broadway to the west side of the town centre via Town Bridge and Binford Place

3.3 Option 2

• Vehicle movements at the Town Bridge junction are further constrained and there is additional scope for footway widening on the south side of this junction; and,

• Removal of one lane of traffic in Salmon Parade could facilitate pavement widening / spill-out areas on this attractive riverside frontage (N.B. But the need to provide a contraflow cycle lane is a limiting factor, particularly in the narrowest part of this street).

3.4 Supplementary Option A

• Reduces any incentive for New Road being used as a rat-run (northbound route on Carvers Road ceases to be available); and,

• Could accommodate on-street parking or pavement widening on East Quay / Carvers Road or facilitate a new arrangement for the bus & coach station (this all also applies to Option b). Contraflow cycle lane on East Quay to allow a direct southbound route is indicated, this may not be absolutely essential (as the one way traffic circulation could be followed to the west end of Watsons Lane) and may limit scope for on-street parking.

53 3.5 Supplementary Option B

• Could accommodate on-street parking or pavement widening on East Quay / Carvers Road or facilitate a new arrangement for the bus & coach station. Contraflow cycle lane on East Quay to allow continuity of northbound route is indicated, this may limit scope for on-street parking and use of the Rope Walk could be considered as an alternative cycle route.

3.6 Proposed reintroduction of the left turn into Eastover from Broadway northbound

A review of the effect of the one-way proposals on access routes within the Eastover area is set out in Section 4 below. This review highlights a consequential diversion that can be avoided if an existing left-turn prohibition is removed. The left-turn off Broadway (northbound) into Eastover is currently a prohibited manoeuvre, if this restriction is retained when Eastover is one-way then access into Eastover (street) and Church Street from the south / west sides of town would be routed either:

a) from Blake Bridge via Cranleigh Gardens and St John Street or alternatively;

b) continue on Broadway and Monmouth Street to Cross Rifles roundabout and return southwards down Monmouth Street to the St John St junction.

The left turn into Eastover has been available in the past and is clearly the most obvious route. Whilst its reintroduction will probably require kerb realignment works, there is space to do this and a left-turn manoeuvre at this traffic light controlled junction would not require any change to phasing and should not substantially adversely affect traffic flow. (Which can in any case may already be affected by left-turning into the Aldi site, some of which may be using the car park as a route into Eastover).

3.7 All changes to the existing traffic management system will require a Traffic Regulation Order (TRO) to be advertised and made by the highway authority (Somerset County Council). Whilst this SPD can advocate the changes, implementation is dependent upon the TRO procedure being successfully completed and funding being available for the works.

54 4. Review of the effect of the one-way proposals on access routes within the Eastover area

4.1 The suggested traffic arrangements (Options 1 and 2) could still lead to some potential inconvenience and displaced traffic for some journeys but this will be less than would have arisen in the Preferred Option proposal. Plans show the entry and exit routes to three selected locations within Eastover which have been used to test the proposals, these are:

• Asda car park (Carvers Road);

• Hospital site (Salmon Parade); and,

• Blake Place / Capes Close

Routes to each site from the arterial routes leading from all parts of town have been examined. The routes to / from these selected sites are also illustrative of a wider range of destinations along such routes.

4.2 The tables provide a summary which compares the existing routes with the previously published Preferred Option / Option 1 / Option 2. The table shows a composite which shows all options together. Bus routes are subject of additional commentary in Section 5.

4.3 This appraisal shows the routes which are available under the combined constraint of existing traffic management and the proposal set out in each option. In many cases an existing route remains available, but the introduction of additional one-way traffic inevitably affects some routes. The consequences for individual routes are mixed:

• Entry route affected but exit(s) remain unchanged (or vice versa);

• Entry and exit routes affected;

• only one of two existing routes will be available (no new route needed);

• a new alternative route, less direct than existing; and,

• a new alternative route, more direct than existing

4.4 Whilst there is a clear problem with access to the hospital site from three directions in the Preferred Option (as marked red in Table 2), Options 1 and 2 would be an arrangement in which access routes are available for all scenarios. This route appraisal does highlight a potential difficulty accessing the Church Street / Blake Place / Capes Close area from the south under Options 1 and 2 (as marked orange in Table 2), whilst this area is immediately to the east of Monmouth Street the left turn off the dual carriageway into both Eastover and Blake Place (which have the potential to provide direct access) is a prohibited manoeuvre, this

55 means that the currently available alternative route from the south would involve either:

a) Turning right off Broadway at the Salmon Parade traffic lights, proceeding via Cranleigh Gardens to turn left at the St John Street traffic lights, and crossing the dual carriageway into Eastover at the traffic lights; or

b) Driving north to the Cross Rifles (Canon) Roundabout, turning to return southwards down Monmouth Street, and turning right at the Eastover traffic lights.

Whilst these are workable it is suggested that re-introduction of the left turn into Eastover from Broadway Northbound would be beneficial for access to these areas and to Eastover (street) from the south. This suggestion is therefore included in the core proposal.

4.5 This analysis of routes does not include an assessment of the numbers of vehicle numbers using these routes (this may need to be subject of separate modelling) but it is evident that the use of ‘alternative’ routes will divert some traffic onto routes which use the Cross Rifles (Canon) Roundabout in particular (5 or 6 out of the 24 routes considered in Option 1 and 7 or 9 out of the 24 routes considered in Option 2, the lower figures in these ranges would apply if the left turn into Eastover from Broadway Northbound is reintroduced).

56 Table 2. Eastover area traffic arrangements: Comparative effects (composite table)

Destin- Come from Existing System Preferred Option Option 1 Option 2 ation / return to In Out In Out In Out In Out

(a) St John Eastover – East Quay - See As existing As existing See As existing See note 12 East Quay Eastover note 4 note 12 Street Monmouth The Clink – As As existing As existing As As existing As existing St – The Polden St / existing existing Clink Monm’th St (b) Taunton Salmon East Quay See As existing As existing See See notes See note 13 Road Parade – – Town Br – note 5 note 13 5 and 20 East Quay Dampiet St (1) Broadway The Clink – As As existing As existing As As existing As existing Asda Monm’th St Monm’th St existing existing car park – The Clink - Broadway (c) Bristol The Clink The Clink As As existing As existing As As existing As existing Rd / Bath existing existing Rd (d) East Quay East Quay As As existing As existing As As existing As existing Northgate / (N) (N) existing existing Wylds Rd (a) St John Eastover Salmon See As existing As existing See As existing See note 21 Street – Salmon Parade - note 6 note 14 Parade Eastover (b) Taunton Salmon S’mon P’de– As As existing As existing As As existing See note 22 Road Parade Town Br – existing existing Dampiet St alternative As existing As As existing exit route via existing B’dway [1] (c) Bristol Monmouth S’mon P’de See As existing As existing See As existing See note 23 Rd / Bath St –Eastover - Eastover note 7 note 15 –Salmon – Monm’th (2) Rd Parade St.[2] Hospital Salmon P’de As existing As As existing site (s’wards) – existing Broadway -Monm’th St The Clink – Salmon P’de See See note 9 See note As See note See note 25 East Quay – – East Quay note 8 16 existing 24 Sal’ Parade - Clink (d) East Quay Salmon P’de See See note See note As See note See note 26 Northgate / – Salmon (northwards) note 10 11 17 existing 17 Parade – East Quay Wylds Rd S’monP’de Clink – Clink – Sal’ Parade Br’dway Mm’th St Monm’th – Broadway Monm’th E’over St –E’over –Monm’th St St –Clink -Sal’ P’de Sal’ P’de – The Clink (3) (a) St John Eastover – Blake Pl – As As existing As existing As As existing As existing Blake Street Church St Monm’th St existing existing – Polden St Place / (b) Taunton Salmon Blake Pl – As As existing See note As See note As existing Capes Road Parade – Monm’th St existing 18 existing 27 Close Eastover – r’ndabout – Church St Mn’th St (S) (c) Bristol Monm’th St Blake Place As As existing As existing As As existing As existing Rd / Bath – Eastover (one-way) – existing existing – Church Monm’th St Rd St [3] (d) East Quay Blake Pl As As existing See note As See note As existing Northgate / – Eastover – (one-way) – existing 19 existing 19 Church St Monm’th St Wylds Rd – The Clink The Clink The Clink Mm’th St – Mm’th St – Eastover – Eastover – Church St Church St

KEY major difficulty - no Route ceases to be Route ceases to be available obvious alternative available but there is but there is an alternative route available an alternative – and a potential additional solution is suggested

57 Notes 1. An alternative exit route is available via Broadway but left turn only on exit from Salmon Parade necessitates proceeding north to Cross Rifles (Cannon) roundabout and then heading south. 2. This retraces the inbound route but a more direct alternative is available, see below. 3. Turn into Eastover is subject of a 7.5T mgw limit. 4. Eastover and East Quay route not available (one-way), but the alternative (box below) remains available. 5. Salmon Parade and East Quay route not available (one-way), but the alternative (box below) remains available. 6. Existing route not available and no obvious alternative (no right turn into Salmon Parade from Broadway southbound, would need to travel further along Broadway and turn round via Taunton Road junction or B&Q junction). 7. Existing route not available (Eastover and Salmon Parade one-way) and no obvious alternative (no right turn into Salmon Parade from Broadway southbound, would need to travel further along Broadway and turn round via Taunton Road junction or B&Q junction). 8. Existing route not available (Salmon Parade one-way) and no obvious alternative (no right turn into Salmon Parade from Broadway southbound, would need to travel further along Broadway and turn round via Taunton Road junction or B&Q junction). 9. Existing route not available (East Quay one-way), but two alternatives (boxes above) remain available. 10. Existing route not available (Salmon Parade one-way), the only alternative is to travel via Northgate and Penel Orlieu to join Broadway (A39) and approach site from the south. 11. Existing route not available (East Quay one-way), but there is an alternative (box below). 12. East Quay and Eastover route not available (one-way), but the alternative (box below) remains available. 13. East Quay / Town Bridge / Dampiet St route not available (one-way), but the alternative (box below) remains available. 14. Existing route not available because of Eastover one-way, but an alternative is available, turn Left onto Broadway and access St John St via Cross Rifles (Cannon) roundabout and Polden St. 15. Existing route not available (Eastover one-way), but two alternatives (boxes below) remain available. 16. Existing route not available (East Quay one-way), but a satisfactory alternative (box above) remains available. 17. Existing route not available (East Quay one-way), but there is an alternative (box below). 18. Existing route not available (Eastover one-way). An alternative route into Eastover via Cranleigh Gardens and St John St is available but a simpler route would be available if the currently prohibited Left turn from Broadway into Eastover is reinstated. 19. Existing route not available (Eastover one-way). An alternative route is available (box below). 20. A further alternative via Eastover and East Quay is potentially available if a left turn off Broadway is reintroduced. 21. Existing route not available because of Salmon Parade and Eastover one-way, but an alternative is available turn Left onto Broadway and access St John St via Cross Rifles (Cannon) roundabout and Polden St. 22. Salmon Parade / Town Bridge route not available (Salmon Parade one-way) but the alternative (see Note 1) remains available. 23. This existing route not available (Salmon Parade and Eastover one-way), but an alternative (box below) remains available. 24. This existing route not available (East Quay one-way), but the alternative (via Eastover) is available. 25. This existing route not available (Salmon Parade one-way), but an alternative remains available. 26. Existing route not available (Salmon Parade one-way), but there is an alternative (box below). 27. Existing route not available (Salmon Parade and Eastover one-way). An alternative route into Eastover via Cranleigh Gardens and St John St is available but a simpler route would be available if the currently prohibited. Left turn from Broadway into Eastover is reinstated.

58 5. Supplementary comments regarding Bus Routes

5.1 Bridgwater’s bus and coach station is located in the heart of the Eastover area, immediately south of the Asda car park, and is used by local bus companies operating local routes (principally First Group and Webberbus) and also longer distance coach operators (principally National Express and Bakers Coaches).

In addition to the bus & coach station there are currently 3 bus stops in the Eastover area: on both sides of the road at Sainsbury’s (on The Clink) and on the south side of Eastover (i.e. westbound) near Town Bridge.

A stop which formerly existed on the opposite (north) side of Eastover has been removed.

5.2 The predominant route into (and out of) the bus and coach station is from / to the north via the junction of East Quay / The Clink. This is not only the natural route for any service from / to the N&NE of Bridgwater (Bristol Road, A38 / Bath Road, A39) and W&NW of Bridgwater (via Northgate) but is also the route for buses serving the High Street (which include services from (and to) the south of Bridgwater. These routes are not affected by the one-way proposals.

5.3 Routes from the E side of Bridgwater via St John Street A372 can currently use Eastover and East Quay, but under a westbound one-way on Eastover this would be limited to the inbound route, outbound would have to use the Clink as the alternative. This is the only identified disruption to local bus routes which would be caused by the introduction of the Option 1 or Option 2 proposals for one-way on Eastover and East Quay. An alternative and entirely straightforward outbound route via the Clink is readily available and is only slightly longer. There would be no loss of functionality for passengers as there is no eastbound bus stop in Eastover (street), passengers in Eastover are effectively served by the bus station.

5.4 The current traffic arrangements allow passage northwards alongside the river (Salmon Parade and East Quay) to the bus and coach station. This can be used by coaches approaching from the south (A38), but is not available in the opposite direction. Under Option 1 this route would remain available but ceases to be available under Option 2. Under Option 2 the alternative is via Broadway, Monmouth Street and the Clink, this is the primary road network and the direct reverse of the route which already has to be used in the southbound direction.

5.5 The supplementary options 1a / 1b / 2a / 2b would affect the detail of access routes in the immediate vicinity of the bus & coach station (Carvers Road / Watsons Lane / East Quay triangle). Existing services using the Eastover / East Quay route use the roundabout inbound and outbound (even though inbound could use Watsons Lane) and this would remain available under the principal options (1 and 2). The supplementary options are all workable with the existing bus and coach station but are postulated primarily to examine opportunities for moving the facility into that triangle; in particular the potential for the bus & coach station to be relocated as a component of a redevelopment of the former East Quay Medical Centre and for the Asda Car Park to be extended (see illustrative sketches at Section 7).

5.5 In conclusion, the effect of the proposed additional one-way streets in the Eastover area (Option 1 or Option 2) on bus and coach routes is relatively minor and should not form any significant inconvenience to drivers or passengers. As both Options involve changes in Eastover, the additional change in Salmon Parade under Option 2 does not bring any additional impact on existing bus routes, but would force northbound coaches to stay on the Broadway / Monmouth Street dual carriageway and enter via The Clink.

59 6. Illustrative Sketch Proposals for Eastover and Town Bridge

6.1 It is expected that the detailed design of street works in Eastover will be undertaken as part of the Celebration Mile project (Bridgwater Vision).

6.2 The sketch layouts below are intended to illustrate what is possible in respect of the use of road space in Eastover and the Town Bridge junction. The street is not of a generous width (the existing kerb-to- kerb width varies between about 6 – 8m) and there are specific design constraints which limit what might be possible:

• The vehicle traffic lane needs to be 3.0m wide to accommodate trucks and buses;

• On-street delivery bays need to be 3.0m wide;

• On-street parking bays need to be 2.0m wide (2.7 – 3.6m for disabled parking);

• A contraflow cycle lane should be a minimum of 1.5m wide – it can be on-carriageway (edged by white lines) or separately surfaced and divided by a physical edge; and,

• The logical location for a contraflow cycle lane puts cyclists on the offside of oncoming vehicles.

These limitations suggest that even under a one-way regime there is little scope for significant footway widening except in sections where there is no on-street parking.

Figure 3: Sketch layout Eastover (New Road – Church Street section)

The illustrated arrangement on Eastover shows:

• a contraflow cycle lane on the north side (this could potentially be either on the existing carriageway or re-engineered); and,

• a parking / loading / bus stop area (of variable width according to available space) on the south side (this could be re-engineered to have a surface flush with adjacent footway, allowing space to be readily used by pedestrians when not occupied by parked vehicles) – also possible inclusion of trees / other features in this area.

© Crown copyright and database rights 2013 Ordnance Survey 100024272

60 Figure 4: Sketch layout Eastover / Town Bridge junction (layout)

This sketch shows a potential arrangement under Option 1. Under Option 2 there would be no northbound traffic on Salmon Parade and this would be replaced by a cycle lane and additional footway widening.

61 Figure 5: Sketch layout Eastover / Town Bridge junction (surfaces)

This sketch shows a potential arrangement under Option 1. Under Option 2 there would be no northbound traffic on Salmon Parade and this would be replaced by a cycle lane and additional footway widening.

62 7. Illustrative Sketches showing potential redevelopment of former East Quay Medical Centre (incorporating new bus & coach station) and extension of Asda Car Park

Figure 6: Sketch layout of potential redevelopment of former East Quay Medical Centre, incorporating new bus & coach station (and part of the associated extension of Asda car park)

Bus access route is via Carvers Road, coming into the site from the south (Watsons Lane) and exiting to the north.

Buildings anticipated to be 3-5 storeys high, providing residential (or office) accommodation, potentially with private ground level car parking and including bus station waiting room etc.

Scheme could be extended to include Central Garage if this site became available.

See Chapter 9 of the main SPD

Figure 7: Sketch layout of potential extension of Asda car park (if existing bus & coach station is relocated)

Layout facilitates creation of a larger pedestrian / event space at the northern end of New Road and better pedestrian access between the Asda store and Eastover.

Access to rear of Eastover (servicing and car parks) will be via Church Street (new junction and other accommodation works required).

Tree planting to enhance route between Church Street and East Quay.

Creates up to 67 spaces at Asda, plus 3 at the SDC car park and potential for on-street spaces at Carvers Road.

See Chapter 9 of the main SPD

63 APPENDIX 3 LINKS TO INFORMATION FOR TRADERS, RETAILERS AND OTHER BUSINESS OWNERS http://www.100ways.org.uk/index.php http://www.100ways.org.uk/working-together.html http://www.100ways.org.uk/the-safe-and-secure-high-street.html http://www.100ways.org.uk/enhancing-the-streetscape.html http://www.100ways.org.uk/consumer-marketing-animation-and-events.html http://www.100ways.org.uk/accessing-the-high-street.html http://www.100ways.org.uk/attracting-investment-and-getting-the-business-mix-right.html http://www.100ways.org.uk/the-evening-and-night-time-economy.html http://www.100ways.org.uk/training-development-and-accreditation.html http://www.nabma.com/ http://www.mentorsme.co.uk/ http://www.nsaforretail.com/Pages/default.aspx http://popupbritain.com/ http://www.startupbritain.co/ http://www.nmtf.co.uk/ http://towns.org.uk/ https://www.bcsc.org.uk/index.asp https://www.atcm.org/ http://www.brc.org.uk/brc_home.asp http://www.brc.org.uk/downloads/21st_Century_High_Streets_What_next_for_Britains_town_centres.pdf http://www.bitc.org.uk/ http://www.bitc.org.uk/programmes/high-streets-and-business/our-work-high-streets https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/5987/2185491.pdf https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/6292/2081646.pdf https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/7525/2120019.pdf https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/211536/ Future_of_High_Street_-_Progress_Since_the_Portas_Review_-revised.pdf http://www.nsaforretail.com/Pages/default.aspx https://spacehive.com/ http://www.meanwhilespace.com/ https://www.gov.uk/meanwhile-use-lease-and-guidance-notes-for-landlords http://www.leasingbusinesspremises.co.uk/ http://www.rics.org/uk/knowledge/more-services/professional-services/small-business-retail-lease/ http://locality.org.uk/ http://locality.org.uk/

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