This contents list does not form part of the document but is included to indicate its sections.
Self-containment; phasing of houses and jobs
Employment Area East of A32
Transport, Changes to [M27] Junction 10
Transport, Junction 10 Preferred Option
Housing East of the A32
Clarification, corrections and minor changes requested
1.53 We consider that this principally relates to the onerous nature (capital cost and profile) of the current IDP, which at a cost of c. £47,000 (net of fees) per residential dwelling, we consider to be extremely onerous. In particular the IDP costs in the first ten years are significantly higher than the forecast receipts. Given these findings it is apparent that there are a number of areas where wider site viability could be significantly enhanced.
1.54 One of the key barriers facing the development market in the current financial environment is how to provide finance and funding for major new infrastructure on sites that require remediation, access or social and green infrastructure to thrive.
1.55 This is particularly acute in large new communities, such as the development proposed at Welborne, which is inhibited by significant up-front infrastructure costs that are common with a development of this type and scale.
1.56 GVA Financial Consulting will be progressing with a review of infrastructure funding and delivery options in Q1 2014, wherein all avenues for infrastructure funding will be explored in an effort to aid viability and in particular to reduce peak cashflow requirements with a focus on the first ten years of development.
1.72 Based on the above analysis and in particular the prevailing viability constraints, we at this stage are minded to advise the Council to maximise the use of S106/S278 and reduce the role of CIL to a nominal or zero rate.
1.73 The fundamental issue of a lack of demonstrable viability under the presented 'baseline scenario' (i.e. when the development assumes all the IDP costs) means that the CIL 'route' would likely not stand up to scrutiny and public examination.
1.74 We also consider that, despite the increased flexibilities proposed in the drafted CIL (Amendment) Regulations 2014, that bespoke planning agreements and conditions that are agreed between the parties in each case provides for materially greater flexibility (as compared to CIL) - flexibility that is often crucial to the delivery of complex large strategic sites such as Welborne.
2.2 'the intention that the scale and timing of employment development in the New Community North of Fareham should keep pace with housing development to maximise self containment and sustainability.'
Wessex Economics would make the case that every effort should be made to ensure that jobs and homes are delivered in tandem, and that, if possible jobs are delivered in advance of homes. This will maximise the scope for self-containment.
the development will provide up to 90,750 sq.m of employment floorspace, in a range of employment opportunities which contribute to sub-regional economic development objectives and contribute towards creating a high level of self containment and accessibility to reduce the need for commuting;
'Welborne should provide a range of jobs so that residents have the opportunity to work locally. This will support the principle of self-containment by minimising residents? need to travel between home and work.'
'Wessex Economics believes that proposals for large format warehousing should be assessed, if they materialise, on their merits. Such development might enhance viability or help fund key elements of infrastructure and thus help delivery of the overall plan.
However, Welborne may not be the best location in South Hampshire for such facilities, and might detract from the character and appeal of the emerging residential community. Provision of large scale warehousing might have adverse effects on traffic flows that make delivery of the overall scheme harder.
'The possibility has also been raised by BST that there might be a way to advance the delivery of the all-moves Junction 10, through an early deal with major occupiers to provide either a major distribution centre or large single user office development on land owned by BST to the north of the M27 and west of the A32. The suggestion is that these might help fund the junction improvements required. It is suggested that this would kick start employment provision at Welborne, and be a part solution to the issue of funding infrastructure investment.
With regard to the possible establishment of a large distribution hub at Welborne Wessex Economics would comment that this would probably take up a large proportion of the allocated employment land, but generate relatively few jobs. As the very first thing to be developed it would very likely shape the perception of Welborne as a residential and business location in a way that is not helpful. On the other hand if this were to be the thing that makes the scheme as a whole deliverable, then it would have merits.'
'Access will initially be via the A32 and junction 10 of the M27;
At a later stage a link road may be required from the A32 to junction 11 of the M27;'
'The AAP will therefore provide detail of:
A full package of mitigation measures to demonstrate how the impact of the SDA on the local and strategic road network will be managed and mitigated, including the necessary measures on the A32 for access and safety reasons, in the vicinity of Junction 10;
The case for, and alignment of, a link road to connect the A32 to Junction 11 and interventions at Junction 11;'
'Information from the Sub-Regional Transport Model (SRTM) used during the preparation of the Draft Welborne Plan on the changes in traffic volumes resulting from the development of the new community and the proposed changes to M27 Junction 10 on the following roads:
A32 north of Wickham and A334 north-west of Wickham; ~ A32 north and south of the M27; ~ North Hill; ~ Kiln Road; ~ Funtley Road; ~ Highlands Road; ~ Park Lane; ~ Trinity Street; ~ Serpentine Road; ~ West Street; ~ Wickham Road; ~ Wallington Way; ~ High Street; ~ Old Turnpike.
The initial testing and analysis of the SRTM outputs that enabled it to be concluded that a strategic highway solution focused on Junction 10 was likely to be a viable option on which to base future testing (Draft Plan, Paragraph 6.16).
All subsequent reports/results referred to in the Transport Modelling Summary and the Habitats Regulations Assessment Screening Report, Paragraphs 5.2.2-5.2.4.'
'The outputs from the transport modelling that you have requested are in a very early draft form at present. The material you have asked for is part of an ongoing piece of transport evidence which is subject to verification before the conclusions will be fit for public consumption or as valid data to inform the Draft Plan.
It is feasible that early sight of the draft data, however incomplete and untested or un-validated, may assist you in understanding how the early consultation draft has been arrived at and assist in public transparency and accountability in decision making terms by aiding your formulation of your consultation responses to that plan. However it is considered that the release of incomplete and draft outputs from the modelling work would be potentially misleading and prejudicial to the ongoing consideration of the emerging Plan and undermine the intentions of this stage of the consultation and the overall consultation process for the plan.'
'The majority of visitors to Fareham Town Centre access the area by car and it is likely that these visitors also account for the most spend in the retail centre. It would therefore not be of benefit to the town centre to restrict access by car.'
'The effectiveness, deliverability and viability of any proposed measures will be assessed in detail as the planning process moves forward.'
'Existing air quality in the plan area is dominated by the road network, and in particular is affected by the proximity of the M27 motorway to the site. The allocation of employment land within Welborne has been designed to make an efficient use of land which would be unsuitable for residential uses because of air quality and noise impacts emanating from the motorway. However, air quality may worsen in locations close to new or upgraded road junctions, or roads which are predicted to receive significantly increased volumes of traffic.
There are two Air Quality Management Areas (AQMA) in Fareham - Gosport Road and Portland Street. The impacts of additional traffic in these areas in particular will be closely monitored. The National Air Quality Standards will need to be met in these two locations. Strategic modelling results have so far shown limited impacts on these two locations in terms of traffic increase. The measures contained within the Transport Strategy, both in terms of infrastructure provision to reduce congestion and measures to reduce the level of private car use, will serve to mitigate impacts on these two locations.'
Similar considerations apply with applications for B2 development. The revised Plan should seek to set out criteria that would be applied to determine if B2 and B8 uses are compatible with the overall objectives for Welborne as a new community.
These criteria would include contribution to job creation, traffic and environmental impacts, and contribution to funding infrastructure and overall scheme delivery. It is envisaged that a Design Code will be developed and compliance with the Design Code will be an important factor in determining planning applications.
Clarification, corrections and minor changes requested
Green Infrastructure Corridors