COLNE - Microsoft Colne Harbour Design...identified in chapter 16 of the local plan as “the River...

The purpose of this guidance is to set out criteria for the future development of the area known as ‘the Hythe’ in East Colchester.

It has been prepared and adopted in accordance with the advice set out inPPG 12 in relation to “Supplementary Planning Guidance”.

The guidance expands upon the strategy, policies and proposals, contained in the 2nd. Deposit Draft of the Colchester Borough Local Plan.

The overall strategy of the local plan is to promote sustainability, based onmixed-use developments, and urban regeneration from the re-use of “brownfield” sites. In addition, the plan also seeks to promote the local economy, protect and improve both the natural and built environments, and support local communities.

The Hythe area is highlighted in the local plan as a priority area for environ-mental, economic, and social regeneration. Its problems have resulted fromthe severe economic downturn of Colchester port, leading to its consequentialclosure and the loss of many traditional local businesses associated with it. The local environment has also degenerated badly as a result, with large areasof vacant, derelict, and polluted land The river itself is also becoming badlysilted and has become virtually unused.

Finally there are relatively high levels of social deprivation East Colchester.

This supplementary planning guidance closely follows the strategic objectivesof the local plan, and is particularly aimed at promoting the necessary urbanregeneration throughout the Hythe and beyond, by the creation of mixed-use,high-quality natural and built environments. Its prime focus is the area identified in chapter 16 of the local plan as “the River Colne RegenerationArea” (RA), covered by policies ECH1, ECH2, 2a, 2b, 2c, and ECH5.

The local plan policies set overall land use and environmental criteria for theRA, with more detailed requirements for specific areas within it. It also sets outa list of infrastructure requirements (Table 8) which will be sought throughdevelopments, either by direct provision or by appropriate financial contributions. This guidance sets out more detailed criteria for a number ofthese requirements.

These criteria, together with the local plan policies, will be used in determining planning applications within the Hythe inset area.

Colchester Borough CouncilJanuary 2001

C O L N E H A R B O U R i

Forword

D e s i g n F r a m e w o r k1

page

3 The Design Strategy3 Mission Statement

4 Mending Colne Harbour4 New Neighbourhoods5 The River6 Links6 Active Frontages

7 Urban Character7 Quality7 Mixed-use7 Density8 Building Heights9 Variety9 Adaptability

10 Legibility10 Landmarks and Focal Points11 Visual richness

12 A Sustainable part of Town12 Connections13 Pollution and resource conservation13 Transport15 Parking17 Movement17 Natural Environment

19 A Place for People19 Streets19 Other Public Spaces20 Public Facilities21 Public Safety

23 Appendix 1. public consultation24 Appendix 2. planning gain25 Index

COLNE HARBOURDESIGN FRAMEWORK

This document has been produced by Essex County Council,

Planning Division,Improvement Action & Urban Design Group.

January 2001

The valuable assistance of the Colne Harbour Group is gratefully

acknowledged;

Rodney Pollard Chair of the Colne Harbour Group

Robin Webb Robin Webb Consulting Engineers

Richard Bailey, Fenn WrightIan Mosley, Stanley Bragg Architects

Bertrum Rope, PR consultant

In addition to the above, we have discussedthe project at length with Members andOfficers of Colchester Borough Council,The Colchester Economic Forum, site owners, developers, funders and environ-mental groups. To these people, too numerous to mention individually, we alsoextend our thanks.

The Colne harbour logo was designed byRichard Allen

This framework has been producedfor the Colne Harbour Project

Group on behalf of the ColchesterEconomic Forum.

The economies of many towns and cities in Europe have beentransformed within a generation. Industries, which once were the

lifeblood of the community, have closed, often leaving large areas of landvacant and contaminated. Locations on the edge of the town centre withinadequate access and an adjacent community that is disadvantaged in avariety of ways, are also common features.

Whereas pressure for urban growth has been met in the past principallyby the release of agricultural land, planning strategies are now looking atderelict and under utilised sites within towns to meet these needs. Re-using ‘brownfield’ land has various advantages but is often a moreexpensive option for developers. However, comprehensive plans forregeneration, risk sharing and investment in public infrastructure cansometimes be sufficient to balance this out.

Urban Design Frameworks are just one tool for establishing a coherentstrategy for regeneration. They can promote the way in which urbanareas may best serve the interests of the community and guide investorsto politically and economically viable proposals. They can also establishconnections between those people and organisations that shape and useour built-up areas and this can be an invaluable resource for the nextstage; implementation.

Mission Statement

The purpose of this Design Framework is toguide development in East Colchester in a

manner that brings maximum benefit to the townand to the people who will one-day live, work inand visit Colne Harbour. A primary objective is tosecure economic regeneration1.

The framework enables the emergence ofsustainable, mixed-use neighbourhoods focusedon the river. These will evolve into a new corridorof investment that redefines the eastern gatewayinto the town.

C O L N E H A R B O U R 2

‘I just hate the way architects and cityplanners and everyone else responsible forurban life seem to have lost sight of whatcities are for. They are for people. Thatseems obvious enough, but for over half acentury we have been building cities thatare for almost everything else; for cars, forbusinesses, for developers, for people withmoney and bold visions who refuse to seecities from ground level, as places in whichpeople must live and function and getaround. We used to build civilisations.Now we build shopping malls.’

B.Bryson, Neither Here or There

1 The Design Framework is intended to facilitate the delivery of an integrated programme of initiatives that will mobilise resources in a manner that secures benefits and employment for localpeople. The Framework particularly encourages the establishment of new economic activities withina transformed environment that will help improve social cohesion and quality of life.

The Design Strategy

The Colne Harbour Design Framework contains design codes thatapply to the area shown below. The character of this landscape

varies between derelict land, brownfield sites and spaces of high ameni-ty value. There is a presumption against development of these greenspaces, alsoidentified on the plan.


Area covered by Design Stategy SPG

'Green' areas not to be developed

REPRODUCED FROM THE ORDNANCE SURVEY MAPPING WITHTHE PERMISSION OF THE CONTROLLER OF HER MAJESTY’SSTATIONARY OFFICE. CROWN COPYRIGHT. UNAUTHORISEDREPRODUCTION INFRINGES CROWN COPYRIGHT AND MAYLEAD TO PROSECUTION OR CIVIL PROCEEDINGS.COLCHESTER BOROUGH COUNCIL LA 077607

New Neighbourhoods

Most people live in neighbourhoods. However,recent suburban growth often lacks the same

sense of place and the facilities often found withinthe traditional 19th century neighbourhood. Aswell as being good places in which to live theVictorian, inner- suburb also provides us with amodel for contemporary environmental sustain-ability where living, work and leisure are oftenfound in close proximity, thereby reducing thenecessity to travel outside the area for most dailyneeds. Many people now recognise the specialqualities of these earlier patterns of urban growthand consider them a suitable paradigm for anenvironmentally sustainable urban future.

There are also other advantages of following theurban neighbourhood model. They are often com-pact and efficient in their use of land. Space for thecar is accommodated where possible, but not atthe expense of the tight urban fabric comprising ofhomes, schools, corner shops and places of work.

Spaces between buildings are invariably of ahuman scale and together with street trees, smallparks and squares often combine to create a tangi-ble sense of place. New Town, which lies adjacentto the Colne Harbour area, retains many of thesequalities.

An objective of this framework is to guide thedevelopment of the underused or vacant landalong the River Colne at Hythe in a way that helpsreproduce the best qualities of this type of neigh-bourhood. However, a single new neighbourhoodat Colne Harbour would be too large to possess acoherent character and encourage walking astransport. It is also possible that the identity of theexisting Hythe community would be swamped inthe process.Therefore, it is pro-posed that the Hytheneighbourhood beimproved by selectivedevelopment and anentirely new neigh-bourhood be builtadjacent to the uni-versity and the river.

C o d e M E N 1� Improve the urban character and viability of theHythe neighbourhood ( including theconservation area) and create a new, adjoiningneighbourhood at the University.

The neighbourhood centres will need movementto feed them yet only an abundance of peoplecan generate sufficient demand to make publictransport, small businesses, local services andcommercial investment viable. Providing essentialinfrastructure is a pre-requisite of achieving this.

C o d e M E N 2� Each of the new neighbourhoods shall have alocal centre where the following facilities will belocated;

� A railway station� A bus interchange� A range of uses and activities that serve

the needs of the community


Mending Colne Harbour“Take away the high concentration of people and activities,together with the diversity and vitality which go with themand there‘s no longer any point in living in the city”.

H. Sherlock, Cities Are Good For Us (1991)

Colne Harbour todayColne Harbour tomorrow?

Essex University

Tesco StoreHythe

Station

ColchesterTown Centre

The Hythe

Rowhedge

Wivenhoe

GREENSTED ROAD

RIVER COLNE

The River

Since Roman times, the River Colne has beenthe source of trade for the people of

Colchester. Whilst the need for river transportceased with the effective closure of port, the riverretains its symbolic significance as Colchester’slink to the sea and beyond. However, years ofneglect have left the harbour in poor conditionand the river has become a dumping ground forshopping trolleys and used tyres. For much of theday this detritus is visible along with the 4hectares of mud.

Just as some towns have started to make betteruse of brownfield land, others have rediscoveredtheir waterfronts. Often the two go hand in hand.

Water can be an attraction for people and invest-ment when it is well presented. But to be success-ful, the river must be able to accommodate boatsand activities that generate visual interest and lifethroughout the day. A transformed river where ahigh water level is maintained that covers themud is one of the keys to the economic rejuvena-tion of this area. Whereas buildings and uses havehitherto backed onto the river, the challenge nowis to change this relationship so that the riverbecomes the stage for a variety of uses, activitiesand events and a vital setting for a new urbanriverscape. There are no other places withinColchester where this is possible.

C o d e M E N 3� A barrage shall be constructed across the RiverColne to retain a high water level. This facilityshall also incorporate a lock to allow the passageof pleasure craft to the upper reaches of theColne.

C o d e M E N 4� A hard river edge for walking, cycling andaccess shall be provided between Hythe Bridgeand the south eastern limits of development.Sheet piled river walls with a dressed concrete orstone capping is required along this length.However, a river edge that encourages plantcolonisation is more appropriate beyond thisurban core.

It is essential that buildings that front the river arepositioned close to the water’s edge and have suf-ficient height. Overly wide spaces that are notfilled with activity tend to be dull and threateningto the pedestrian. However, a variety of relation-ships should be possible so that some narrow, inti-mate spaces are designed as well as some broaderones. This helps to achieve an environment that isboth visually interesting and capable of accommo-dating a richer variety of outdoor uses.

The spatial pattern will depend upon and be aresponse to other factors such as whether or notthe space is to be accessed by vehicles, the heightand enclosing effect of adjacent buildings and thedesirability of creating a few public squares orpocket parks close to the waters’ edge.

C o d e M E N 5� The space between buildings fronting the riverand the rivers’ edge should for most purposes be10m wide, although the width of this space couldvary along the length of the river. A 10m marginis sufficient to accommodate service vehicles,cyclists and pedestrians.

There will be the occasional opportunity to allowurban squares to adjoin the river. These widerspaces are acceptable provided buildingssurround them on 3 sides.


Buildings fronting anactive river edge witha high water level.

Links

Both the railway and the river tend to act asbarriers to free movement. This is undesirable

as this limits choice, severs adjacent land andreduces the attractiveness of walking and cycling.It is therefore essential that land and communitiesare re-connected by the construction andimprovement of infrastructure such as footbridgesand cycleways.

C o d e M E N 6� New development located adjacent to the rivermust be laid out in a way that is permeable topedestrians, cycles and usually traffic. Theobjective is to create frequently spacedconnections between the river’s edge and thehinterland. These routes should be spaced atintervals no greater than every 100m.

Avoid unnecessarily wide paved space adjacentto the river that will not be animated throughoutthe day.

Also, establish new river and rail crossings thatcreate better links between land either side of theriver and railway.

Active Frontages

The way in which building frontages are orien-tated and animated is also important. The lin-

earity of the river should not be challenged yetplacing buildings at arbitrary angles at its edge willdo this. New development adjacent to the rivertherefore needs to be laid out in a way thatenhances the urban character of the riverside.

C o d e M E N 7� Only buildings with active frontages shouldface the river. The degree to which this ispossible will depend upon the mix of uses withineach building. Generally, building frontagesfacing the river should incorporate frequententrances from public space (see adaptabilitycode URB11) and windows with occupied roomsbehind at street level.C o d e M E N 8� New buildings must face the river on an‘orthogonal’ or parallel alignment.


Buildings laid out to create streets that make thearea especially permeable for pedestrians andcyclists.

Quality development withpotential for active, groundfloor uses such as cafés andlocal shops.

Mixed-use buildings facing water

Quality

Most people would like to live and work in anattractive environment. Others would add

that there has to be a commitment to quality andcreativity2. But presenting a definition of thisdesire is more problematical. Quality is not justabout aesthetics but also encompasses urbanform, lifestyle and health. However, a commit-ment to quality in its broadest sense is essential inorder to reinforce our model for sustainableneighbourhoods. Attractive and active placeswhere traffic is tamed also tend to be popularplaces to visit and to invest.

C o d e U R B 1� A high standard of design that is alsoappropriate to the context of the site is expectedfor all developments including the improvementor creation of public space. Proposals that alsolie within the Hythe Conservation Area shall bearchitectually sympathetic to the surroundinghistoric character.C o d e U R B 2� Colchester Borough Council will publish aconservation area appraisal and enhancementscheme for the Hythe Conservation Area. Thiswill show how the visual quality of this area canbe improved by the repair, reinstatement andselective redevelopment.

Mixed-use

Mixed-use is the key to urban vitality.Achieving it is a major challenge as there are

many forces that work against it. Funding institu-tions for instance, tend to be cautious and prefersingle-use developments that currently appeal to awider investor market. Such developments aremore straightforward as they are simple to valueand easy to manage.

However, the tradition of our best urban areas is anenvironment where mixed-use flourishes. An objec-tive of this framework is to foster a similar pattern ofuses for Colne Harbour that also generates sufficientsite values to help fund essential infrastructure.

Mixed-use can rarely be achieved simply by pre-scribing it. To establish itself and for it to be longlasting, it has to occur as a consequence of mar-ket forces and the existence of a raft of good

urban qualities, such as;• Density of residential

and employment populations

• Adaptability of build-ings, allowing change over time

• Connectivity of move-ment (roads/paths)

• Variety of building typesand tenure

Mixed-use is most likely to occur in locations thathave the greatest number of pedestrians passingthrough. At Colne Harbour, this will coincide withthe river front and main streets. To encourage andfoster mixed-use, the majority of buildings inthese locations should be capable of accommo-dating a wide range of potential occupiers anduses both now and in the future.

C o d e U R B 3� A variety of uses will be encouraged to migratethroughout the area. Development should includehousing, small-scale retail, leisure, employment,health care and learning where facilities & usesprovide for local needs.Other uses that are compatible with theirsurroundings and other objectives of this Frameworkand Local Plan will also be appropriate, such ashotels, research enterprises and sports facilities.C o d e U R B 4� All public spaces, buildings and blocks shall beused for as great a variety of uses as possible inorder to encourage the maximum amount ofhuman interaction, transaction and diversity.However, not all uses make good neighbours andother planning controls will be exercised toensure compatibility.In particular, consideration will be given to therelocation of the following uses to moreappropriate sites;

� the gypsy site� the scrap yards� the coal yard


Fine-grained ‘blurred’ mixed-use should be..’made up ofsmall buildings, small open spaces and small enterprises.’

K.Lynch, A theory of Good City Form (1984)

Urban Character

2 Towards an Urban Renaissance - Final Report pp39, The Urban Task Force; 1999

Density

Urban areas are more viable and sustainable ifthey are built to higher densities. This not

only increases the potential for mixed-use it canalso ensure that land which is scarce is used andserviced more efficiently. Adding enough peoplethat live in close proximity to these uses animatesthe neighbourhood and breathes life into the cen-tre. A concentration of people will also generatedemand for goods and services (including publictransport) and deliver street vitality throughout theday. But high density is not universally appropriatewithin the neighbourhood. There must be suffi-cient variety of density to enable different types ofaccommodation to be provided. A responsive pat-tern of development would enable some familyhousing and perhaps small workshops to be builttowards the edge of the neighbourhood but stillwithin comfortable walking distance of the centre.Conversely, higher buildings and densities areneeded close to the river to produce an appropri-ate urban character and enclosure of space aswell as generating a good mix of use and activity.

C o d e U R B 5� The highest built densities shall beconcentrated towards the river frontage and themain streets but there will be a variety ofdensities within each neighbourhood. Densitiescan be reduced as one travels away from theriver and the main transport corridor, towards theedge of the neighbourhoods.

Residential densities should be sufficient to realisegood mixed-use along the river frontage and alongmain streets. A minimum net density of 100persons per hectare is required in these locations.

Building Heights

The consideration of the height of buildingswithin the environment is important principal-

ly for 2 reasons; Firstly, buildings should enclosespace and the character of space is largely deter-mined by the relationship between the size of thespace and the height of the buildings around it.Secondly, taller buildings invariably accommodatemore people, which is a fundamental ingredientof achieving an active and economically-viablepiece of town.

Generally, buildings should increase in heighttowards places of special importance, such as theneighbourhood centres, urban squares and theriver (see urban nodes Code URB14). The occa-sional building that is very much taller than itsneighbours can be of benefit to urban characterwhere they act as a landmarks and are appropri-ate to their context.

C o d e U R B 6� With the exception of land around the Hytheconservation area and the outer fringes of thenew neighbourhoods, no new principal buildingsshould be of less than 3 stories.C o d e U R B 7� In most circumstances, a 11m eaves height isadequate for buildings fronting a 10m edgeadjacent to the river. No building fronting theriver should have an eaves height lower than 8m.C o d e U R B 8� Building heights throughout eachneighbourhood should be sufficient to;

� Create a pleasing and appropriateenclosure of space

� Allow buildings to accommodate andgenerate enough movement to animatethe area. Along the riverside,accommodation must be sufficient togenerally animate the river edgethroughout the day and evening.

� Provide adequate natural surveillanceof public space

C o d e U R B 7� Buildings must face each other to enclosestreet space. The minimum height to width ratiopermissible is 1:1.5. The maximum permissibleratio is 1:2.5. � Where buildingsenclose dynamically-static spaces, suchas urban squares them a x i m u mpermissible ratio is1:4


Variety

Aneighbourhood that is made up of a widevariety of different building types of various

values will contain a variety of uses attracting avariety of people occupying space for various rea-sons at different times of the day. Such a place islikely to be vibrant, economically robust and sus-tainable. It is therefore important to promote vari-ety as a way of increasing choice and opportunity.The greater the variety of buildings, spaces, rents,connections etc., the greater the number of choic-es and opportunities.

It is also crucial to consider the influence of timeon the ability of an area to accommodate variety.Clearly, Colne Harbour will not develop all atonce. It will most likely evolve and emerge incre-mentally. This process will work in favour ofachieving variety, as it will allow for a more organ-ic network of uses and connections to emerge.

Also, to some extent, buildings and spaces arecapable of being used for different purposes atdifferent times of the day. The use of schools bythe community is a good example of this. Withimagination, this principle can be applied acrossan area, allowing the maximum use of assets andresources, minimising waste and adding to thevitality of the area over an extended day.

C o d e U R B 9� All sites shall be developed in a manner thatmaximises the possibility of variety by ensuringthat they contain a variety of buildings both forrent and for sale, with different types of space oraccommodation most of which is capable ofbeing used for various purposes.

C o d e U R B 1 0� Public space, including squares, streets andcar parks shall be designed and managed so asto allow for occupation by different usersthroughout the day.C o d e U R B 1 1� The design of buildings facing the riverfrontand within 200m of the Hythe and the Universityrail stations (as proposed) must allow for mixeduses to be incorporated within them either uponoriginal completion or at a later date. Groundfloor storey heights shall not be less than 3mwithin these areas to increase the flexibility ofthis accommodation. (see also, MEN2)

Adaptability

As we cannot predict the pattern and pace ofchange within the area, it is important to

ensure that the environment created is capable ofadaptation as needs arise. The codes for variety gosome way towards addressing this. However, theadaptation of buildings and spaces can only occureconomically if they are of a form that will appealto or meet the broad requirements of a numberof different users. The more specialised the build-ing type, the fewer the options for the future.

A building with a number of existing or potentialentrances from the street has greater flexibilityand potential adaptability than building types thatare designed with access from a single point.Entrances are also a focus of movement within astreet and therefore also help to feed life intopublic space to the benefit of vitality and streetsafety.

C o d e U R B 1 2� Most buildings should either comprise of orhave components that are of narrow depth.Generally, these buildings should not exceed10m in depth.C o d e U R B 1 3� Buildings should be designed to have a numberof points of access from the street. These shouldlead directly to internal circulationcores/stairwells. The more frequently theseentrances are spaced the better. Their spacingshould not be less than every 40m.


Urban square with traffic calming and potential for a variety of uses,

Legibility

Places are memorable for a number of reasonsbut the physical character of an area has a sig-

nificant influence. Landmarks, views and focalpoints are especially important in establishing aunique sense of place. These attributes can bebuilt into the design of new areas with the addedbenefit that they also help people find their wayaround.

Patterns of use and activity influence legibility in adifferent way. For example, a street with smallshops and plenty of life is bound to lead some-where important.

The most satisfactory places have both of thesequalities of legibility in abundance.

Landmarks andFocal Points

In attempting to achievelegibility, urban design-

ers invariably employ fivekey elements. These canbe used to evaluate andthen manipulate the char-acter of an area:-

Paths; the links betweenplaces, such as streets,

footpaths, railway lines etc.

Landmarks; distinctive features of the landscapesuch as a prominent building, a monument in apark or a landscape feature.

Focal points; such as an urban square or a trafficjunction.

Edges; distinctive linear features such as rivers ora line of a wall, sometimes separating districtswith separate identities.

District Identity; the overall image of a place thatidentifies it as being different or unique. Thiscan be influenced as much by the pattern ofuse as by architectural style.

Landmarks and focal points are especially impor-tant when planning for legibility. They have the

greatest bearing upon the visual drama of thetown and must be designed into all developmentsfrom the beginning. These qualities cannot easilybe added later.

In most cases it is unlikely that a single developerwill control a large enough area of land to be ableto plan a layout that accommodates sufficientlandmarks and focal points to co-ordinate a seem-less arrangement of these features across the area.Designers should in these circumstances refer tothe Colne Harbour Illustrative Layout for further guidance and ideas.

C o d e U R B 1 4� Development shall be planned to maximise thelegibility of the area by:-

� Demonstrating an understanding of theexisting urban character of the area andmaking the most of appropriate views,landmarks and edges.

� Designing site layouts that introduce anew or reinforced pattern of townscapefeatures such as new landmarks, focalpoints and distinctive streets.

C o d e U R B 1 5� Urban focal points must be incorporatedthroughout the public space network, including;

� a new mooring basin on the formerMoler Works site

� elsewhere along the riverside� around the Colne Causeway

roundabout� within the former Gas Works site� within the new university corridor� around each rail station

Where buildings surround focal points, theseshould be made especially distinctive toemphasise the townscape and social importanceof the space.


Towers can be used to create townscapedrama and distinctive focal points.

C o d e U R B 1 6Buildings within each neighbourhood shouldcollectively assert a coherent district character.Visual variety is still possible, provided anyabrupt changes of character are small in scale.

Visual Richness

Many new areas and buildings are visuallymonotonous. The craft that was once an

integral part of architecture and design is oftenomitted to save money. But such places compareunfavourably with historic townscape where visualrichness can be experienced at every turn. Onone level, this can mean the way in which build-ings produce an interesting or complex skyline. Ata smaller scale, it can mean the design of a doorthreshold. The closer a feature is to the observeror the longer the viewing time, the more impor-tant it is to ensure that the urban fabric containsvisual richness.

Buildings and the public realm can also beenriched by the incorporation of public art withinits design. Art can make a positive contribution tothe quality and enjoyment of architecture andpublic space and can help promote the specialidentity of an area.

In many instances, this will not necessarily entailthe fixing of pieces of art within the environment.Artists can also help design everyday objects suchas walls, windows, paving and doors and in doingso, lift their interest from the mundane to theextraordinary.

Developers will normally be expected to initiateideas for the incorporation of public art into theirschemes. In some instances, it may be appropri-ate to fund artist residencies3 rather than specificartwork.

C o d e U R B 1 7Buildings must be designed for visual richness.Designers must be able to demonstrate how theyintend to achieve this for individual buildings andspaces.C o d e U R B 1 8The following major projects 4 shall incorporateworks of public art or fund artist residencies to avalue normally equivalent to 1% of the totalconstruction cost of the development.

� UNIVERSITY� MOLER WORKS� SPOTTISWOODE� GAS WORKS� SCRAP YARDS� ALBANY� WHEELERS� COAL YARD


Public Art is defined as art or craft work designed and/ormade by professional artists and craftspeople whichenhances the appearance or enjoyment of the public

realm or buildings facing it.

3 Artist residencies are arrangements to engage an artist as a consultant for larger developmentprojects. An artist may in these circumstances develop projects in the community, involvingschools and individuals in a way that enriches the environment and the people that use it.4 However, most schemes are capable of funding some public art.

Art as applied to buildingsand as fixed pieces withinpublic space

Connections

Aplace will not prosper if it is not well connect-ed. Just as any main street relies upon move-

ment and ‘footfall’ to survive, they also need tobe connected to uses and places further afield. Itis from here that journeys to the neighbourhoodor town centre begin. The easier the journey andthe more direct the route, the greater the activitywithin and prosperity of the neighbourhood.

Locating housing and other uses that generatepedestrian movement within close proximity tothe neighbourhood centres and ensuring that theroutes between land uses and facilities are multi-farious, has various advantages;• Journey times to the neighbourhood centre are

kept short• It becomes unnecessary to use the car for these

trips• Walking, cycling and public transport become

more convenient, healthy and sustainableoptions

• The amount of public space allocated for carparking can be minimised enabling a morehuman and distinctive environment to be created

Walking also has the added advantage in that iscan be a highly sociable method of transport. Thepublic space network should therefore maximiseopportunities for public encounter and enjoymentof the environment and thereby encourage walk-ing and cycling by;• providing places for people to meet such as

small squares and pocket parks• ensuring streets are safe to use

Street corners are also opportunities for use diver-sity and public encounter. The design of cornerbuildings and the street should enable this to hap-pen if not at the beginning, in the future. This canbe achieved by ensuring ground floor corners arecapable of adaptation to small shops and thatpavements are sufficiently wide in these locationsto allow uses to spill out onto the street. (seePublic Spaces, PLA 3)

Connections between people and organisationsalso need to be fostered to draw upon the wealthof human skills and resources within the area.This process has already begun with the manage-ment of the Single Regeneration Budget pro-gramme for East Colchester. The continuation ofthis engagement well into the future will help toensure the regeneration of Colne Harbour occursin a way that is informed and democratic.

C o d e S U S 1� A close grain of human connectivity and accessvia streets and paths should be established bothwithin and between the new neighbourhoods andto surrounding areas. The street pattern must becontinuous across the area, interrupted only bythe river and railway line.

New pedestrian and cycle bridges should crossthese features that currently bar movement andsever adjacent development sites.C o d e S U S 2� All streets should begin and terminate atintersections with other streets. Together, theyshould lead somewhere beyond the immediatesurroundings. Layouts that are internalised andgo nowhere will not be permitted.

Culs de sac should only be used where there isno alternative but their extension as a footpaththat links with another street will almost alwaysbe possible. Their use is only appropriate in analready, well-integrated layout.


A Sustainable part of Town

C o d e S U S 3� The layout of developments must link togetherto form a continuous, permeable network ofstreets based upon an orthogonal or deformedgrid and the perimeter block. Generally, blocksizes should vary, becoming smaller towards theriver in a way that increase opportunities forpedestrian encounter, corner features and uses.

The ideal size of development block that allowsfor the greatest variety of building types, someon-site car parking and the provision of adequateprivate space to the rear is around 115m x 70m.This should represent the average block sizewithin the area.

Pollution and ResourceConservation

Every busy urban area is threatened by the pol-luting activities of its users. An environmentally

sustainable future relies upon minimising con-sumption at a variety of levels including reducingthe amount of traffic on our roads and minimisingwaste. Some of the investment in the future ofthe environment is a part of a long-term globalstrategy against pollution and decay. Other invest-ments and decisions have an immediate, localimpact and can include:• Reducing traffic and switching to public trans-

port, walking and cycling. This can lower theemission of harmful chemicals with subsequentimprovements in the health of the community.

• Constructing buildings that consume less energyto build and maintain.

• Treating surface water drainage near to thesource and ensuring effective controls againstriver pollution.

• Using local building materials where appropriate.• Finding new uses for vacant buildings, where

appropriate.

C o d e S U S 4� Minimise waste. Natural and built resourcesshould be reused wherever possible. Watersupplies should be recycled by treating andreinstalling surface water close by.C o d e S U S 5� Energy efficient buildings shall be encouraged.These should be designed to have a depth nogreater than 10 m to allow natural ventilation towork without mechanical assistance. Moreradical ‘Eco-buildings’5 may be appropriatewhere they can be properly integrated into theirsurroundings.C o d e S U S 6� The need to travel beyond the neighbourhoodfor most daily needs should be minimised.Developments shall be designed around localneighbourhood centres at the Hythe anduniversity rail stations to allow for a variety ofsmall-scale service uses to be accommodated. C o d e S U S 7� Promote walking, cycling and public transportas a viable alternative to the car by ensuring aclose grain of connectivity throughout the areaand to adjoining areas.

Transport

Only by substantial investment in new trans-port infrastructure can Colne Harbour devel-

op to its full potential. The present reality isunder-investment and inadequacy.

This is partly attributable to the planning blightthat existed along the eastern approach corridorsince the 1960’s when it was decided to constructa new road from the A133 to the town centre.Stage 1 of the road link between the Greensteadroundabout and Hythe Quay was completed in1995. The remaining section of the project hasbeen abandoned. However, the traffic problemsremain and options for the resolution of theseissues will be the subject of separate research tobe published as part of the Colchester TransportCorridor Study being undertaken by the BoroughCouncil.


5 These are buildings specifically designed to be especially ecologically sustainable through the use of local,renewable materials or by being largely self-sufficient in energy requirements, for instance.

Whatever the outcome of this report, greater usemust be made of the existing railway line thatruns through the neighbourhoods. It is possiblethat the line could contribute to the developmentof the area in the following ways:-• It can provide a quick route into the town cen-

tre, relieving Magdalene and Barrack Street andHythe Hill of unnecessary traffic, freeing-upspace for the bus.

• Developing a new station at the Universityneighbourhood will stimulate developmenteach side of the railway.

• It will enable developers to allocate less land forcar parking.

Maximising the potential of the existing railway isfundamental to achieving good access into andout of the area. Whereas the existing Hythe sta-tion is well located to serve the adjacent commu-nity, an additional station is also required to servethe new, university neighbourhood. Locating carparking, cycle stands and a bus interchange ateach of these rail stations will further enhancetheir attraction and their potential.

C o d e S U S 8� Provision shall be made for the construction ofa new railway station between the University andthe river. The station shall incorporate a fullaccess bridge over the railway for pedestriansand cyclists, reinforcing the connection betweenthe university, the river and town centre.

A high quality, frequent rail service between St.Botolph’s station (terminus) and Colne Harbour islikely to be of substantial benefit to the staff andstudents of Essex University and those living andworking in the new neighbourhoods. The rail linkmay also help to reduce traffic congestion withinthe town centre. Other urban areas have foundthat modern, Light Rail systems are most appro-priate where similar objectives exist.

Success maydepend upon itsability to temptthose using the carfor short trips offthe roads and rais-ing sufficient capitalto transform exist-ing facilities at St.Botolph’s andHythe stations. Inaddition, the new University station could catchsome London commuters nearer to their homes,reducing the number of journeys along busystreets to Colchester Town station.

C o d e S U S 9� The restoration and improvement of Hythe railstation must be incorporated into futuredevelopment proposals on adjacent landcurrently owned by Railtrack. Car parking shallbe provided for rail users on adjacent siteswhere this can be accommodated behind newbuildings fronting Hythe Station Road.C o d e S U S 1 0� Up to 250 car parking spaces shall be providedon the Moler Works site for commuter carparking. This allocation may be provided throughthe shared use of parking space for other uses orby the construction of a multi-storey car parkspecifically for rail users.

Bus routes will develop as people move into thearea to live and work and demand increases.These services should provide links to the rail sta-tions from surrounding areas. Interchange facilitiesappropriate to the potential level of use should beprovided at each station.

The operational flexibility of the bus can beimproved by providing more potential routesbetween areas of demand. The connected streetnetwork proposed for Colne Harbour within thisframework assists in this provision, making it pos-sible to relieve congestion on the busiest routes atcertain times of the day and increasing choice forpeople living in East Colchester.


The Department of the Environment, Transport and Regionspredicts that, on current trends, by the year 2025 there willbe an 83% growth in car ownership. No growth is predictedfor for public transport.

Supertram, Sheffield

C o d e S U S 1 1� Bus interchange and cycle parking facilitiesshall be provided at the Hythe and the newUniversity rail stations.

Ensuring that streets are designed to be safe andconvenient to use can encourage walking andcycling. These modes of transport have lessimpact upon the environment, consume fewerresources and therefore should be promoted inpreference to the car.

The layout of the mixed-use neighbourhoods willensure that homes, jobs and community facilitiesare all no more than a 5 minute walk away, andthat traffic is calmed to low speeds. Dedicatedcycle lanes can be built into the system whereappropriate and streets that are easy to cross, welllit, well maintained and fronted by buildings thatprovide natural surveillance and are thereforesafe, will tend to be used more often by morepeople.

High quality design of the public realm shouldalso mean using good materials in imaginativeways. Building visual richness into the treatmentof paving, street furniture and other infrastructurewill promote the status of the street from trafficcorridor to quality public space.

C o d e S U S 1 2� Developers shall ensure that the design of newstreets make a positive contribution to theaesthetic quality of the area including the use ofhigh quality materials and street furniture. Theneeds of pedestrians, the disabled, cyclists andpublic transport shall be integrated into theirdesign. C o d e S U S 1 3� Traffic management measures shall beintegrated into the detailed design of the streetnetwork so that vehicle speeds are limited to 20mph or less. Traditional designs such ascrossroads and tight corner radii should beemployed where these can be used to reinforceeither the urban character of the area or thetraffic management regime.

Parking

The amount of car parking provided within thearea will have a substantial bearing upon the

final character and appearance of the environ-ment. A high level of provision will have a seri-ously negative impact upon other urban designqualities such as density, continuous frontages, thepublic space network, pedestrian safety and senseof place. Indeed, the realisation of sufficient landvalues and a quality environment within ColneHarbour relies upon achieving an environmentwith these good, urban design qualities.

But there is also a need for the substantial changesrequired in transport habits to occur in concertwith the provision of better alternatives to the car.

Therefore, the framework allows developers tomake a choice. They can elect to build with areduced provision of car parking (as prescribedwithin Zone 2 of the Colchester Borough Council,Interim Car Parking Standards report 1999), orless. Alternatively, they can provide more spacesup to the maximum allowed within the currentparking standards by accommodating cars withinthe perimeter blocks, on a 2 or 3 level parkingdeck. However, the provision of car parking shallnot be at the expense of other codes withinthis framework.


Quality paving materialsused in an imaginativeway can complementquality architecture

On-street car parking generates pedestrian move-ment that can add to street activity and vitality. Italso can be used to calm the speed of traffic but itis important that this facility to park outsidehomes, offices and shops is not allowed to domi-nate the appearance of the street or reduce theconvenience of the street for other users. In someinstances, such as along main streets, it will benecessary to limit street parking to short stay only.

C o d e S U S 1 4� Generally, provision should be made for short-stay, on-street car parking throughout the area,where it is appropriate and safe to do so. Onbusy streets, this provision should beaccompanied by adequate pedestrian crossingsand pavement protection. In some cases, treesand cycle stands can usefully divide the marginbetween highway and footway between blocks ofparking.C o d e S U S 1 5� Additional car parking can be provided behindstreet frontages within the private space ofinternal blocks. However, there is a need toensure that habitable rooms overlook suchprovision so that there is natural surveillance ofthe facility.

C o d e S U S 1 6� Car parking shall not be provided at theexpense of other urban design codes set outwithin this framework. Any multi-level car parksthat are provided shall either be built within thecentre of perimeter blocks that contain otheruses, or shall be designed so that theyaccommodate other uses with active frontageson the principal elevations that face importantstreets or squares.C o d e S U S 1 7� A network of cycle routes both on and off-streetshall be accommodated within the area. Theseroutes shall connect with adjacentneighbourhoods, public and commercialfacilities and public transport corridors.


Section of a 2 floor parking deck behind occupied buildings.

The roof of parking decks can beused as communial gardens.

Movement

Colne Harbour will flourish if sufficient num-bers of people can be drawn to the area. But

too much traffic will reduce the attractiveness ofliving and working here and stifle investment.There needs to be a balance between catering forthe needs of the town and the regeneration of theneighbourhood.

Much will depend upon the package of infrastruc-ture that can be achieved. However, it is essentialto ensure that the network of streets, paths, theriver and railway are both retained and improvedfor integration into any future transport strategyfor East Colchester.

The design framework needs to accommodate anumber of variables in this respect. The patternand quantity of movement will change over timeand proposals need to be flexible to allow a vari-ety of transportation scenarios. In all cases, pathsof movement must be designed to be safe for allusers. A connected urban layout helps. (see, ASustainable part of Town - Connections)

C o d e S U S 1 8� New and improved paths of movement thoughthe area should be designed as public spaces.The fronts of buildings must face streets, therailway line or the river. In every case, routesmust be designed as attractive thoroughfareshowever, traffic management measures will berequired to control the volume and type of trafficusing the street network.

The natural environmentAreas of great nature conservation value borderColne Harbour. Additionally, several habitats ofimportance exist within the neighbourhoods;• the Colne estuary, contains five national/inter-

national designations; Site of Special ScientificInterest, Special Protection Area for Wild Birds(SPA), Wetland of International Importance(Ramsar Site), part of Candidate Special Area ofConservation (SAC). The latter three carry theumbrella designation of European Marine Site.

• Salary Brook, Site of Importance for NatureConservation; grassland

• Distillery Pond, Site of Interest for NatureConservation; water and woodland

• University sites, Site of Importance for NatureConservation; grassland

C o d e S U S 1 9� Full account must be taken of the impact of anynew development on any site scheduled as beingof ecological importance. Further, the overalllayout of the area shall allow for existing and newlandscape elements to form a major part of theneighbourhoods for the enjoyment of peopleworking, living and visiting Colne Harbour.


Green links can be used for connectingadjoining neighbourhoods.

The layout of Colne Harbour should be structuredto provide several strategic green links. These arelandscape corridors that primarily have 3 functions:

1 To allow for the movement of plant and animalspecies between primary habitats

2 To create linear areas for informal recreationand connectivity

3 To provide an overall landscape matrix for thearea

C o d e S U S 2 0� Proposals within Colne Harbour will need toaccommodate and improve the following greenlinks:-

� The River Colne; through enhancedfootpaths/cycleways and riversidelandscaping.

� Distillery Pond; by preserving andimproving the existing habitat betweenOld Heath Road, Haven Road and theriver.

� Salary Brook; by maximising itsrecreational potential for Greensteadneighbourhood.

� Parsons Lane and links to adjacentareas; by better footpath surfacing andlandscape management.

� Landscape bank rear of Haven Road; bybetter management.

� Between the University and the railwayline; by diversifying the existing corridor

C o d e S U S 2 1� New green links are also required;

� Between Distillery Pond and the river;by establishing a new corridor

� Between Haven Road and Hythe Quay;by establishing a new corridor

C o d e S U S 2 2� Bio diversity should be maintained and improvedby enhancing significant habitats, introducingbiotic support wherever possible and appropriateand by ensuring green corridors are enhanced,extended and linked for the benefit of wildlife. Insome instances it will be possible to utilise thesecorridors for informal recreation and for providingpedestrian links to neighbouring areas.

C o d e S U S 2 3� Increase bio diversity also by creating a newlake and wetland on the university site.C o d e S U S 2 4� Streets shall be landscaped where appropriateby planting avenues, formal groups of streettrees, hedges and shrubs. Avenues shall beplanted along Haven Road and Colne Causeway,with groups of trees along Hythe Quay.C o d e S U S 2 5� Ensure internal courtyards within perimeterblocks are laid out as attractive, multi-use areasfor the enjoyment of neighbouring properties.Roof gardens may be provided over deckedvehicle parking to create a more substantial,private green space within an otherwise urbanenvironment.C o d e S U S 2 6� Surface level parking areas shall incorporateplanting to screen larger areas of parkedvehicles and to contribute to the plantingstructure both within the development andthroughout the area.


Streets

Without people, streets would be unneces-sary. Instead, we could drive along dull,

traffic corridors between home, work and theshopping centre. There would be little need tointeract with the environment except in the mostsuperficial way.

Thankfully, our European urban tradition stemsfrom a necessity to build to a human scale. Streetsthat are direct, comfortable to use and stimulatethe senses are a product of this common heritage.New development should therefore be designedto emulate these qualities if it is to satisfy theoverwhelming desire of the majority of people tolive and work in real places. Places designed forpeople.

To achieve this, designers must learn from the pastand best practice of today. Whilst these urbancodes are a guide, the creation of successfultownscape will rely upon developers and archi-tects bringing their individual talent to bear uponthe opportunity.

C o d e P L A 1� New and existing streets shall be designed andadapted to make it possible for the pedestrian,cyclist, bus and car to co-exist on equal terms. Inthe short term, this may require a reduction inroad-space allocated for private vehicles. C o d e P L A 2� Public space with unobstructed pedestrianaccess should abut the public faces of allbuildings.

Semi-public space between the street andbuildings, where access is limited or controlled,should be avoided if at all possible.

Enclosed, private space between buildings andthe street will not be permitted.

Other Public Spaces

The success of the design framework reliesupon its ability to influence the creation of a

human environment. That is, a place that is bothpleasant and safe to use. An environment withthese qualities will attract people and thereforethere must be adequate provision made for peo-ple to gather. Squares, playing fields and small,pocket parks can all contribute to the socialisationof Colne Harbour. The specific character of thesespaces will depend upon their location and func-tion, but the framework seeks an adequate provi-sion to benefit people living, working and visitingthe neighbourhoods.

C o d e P L A 3� Developments shall include the provision ofspaces for people to gather for different types ofrecreation. The extent of this provision will bedetermined by the potential numbers of peoplelikely to make use of these spaces. Riversidewalks and cycle paths, with links to land beyond,shall be provided by adjacent landowners.The vibrancy and life of an area can be promotedand encouraged by ensuring that within certainareas, uses stay open until late. The use of publicspace will be maximised if premises are orientat-ed to face the street, spilling out onto the spaceoutside their premises where appropriate toincrease human activity and vitality.


A Place for People

A typical, car dominated environment.

A typical neighbourhoodstreet.

Footways within these areas need to be sufficient-ly wide to accommodate this. Also, a dense resi-dential population living close by will help to sus-tain this evening economy.

C o d e P L A 4� The following locations are considered suitablefor activities and uses that draw people innumbers to them in the evening;

� the riverside between Colne Causewayand the proposed River Barrage

� the main street within the universitydistrict

Elsewhere, the environment can still be animatedby the occasional café, restaurant, pub, bar, all-night launderette etc. Indeed, these uses areencouraged on main streets and within otherlocations where their activity is unlikely to causedisturbance to residents.

The natural landscape beyond the Hythe andUniversity neighbourhoods presents opportunitiesfor informal recreation and interpretation.Properly managed, these open areas will con-tribute to the variety of spaces available for publicuse and will thus be a major attraction for thenew sustainable community.

They are also a strategic connection to adjacentneighbourhoods and villages. The potential toencourage greater use of footpaths and cycleroutes through them can only be realised afterfurther investment.

C o d e P L A 5� Developments adjacent to the river shall makeprovision for the continuous connection of thelong distance footpaths and cycle tracksbetween the town centre, Wivenhoe,Brightlingsea and Rowhedge. This will requirethe delineation of a cycle track between the riverand building frontages.

Public Facilities

Developing Colne Harbour will require sub-stantial investment in new infrastructure.

Some of this investment will be of direct benefit toeveryone in Colchester whilst other infrastructureis intended to specifically serve the new commu-nity that will live and work in the area. Some ofthese new facilities have already been mentioned.• Green links, cycle routes and long distance

footpaths; will provide opportunities for recre-ation and better connections to surroundingareas.

• A new railway station at the university and arefurbished Hythe station; to provide accessto the town centre and beyond

• A river barrage and slipway; that retains ahigh water level to allow greater use of the riverby boats

• A nursery school; to assist parents that wish toreturn to work

• A health centre; for the benefit of all• A new primary school; for 420 pupils to serve

the new neighbourhoods• An Essex Estuaries Centre; that educates and

entertains on the history, culture and ecology ofthe Essex coastline

• A new country park; created from land thatwas formerly the settling ponds for materialdredged out of the river

• Artist studios; to satisfy increasing demand foraffordable workspace for local artists

• Pocket parks; providing small spaces for peopleto sit or rendezvous with others

• Recreational venues; including a climbing cen-tre and facilities for young people.

• Riverside walks; providing paths that link


Urban squares for all to use

Wivenhoe and Rowhedge to the town and afocus for leisure facilities at Colne Harbour

• New Footbridges; across the river and railway

The way in which these facilities are funded andtheir speed of delivery will largely depend uponreceipt of fair, financial contributions from the pub-lic and private sectors. The award of a SingleRegeneration Budget for East Colchester will help tostart the process. As private developments comeforward, the borough council will negotiate plan-ning gain from development profit. It is importantfor this burden to be spread across the whole ofColne Harbour, rather than proceed with an expec-tation that a few large schemes will fund it all.

Of course, the development of land that has previ-ously been built upon or is despoiled is very muchmore expensive than developing green field sites.Therefore, in calculating planning gain payments,the borough council will also consider these extrafactors. However, the design framework does indicate one way in which developers can realise a substantial uplift in site value over what may beconsidered possible without a comprehensive andco-ordinated approach to regeneration.

In most situations, planning gain will either takethe form of payments or a requirement to under-take additional works that are reasonably relatedto each site. A schedule of estimated expectationsfor planning gain for each site is given on Page 24.

Public SafetyStreet safety is partly attributable to well-managedspace that is occupied for most of the day. Peopleusing public space maintain a natural surveillanceover an area that discourages crime. Movement,particularly pedestrian movement, needs to benurtured. But even traffic, when controlled to lowspeeds can contribute to the natural surveillanceof an area. Put simply, a densely developed partof town that is busy is apt to be safe6.

Whilst the personal safety of people using the newneighbourhoods is a priority, this can be enhancedby the following collaborative measures:-

C o d e s P L A 6� Streets shall be designed to control the speedof traffic to 20 mph or less. (see code SUS13)

Culs de sac should be avoided whereverpossible. (see code SUS2)

Streets must be well-lit and commercial premisesencouraged to maintain illumination after theyclose.

Combined with cycle stands, telephone boxesand loading bays, car-parking facilities generateactivity that can enhance street safety.


6 Jane Jacobs, The Death and Life of Great American Cities (1961)

Main streets need to be made suitable for all usersand modes of transport.

Trees can be used to separate blocks of parking,avoiding a continuous line of vehicles along akerb and providing safe places to cross the street.

C o d e P L A 7� On-street parking will be allowed to occur inmost streets where this does not conflict withother urban design or traffic managementobjectives. (see code SUS12). On busy streets, itmay be necessary to erect bollards to stopvehicles parking on footways.

The layout of development also has a fundamen-tal impact upon the safety of people within thepublic realm. Buildings that detach themselvesfrom the streets, placing walls, fences or expansiveareas of car parking between them and the streettend to create an environment that is less safe forthe pedestrian. Conversely, buildings that arebrought closer together, where the street can beobserved from within buildings and where there isground floor activity, tend to contribute to a saferenvironment.

It follows that to maximise the benefits of thisarrangement, building frontages should not beinterrupted by too many gaps or breaks.

C o d e P L A 8� Development should be arranged on theprinciple of the perimeter block where the front ofeach building faces the street. All main pedestrianentrances into buildings shall be from the street.

Buildings around each perimeter block shall beas continuous and as close to the public footwayas possible, avoiding unnecessary gaps in thefrontage.

No building shall turn its back on the street.

Surveillance of the street from within buildingscan be enhanced if the ground floor accommoda-tion is elevated slightly above street level. This willonly be appropriate in those situations where dis-abled access can be achieved. A difference ofbetween 0.5 and 1 metre can be sufficient. Thiscan also allow the accommodation of basementswith additional entrances from the street, wherethe water table permits.

C o d e P L A 9� Launderettes, newsagents, off-licences as wellas bars and cafes all provide valuable night timeactivity and generate natural surveillance.Ground floor uses along the riverfront will beencouraged to stay open until late. Wherecircumstances permit, uses will be encouragedto spill out onto the street or onto the quayside.

Streets need traffic to feed and sustain them butvolumes must be limited to a level that allows thefree movement of other users. This is particularlyimportant for street safety and to maintain a levelof comfort that is compatible with encouraginginvestment within a quality environment.

C o d e P L A 1 0� A maximum traffic volume target of between8,000 and 12,000 vehicles per day shall beapplied to Hythe Quay and Hythe Hill. Even at these volumes it is possible to design thestreet to allow on-street servicing and parking(which is so important for the small business thatrelies upon passing trade) and still create anattractive environment for the community that livethere. Traffic calming helps to keep everythingunder control.

C o d e P L A 1 1� In order to have a reasonable traffic calmingeffect, the width of a 2-lane carriageway alongmain streets should be limited to 5.5 metres.Parking/servicing bays and bus lanes should beaccommodated wherever possible.


PUBLIC CONSULTATIONA wide range of consultation and participation exercises, asdescribed below, has been undertaken prior to the adoption andpublication of this Supplementary Planning Guidance.

East Colchester Visioning ExerciseAn extensive public “visioning” exercise involving all sectors ofthe local comniunity was undertaken during early 2000

This exercise was linked to both the existing SRB initiative in thearea and the Council’s consideration of objections to the firstdeposit draft local plan.

A number of public meetings and “drop in” sessions were held inthe Hythe area to obtain the public’s views. Numerous business-es, local schools, other organisations, and relevant statutory bod-ies with an interest in the area were also consulted directly, inparticular on the Draft Design Framework.

Over 400 responses we’re received from this exercise, and thesehave been used to inform both the final version of the UrbanDesign Framework and 2nd, Deposit Draft Local Plan

The Design Framework received considerable overall support, inparticular the proposals for upgrading the river, and promotinghigh quality mixed-use, sustainable development.

East Colchester CommissionThe Borough Council has set up this officer/member workingparty to take forward the Council’s strategy for East Colchester,including the Hythe.

This group has fully considered the Design Framework, andresolved to support its proposals.

Hythe Community ForumThis liaison group, consisting of a wide range of local interestsand Colchester Borough Council, is operated as part of the SRBinitiative. The forum has considered and supports the DesignFramework.

Adoption as Planning GuidanceThis Urban Design Framework was formally Adopted by theBorough Council as Supplementary Planning Guidance on 4thJanuary 2001


Appendix 1

PLANNING GAIN EXPECTATIONS

Site works plus contribution toother infrastructure

1. Molar Works (store & student accommodation) mooring basin £1,300,000

2. Molar works (remainder) footbridge £350,0003. University railway station

footbridgenature conservation area £1,000,000

4. Spottiswoode £1,500,0005. Gas Works £200,0006. Gas Board £100,0007. Albany £250,0008. Tractor Site £500,0009. Scrap Yards £1,000,00010. Coal Yards £100,00011. ABP £150,00012, Wheelers Gypsy Site relocate gypsy site £200,00013. Hythe Quay East £250,00014. Gas Works Quay footbridge -15. Rail sidings £100,000

Total value of works and contributions £5,000,000 £7,000,000


Appendix 2

active frontages MEN7, SUS 16, PLA 9.adaptability URB 11, p7, 9.artist studios p20.

barrage (lock) MEN 3, p20.blocks MEN 6, URB 2,

SUS 3, 15, 16, 25, PLA 8.bridges MEN 6, SUS 1, 8, p20.building access URB 12.building heights URB 4, 5, 6, p5, 8.building width URB 11.bus interchanges MEN 2, SUS 11.bus routes p14.

car parking SUS 9, 10, 14, 15, 16, 25, 26, PLA 7, 11, p12, 14, 15.

connectivity MEN 6, SUS 1, 2, 3, 8, 22, 25, PLA 5, p7, 12, 17.

cul de sac SUS 2, PLA 6.country park p20.cycle parking SUS 14.cycling MEN 4, SUS 7, 12, 17,

p12, 13, 15, 20.

density URB 3, p7, 8, 15, 21.Distillary Pond SUS 20, 21, p17.district identity URB 15, p10, 15.

edges URB 13, p10.ecology MEN 4, SUS 19, 22, 23, p17.energy efficiency SUS 5, p13.Essex Estuaries Centre p20.Essex University MEN 1, SUS 20, 23, p14, 17.

facilities p20-21.focal points URB 13, 14.frontages PLA 8, p15, 22.

green links SUS 20, 22, p17, 20.

habitats SUS 22.Haven Road SUS 20, 21, 24.Hythe Quay SUS 21, 24, p13.

landmarks URB 13, p10.legibility URB 13, p10.

moorings URB 14.movement SUS 1, 18, p12, 17, 21mixed-uses URB 10, p10, 15.

natural SUS 19, 20, 21, 22, 23, 24, 25, environment 26, p17.

natural surveillance URB 6, SUS 15, p21, 22.neighbourhoods MEN 1, 2, SUS 6, p4, 12.nighttime activity PLA 4, 9, p20.nursery school p20.

Parsons Lane SUS 20.Planning Gain p21, 23.pocket parks p20.pollution p13.primary school p20.public art URB 17, p11.

quality p7, 15.

railway stations MEN 2, SUS 6, 8, 9, p14, 20.river MEN 3, 4, 5, 6, URB 5, SUS 20,

p4, 5, 17.research enterpriseresource conservation SUS 4, p13, 15.

safety SUS 13, PLA 6, p12, 15, 16, 21, 22.

Salary Brook SUS 20, p17.school URB 1, p20.spaces MEN 5, URB 2, 5, 6, 7, 9, 14,

16, SUS 18, PLA 2, 3, p11, 12, 15, 19.

sports facilitiesstreets URB 8, SUS 1, 2, 12, 18, 24,

PLA 1, 6, 7, p15, 16, 19, 21,

transport SUS 7, 12, PLA 1, 7, p12, 13, 14.

traffic SUS 7, 13, 18, PLA 1, 10, p13, 17, 21.

uses MEN 2, PLA 1,urban character MEN 1, 13.

variety URB 1, 2, 8, p7,9.visual richness URB 16, p11.

walking MEN 4, SUS 7, p12, 13, 17.waste SUS 4.


Index

COLNE HARBOURREGENERATION

The regeneration of Colne Harbour represents

a unique opportunity for the town. In

following the guidance of the design framework, a

partnership between the community, the private

sector and public agencies can help transform

East Colchester into a very special place.

This is of course a more complex and expensive

option for the Hythe than leaving everything to

market forces, but it is one that could deliver the

maximum number of new jobs, homes and

leisure opportunities. It is also an especially sus-

tainable and environmentally conscious develop-

ment approach that requires a synthesis between

planning, urban design and development

objectives.

Only by working together can we make it happen.

COLNE HARBOURDESIGN FRAMEWORK

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