Erection of an agricultural implement shed

General Policy 3

e Character 'Areas'. The East has 5 of the 9 identifiable landscape 'types' on the Island and 20 of the 59 landscape character 'areas' (see Map 2 'Landscape Assessment Areas' and annotated Map 3 below). Geographically, the coverage of the plan is limited to seven Local Authorities but landscape character and key views do not stop at a Local Authority boundary. There must be an appreciation of our landscape whether looking outwards from the eastern area or towards it. In terms of the Assessment Report, Douglas, Onchan and part of Lonan were identified only as 'Urban' and so not defined by either a landscape Type or Area. Again, the transition from one area to another is unlikely to be rigid but rather a gradual change. This should be noted in any interpretation of the landscape mapping. The findings of the Landscape Character Assessment Report The Landscape Character Assessment, in particular the landscape strategies and key views, have informed a number of proposals that protect specific views and viewpoints. Where there are no specific landscape proposals for an area, the landscape strategies and key views shall be taken to be the policy approach for the area, as set out in Landscape Proposal 1. The strategies and key views concentrate upon the aesthetic nature of 'the view '. The concept of a 'view' is somewhat challenging to identify in a paragraph but the Assessment Report highlights - which has been repeated here - a number of different landscape 'features' that can be identified and distinguished from one area to the next. There is not a statutory right to a view; it is rather a part of the concept of amenity or the charm of an overall setting. It is important therefore that in many places, such views should be recognised and protected from harm. As stated above, w hile each Landscape Character Area identified through the A ssessment Report is valued, some areas require specific proposals due to the particular sensitivity to change and potential harm to their intrinsic landscape qualities that could result from development. Some Landscape Character Areas will have greater capacity to accept new development than others; it may be possible that landscape harm could be mitigated through careful design and landscaping measures. Objectives i. To protect and enhance where possible, the distinctiveness, special features or key views that contribute to the landscape character of identified Landscape Character Areas in the plan area. ii. Ensuring development respects and enhances and causes no adverse effect on, the scenic amenity, landscape features and view corridors of each settlement. iii. To protect landscapes and significant open spaces that contribute to character, identity and sustainable environments. Desired Outcomes i. Sensitive landscape areas are protected so that new development does not detract from their natural quality. ii. Landscape qualities, open space linkages and environmental performance in non -urban areas are improved. iii. The natural landscape is recognised for its ae sthetic value and as a fully functioning system. iv. Key features are protected and enhanced. In order to support these desired outcomes: • All landscapes and locally important views have been identified. • Specific proposals have been made which seek to protect vulnerable views and viewpoints from inappropriate development. • Where proposals support new development sites in this plan, development briefs will require applications for planning approval to provide a landscape assessment where appropriate, showing how the effect of any proposal on the overall landscape setting and appearance has been fully taken into account and how this is mitigated or even integrated into the overall design. An overview of Landscape Character and Appearance in the East The Landscape Character Assessment Report described the landscape character of the East, and this remains a fair description. Starting with the Northern Uplands and the peaks of Slieau Lhean, Slieau Ouyr and Slieau Ruy, these form a ridge separating Maughold and Laxey. Characterised by open moorland and upland streams, the hills then descend towards Laxey Bay, enclosed by the steep, wooded sides of the glen and valley. At Clay Head jagged cliffs lead to a rocky foreshore of Garwick Bay. Gently undulating topography leads through Groudle and Conrhenny towards Onchan, via a dense network of banks, Manx hedges and ditches. The two mile stretch of Douglas Bay dominates the eastern coast and is enclosed by Onchan Head and Douglas Head. The Central Valley stretches from the southern edge of Douglas Bay to St John's, taking in the settlements of Union Mills, Glen Vine and Crosby and forming the Island's indiscernible 'north-south' dividing line. Inland, the valleys of the River Glass and River Dhoo are densely wooded. Further South, the Chibbanagh coniferous plantation just north of Mount Murray is surrounded by gorse and rough grazing, changing to a geometric pattern of fields a

Environment Policy 15

s: • Flood risk to the National Sports Centre, D ouglas Fire Station, Banks Circus bus depot, Douglas Railway Station, Pulrose Power Station and Pulrose Bridge after major flooding occurred in 2015; and • traffic congestion at Quarterbridge and Governor's Hill roundabouts. The Strategy concludes that the Island's key assets are currently maintained to an appropriate standard and have been designed to withstand future change. 15 National Infrastructure Strategy, GD 2017/0025 Harbours Strategy The Harbours Strategy (March 2018)16 identifies that commercial activity in Douglas Harbour is currently constrained by the lack of a deep water berth for cruise vessels. The Strategy sets out support for the development of deep water berthing facilities at Victoria Pier. Key details of the Strategy include: • A new deep water berth alongside the north side of Victoria Pier could accommodate vessels up to 240m long with a draught of 8m (waterline to the bottom of a ship's hull). • Cruise vessels accommodating 1,200 to 2,000 passengers would be able to berth alongside as long as suitable tugs are available. • Facilities for these customers will be accommodated within the Sea Terminal and parking for buses and coaches will be possible on the pier. Other visiting vessels, such as Royal Navy vessels, wind farm maintenance vessels and survey vessels would be able to use the berth. The Harbours Strategy also identifies the need to further develop the marine leisure facilities in Douglas provided suitable associated facilities can be supplied , carry out a review of the berthing arrangements and undertake an independent assessment of the primarily leisure harbour in Laxey. Other relevant planning legislation relevant in the East includes the Town and Co untry Planning (Permitted Development) (Government O wned Land) Order 2012. This Order permits some development on specified sites which would normally require planning approval. In the East, the specified sites relate to the following Government-owned sites: Douglas Outer Harbour, Nobles Hospital and the National Sports Centre. Area Plan Objectives i. To ensure that key transport corridors linking ports to the broader transport network are protected. ii. To support and implement, where possible, the National Infrastructure Strategy 2017 and the Harbours Strategy 2018. iii. To co-ordinate development of all transport modes to provide a comprehensive transport system. iv. To provide and support the best quality telecommunications networks and to support the economy by doing so. v. To reduce the risk and impact of flooding, stormwater and overland flow on catchments and neighbouring properties. vi. To plan for the provision of water supply, sewerage and drainage services that efficiently and effectively meet community needs without harm to the natural environment. 16 Harbours Strategy GD 2018/0011 vii. To manage the sequence of development in growth areas so that services are available from early in the life of new/expanded communities. This includes the creation and supply of all utility services. Area Plan Desired Outcomes i. New development is integrated into existing public and active transport systems and provides high quality access and parking for motor vehicles. ii. Congestion issues are investigated and addressed with the wider network in mind, ensuring that problems are not simply shifted 'downstream'. iii. Transport routes are located so as to achieve the greatest overall benefit to the community and with regard to making the best use of existing social, cultural and economic infrastructure, minimising impacts on the environment and optimising accessibility, safety, emergency access, service and amenity. iv. The timing of installation of services and infrastructure in new development areas is co - ordinated so as to ensure the cost-efficient provision of local and regional infrastructure. v. All development briefs should include a requirement to scope out and plan for the provision of electric vehicle charging (EVC) points as part of the scheme as a whole and as part of individual properties. vi. Infrastructure is appr opriately lit to provide safe passage for pedestrians, cyclists and vehicles at night. vii. Sustainable Urban Drainage Systems (SuDS) are installed to protect and enhance natural water systems and minimise drainage and infrastructure costs. viii. Modern, high -speed and effective communications networks are integrated into new design schemes as a matter of course. Strategic Routes The Isle of Man has a strategic transport network which links to all parts of the Island. This is set out spatially on the Key Diagram in Chapter 5. It comprises of a radial pattern of roads converging on Douglas with links to the main service and employment centres around the coast. Douglas is one of the key gateways to the Island. This is not only of importance as an employer but also i