Approval in Principle for residential development with all matters reserved except position of access

Protection of industrial land

exception within Strategic Policy 7

Spatial Policy 7: In accordance with Strategic Policy 3 Area Plans will assess the need for Green Gaps(1) between settlements so as to avoid coalescence. (1) Green Gap is defined in Appendix 1 This page has been left intentionally blank. This page has been left intentionally blank. CHAPTER 6 GENERAL DEVELOPMENT CONSIDERATIONS CONTENTS 6.1 Introduction 6.2 Development within land-use zones 6.3 Development outside of areas zoned for development 6.4 Planning Agreements 6.5 Enforcement 6.6 Advertisements 6.7 Public Art CHAPTER 6 GENERAL DEVELOPMENT CONSIDERATIONS 6.1 Introduction 6.1.1 The Development Plan will make positive land-use allocations and provision through its policies such as to meet the Island's foreseen development needs for the period 2001 -2016. It will therefore provide the basis on which development control decisions are made during this period. 6.1.2

The land which has been zoned for industrial use is considered sufficient and no further allocation is envisaged

Peel Local Plan 1989

y. Generally speaking, developments over 20 houses would have to provide children's play space on-site as well as an appropriate level of amenity open space on-site. How much will it cost? A.6.7 The cost of providing the public open space will be calculated as a percentage figure of the overall cost of providing open space within the development. For exam ple, where no public open space is being provided on site that would be required by the standards, the developer will be required to provide 100% of the cost of the provision elsewhere. Where the off site provision is addressing a shortfall in the overall provision on site, in that areas of open space are to be included within the development, but the full requirement of the standards cannot be accommodated, the applicant will be required to provide the remaining percentage cost. The payment of commuted sums will be the subject of legal agreements under Section 13 of the 1999 Act. How will funds generated by commuted sums be used? A.6.8 Funds can be used to lay out new open space or to improve existing open space. Money generated from commuted sums will be held in an interest earning account and will be used in the same Parish as the development. Exceptions to this may occur where a devel opment borders a neighbouring authority or where open space serves the needs of a wider area e.g. sports pitches. Design of public open space A.6.9 Both formal and informal open space should be designed as an integral part of the development so that it offers recreational value and visual relief and in some cases may provide the main focal point of the development. There is often local opposition to the provision of children's play spaces especially within new residential developments. Therefore it is e ssential that facilities be designed as part of a comprehensive approach to estate layout, which includes consideration of good neighbourliness, the need for adequate privacy and amenity for the occupiers of dwellings, road traffic and pedestrian activity and community safety. The following are also important considerations in the siting and layout of public open space which should:-  be defensible but not sited to cause a nuisance to dwellings;  easily maintainable;  be of sufficient size to be usable;  build upon existing linkages to provide green corridors;  incorporate existing landscape features;  provide appropriate children's play equipment in areas from which dogs are excluded, preferably by the use of fencing and dog proof grids, and  be of a design and l ayout to enable future adoption and maintenance by the Local Authority. APPENDIX 7 PARKING STANDARDS Residential A.7.1 High levels of car ownership have led to an increase in the level of parking expected for new residential development, and outside of town centre locations these standards should not be relaxed. New-built residential development should be provided with two parking spaces per dwelling, at least one of which should be within the curtilage of the dwelling and behind the front of the dwelling, although the amount and location of parking will vary in respect of development such as terracing, apartments, and sheltered housing. In the case of town centre and previously developed sites, the Department will consider reducing this requirement having regard to: (a) the location of the housing relative to public transport, employment, and public amenities; (b) the size of the dwelling; (c) any restriction on the nature of the occupancy (such as sheltered housing); and (d) the impact on the character and appearance of the surrounding area. Where new dwellings are created by the conversion of existing buildings, parking space should be formed by the clearance of outbuildings and low -grade annexes or "outlets" if it is reasonable and practica ble so to do; however, in general, the need to find a use for redundant buildings which are in sound condition will outweigh the drawback of any shortfall in parking provision. Offices A.7.2 The current car parking standard associated with town -centre o ffice development is one space per 50 sq.m. of nett office floor space, preferably provided on -site, but otherwise provided conveniently close to the site. Where office space is permitted outside of town centres, the current parking standard is one space per 15 sq.m. of nett office floor space. A.7.2.1 Having regard to the environmental objectives of this Plan, the Department is mindful that it may be appropriate at some time in the future to re -consider these standards. In the formulation of an Integrat ed Transport Strategy (Objective 3.5(a)), it will be appropriate to consider a variety of options, including the possibility of restricting the provision of parking spaces with new town centre office developments. If accompanied by rigorous on -street parking controls and more extensive public transport, such an approach would have environmental benefits, including the evolution of a more pedestrian -friendly streetscape. There would remain, how

Residential development in the vicinity will be discouraged

Peel Local Plan 1989

inappropriate development. CHAPTER 6 - THE URBAN ENVIRONMENT Registered Buildings and Conservation Areas 49 The Isle of Man Natural History and Archaeological Society questioned paragraph 6.8.2 of the draft Area Plan, which states that 'Registered Buildings and Conservation Areas, which might not necessarily achieve such status in the United Kingdom, have gained a higher status in the Isle of Man, where their contribution to national identity and the Island's story is highly valued'. I do not accept that this denigrates the Island's heritage assets; on the contrary it underlines their importance. I do not consider any modification of this part of the text of the draft Area Plan to be necessary. 50 The Braddan Parish Commissioners sought the designation of Mount Rule, the Baldwins, and part of Port Soderick as Conservation Areas. However, the procedure for the designation of such areas is set out in Section 18 of the Town and Country Planning Act 1999, and makes no reference to the development plan. The purpose of the Area Plan is to formulate proposals for the development or other use of land. It is not within its scope to create new Conservation Areas. In order to prevent further misunderstandings on this matter, I recommend that Urban Environment Policy 7 be deleted from the draft Area Plan. Urban Environment Proposal 3 51 This states that 'development proposals … which are contemporary in style and which clearly demonstrate innovative design solutions … will generally be supported'. DEFA considered that contemporary styles might be inappropriate in some areas, which have a more traditional urban form. I agree. I recommend that Urban Environment Proposal 3 be modified to read as follows: Development proposals must make a positive contribution to local character and distinctiveness. Traditional or contemporary approaches may be appropriate, depending upon the nature of the proposal and the context of the surrounding area. Archaeology 52 Environment Policies 40 and 41 of the Strategic Plan deal with the development of known or potential archaeological sites. It is not clear to me that Urban Environment Proposal 8 adds anything useful to these policies. The final sentence of Urban Environment Proposal 8, which states that there is no presumption against the development of archaeological sites, appears potentially to contradict Environment Policy 40 of the Strategic Plan, which indicates that development which would damage, disturb or detract from an archaeological site or its setting will not be permitted. I recommend that Urban Environment Proposal 8 be deleted from the draft Area Plan. Railway Architecture 53 Urban Environment Proposal 9 refers to the protection of station buildings, gate-keeper's huts and other line-side structures. However, it seems to me that if they are worthy of preservation, these buildings should be registered. While I do not doubt their cultural importance, in the absence of their registration, it is not clear to me how the planning authority could prevent their demolition or removal. I recommend that Urban Environment Proposal 9 be deleted from the draft Area Plan. CHAPTER 7 - TRANSPORT AND UTILITIES Highways Traffic Congestion 54 The Area Plan recognises that that there is already traffic congestion at the Quarterbridge junction; at the junction between Mountain Road and Governor's Road; and at the junction between Glencrutchery Road and Victoria Road. The evidence is that if all the development sites identified in the draft Area Plan were to be built-out, and no improvements were made to the road system, there would be a significant increase in congestion in Douglas and Onchan. Modelling commissioned by the Government suggests that, in the worst case, the average speed of traffic during the afternoon peak could decrease from 19mph to 12mph. Some journey times would be likely to increase by more than 100%, when compared with 2016 data. This would affect both private and public transport. However, it seems to me that, in practice, this worst case scenario is unlikely to arise. 55 Opportunities for additional carriageway provision are very limited and none are proposed in Douglas or Onchan in the Area Plan. However, there may be potential for limited highway improvements in the proposed Comprehensive Treatment Areas. Additionally, there is scope for the installation of an improved system of traffic signals, which could improve the capacity of the existing road network, particularly at junctions. Further mitigation could result from the introduction of the Active Travel Strategy, whereby drivers are to be encouraged to walk or cycle to their destinations, where this is practicable. Children living reasonably close to their school could be encouraged to walk there (perhaps in a supervised 'walking bus'); or go by bike. Reduced car use might also be achieved by a modal shift in favour of public transport; or car travellers could be encouraged to share a single vehicle, wherever possible. There may also be incr