Seaton Regeneration Area Plan :: Design and Access Principles

Design Proposals

Access

5.5 The indicative Masterplan is shown on page 30 and illustrates the proposed disposition of land uses along with the urban design structure of the development. Primary access into the site will be served from two access points off Harbour Road. Strong pedestrian links will be created allowing ease of movement in both north-south and east-west directions.

The pedestrian link to the existing Town Centre to the west is a key design objective. The proximity to the River Axe is one the site’s key attributes and as a result, strong links have also been created both to and along the Riverfront.

Movement and Connections to the wider environment

5.6 Within the development, the pattern of roads provides for a linked system of streets and spaces for use by pedestrians, cyclists and vehicles.

5.7 Pedestrian and cyclist links have been located so as to travel through the development encouraging people to use them, therefore links have been created between existing and proposed residential and retail areas, the new and improved Tram Station and Visitor Centre, the Seafront, the Riverfront and Seaton Marshes.

A hierarchy of streets and spaces

5.8 The design seeks to reduce the engineered form of the road and instead looks to create places. A hierarchy of streets is proposed which, not only provide for the necessary vehicle circulation, but allow for foot and cyclepaths that link into the established routes adjoining the site in order to create an integrated movement network.

5.9 The section drawings opposite demonstrate the principal street types proposed throughout the development. Whilst local highway design guidance should be respected, opportunities for a site-specific approach should be taken including the following:

5.10 Main avenue roads provide the main access through the development and include formal and substantial areas of open space for landscaping, giving a sense of place and importance. These will be the main vehicular and public transport routes and will serve the wider movement network. Wide building-to-building distances allow for tree-planting along these busier routes (see Illustrative section A opposite). Secondary roads, whilst still allowing for an ease of movement, are narrower and more enclosed to help naturally calm traffic, providing circulation in and around the development blocks (see Illustrative section B opposite). Lanes and Home zones appear more informal and are designed to give the pedestrian priority with the use of shared surfaces, where possible. These routes are narrow, minor routes with on street parking which helps to naturally calm traffic (see Illustrative section C opposite).

Disabled Access

5.11 In order to provide safe and convenient routes through the site, particularly those people with disabilities, careful attention has been given to the overall layout and consideration will need to be given to the detail of paths, ramps, steps and handrails at a later date. All routes, where possible, should be given sufficient aural and tactile information as well as visual clues to assist those with sight impairments. Appendix lists the measures that should be considered at the detailed design stage.

5.12 Within the residential element of the scheme, a balanced approach should be taken in relation to car parking, which is kept to a minimum in order to limit car use but not to such an extent that residents have to resort to extensive on-street parking within streets in the development or in the wider area. On-street parking will be provided in limited locations in order to help calm traffic and provide activity along the street front. Landscaping will be used to help define and soften the impact of this parking provision. Courtyard parking areas include parking located primarily to the rear of development blocks, served by narrow access points through the building line. These areas will be provided with overlooking properties in order to increase security. On plot parking will be generally located to the side or rear of dwellings within an individual parking bay and/or garage which will be set just back from the building line to remove parked vehicles from the street-scene and allow ease of access to dwellings. Parking squares will be provided to cater for both residential and visitor parking requirements. They will provide unallocated parking. Tree planting can also be used to break up lines of parking bays.

5.13 It is important that adequate parking is provided in order to maintain the viability of the Town’s existing and proposed facilities. The existing car park along The Underfleet which currently serves the Tramway, Tourist Information Centre and nearby High Street would largely be retained and improved. Any loss of parking in this area would be offset by the extension of the existing car park and additional short-term parking will available within the retail element of the scheme.

5.14 Cycle use is encouraged by designated cycle paths along the riverside and Seaton Marshes as well as a high degree of permeability resulting from the site layout. With traffic movement dispersed across the site, cyclists should find it convenient and attractive to use the roads.