masterplan - folkestone harbour · seen in the above visibility graph analysis models of the street...

6

Masterplan

6

7

8

9

10

19

11

16

17 18

12

13

14

15

4 5

2

3

1

Fig. 6.1.1 The Masterplan

20

21

Key: 1 Tram Road Boulevard 2 Refurbished Leas lift3 New escalator connection4 New student accommodation5 New pedestrian route through Payers Park6 New Performing Arts Centre7 Old Town Gateway8 Marina9 Lifting bridge10 Harbour Crescent11 Event Space12 University Campus13 Ferry terminal14 Sea Street Buildings15 New residential development16 Marine Crescent plaza17 Leisure centre18 Timber jetty19 Board walk20 Watersport Centre21 Gallery

Page 74

6.1Use Distribution

The largest proportion of the development is given over to residential use. Analysis by ERA has indicated that this has the strongest economic potential in the current and projected future market conditions. That in turn delivers the ability to provide the values required to support high level improvements to the public realm and also allows significant educational, cultural and leisure uses to be brought forward. The values generated by the outstandingly attractive waterfront location, which will be within one hour commute of central London from 2009, means that a high proportion of affordable housing can be integrated into the development. The masterplan will provide private residential buildings along the Seafront and as part of a mixed use development around the Harbour. Affordable housing has been positioned in areas on Marine Parade, at the foot of the Road of Remembrance and at the Old Town Gateway, although in due course a ‘pepper-potting’ strategy for affordable housing may be adopted as an alternative. Functions contributing to public amenity, culture and education include the University Campus, Event Space, student accommodation, the gallery, artists studios and the marina.The use distribution is planned to be flexible allowing change as the development grows, and markets change. For example, in time, selected residential might become office, retail or hotel. The schedule relates to new indoor accommodation and excludes both the ferry terminal and the outdoor leisure facilities described in section 6.8.

AreasArea schedule of new accommodation on the Harbour and Seafront sites

Retail / Office

Use distribution

Culture / Education

Ferry

Residential

Retail / Leisure

Fig. 6.1.2 View over the redeveloped Seafront

1.6% Retail

3.5% Leisure

0.9% Office

24.6% Afford Hous.

57.4% Priv Res.

12% Culture / Education

Fig. 6.1.3 General use distribution Fig. 6.1.4 Use distribution on ground floor

RetailLeisureResidentialParkingCulture / EducationFerry TerminalOffice

Fig. 6.1.5 Use distribution on first floor


Fig. 6.1.6 Use distribution on upper floors


Plot Area 105,595Ground Floor 43,475 m²Level 1 41,366 m²Upper Levels 76,125 m²Total Area 160,966 m²

Total Area 131,976 m²Affordable Housing 30%Private Residential 70%

Number of Units 1,466 90m²/unitAffordable Housing 439Private Residential 1027

Retail 2,654 m² 1,6%Leisure 5,642 m² 3,5%Office 1,518 m² 0,9%Affordable Housing 39,546 m² 24,6%Private Residential 92,430 m² 57,4%Culture / Education 19,176 m² 12%Total Area 160,966 m² 100,0%

6.2Improved Pedestrian Routes

Fig. 6.2.2 Existing street network accessibility Fig. 6.2.3 Proposed street network accessibility (study carried out on previous version of masterplan)

Fig. 6.2.1 Main pedestrian routes and circuits

The masterplan proposes a series of pedestrian circuits linking the town centre, Seafront and Harbour (Fig. 6.2.1). Pedestrians will be able to walk from the main high street on Sandgate Road down to the Old High Street or through Payers Park to Tontine Street through to the Harbour, along the Seafront and back to the town centre via the new escalator link or the refurbished water lift. Smaller loops will be created within the masterplan around the Harbour and Seafront (fig. 6.2.1). The series of joined networks will provide a mix of different urban and marine characters and activities, from high street shopping to harbourside, beach, restaurants, study and leisure.

The masterplan will also create a network of well connected and integrated streets in an area that does not currently have a coherent street network. The existing centre of town around Sandgate Road will continue to be important in the structure of the pedestrian movement network. However, the proposed design will create a new cluster of streets with high accessibility for pedestrian trips around Marine Parade. This can be seen in the above visibility graph analysis models of the street network, which show an accessibility analysis comparing the existing centre to the masterplan. Areas which are highly accessible to pedestrians are shown in red, through a spectral range to blue which represents areas which are the least accessible.

Within the masterplan site, the most accessible movement route for pedestrians will be Marine Parade. This street will be well integrated into the adjacent movement routes, forming a “backbone” and central distributor for pedestrian journeys around the site. This can be seen in the right hand figure above (Fig 6.2.3), where the entire length of the street is red, indicating high accessibility.

6.3 Retail around The Harbour

Fig. 6.3.2 Existing retail accessibility Fig. 6.3.3 Proposed retail accessibility ( study carried out on previous version of masterplan)

Fig. 6.3.1 Seasonal routes

Winter Summer

The masterplan proposals include the creation of up to 2,654 sq m of retail floorspace, located around the new marina and, subject to lottery funding, on the Harbour Arm as part of Sea Street. This will enliven the area and contribute to the vitality of the seafront, helping to strengthen its role as a destination for visitors and providing attractions to encourage people to stay longer in the area. The retail uses will serve the immediate needs of the new residential population and visitors to the area. Within the retail provision there will be a high proportion of restaurants, cafes and bars, and specialist shops, particularly serving the marina visitors and other tourists visiting the area.

The retail floorspace will be designed to ensure that it will not affect the retail function of the existing town centre. The precise volume and the nature of the retail provision will be determined at the planning application stage, in close consultation with Shepway District Council. It is anticipated that the existing shops and services in Folkestone town centre will experience significant benefits from the harbour and seafront development due to the increase in the resident population as the luxury apartment and affordable housing units are brought forward, and the additional visitors who will make use of the town centre facilities.

6.4Harbour and Seafront Development Area and Density

There are four key issues that determine the optimum density of the Harbour and Seafront sites:

• The existing local plan and subsequent reviews require a minimum density of approximately 100 dwellings per hectare, which represents a density of approximately 1.0

• The maximum level density is determined by the capacity of the existing infrastructure and proposed traffic system improvements

• Development must be comprehensive across the Harbour and Seafront

• The development should reflect the the existing density of Folkestone town centre.

Density and traffic

Survey work has indicated a density of between 1.0 and 1.4, being the range found in Folkestone from town centre to town centre periphery (see section2.6)

There is an important link between density, uses and traffic. Each of the uses generates a certain need for car parking spaces. The figures for car parking are based on the Shepway local plan. Given the size of the development, the car parking required is considerable.

Fig. 6.4.1 Land to be reclaimed

The largest component of parking relates to residential use. This has been agreed with Shepway District Council at 1.0 spaces per private residential unit and 0.5 space per affordable residential unit (see Figure 6.5.1).

Each car generates trips; different uses create different trip characteristics. The basis of the trip generation data has been adopted by the masterplanning team following discussions with KCC.

With parking and trip data confirmed for ferry, marina, university, leisure, retail and office, the density of the residential development cannot exceed the remaining available capacity. The traffic system, taking into account the proposed improvements to the highway infrastucture, is able to accommodate approximately 1500 residential units (see section 4.4).

9

3083 sqm 3083 sqm

1333 sqm1333 sqm

514 sqm514 sqm

1276 sqm 1276 sqm

1714 sqm 1714 sqm 45061 sqm 45061 sqm

9461 sqm 9461 sqm

12120 sqm 12120 sqm

3355 sqm 3355 sqm

8336 sqm 8336 sqm

35758 sqm 35758 sqm

12843 sqm 12843 sqm

9696 sqm 9696 sqm 6049 sqm 6049 sqm

28678 sqm 28678 sqm

3500 sqm 3500 sqm 4476 sqm 4476 sqm

3740 sqm 3740 sqm 1333 sqm 1333 sqm

3982 sqm 3982 sqm

5513 sqm 5513 sqm

5200 sqm 5200 sqm

The masterplan process approached the site without regard to site ownership boundaries. The masterplan proposes to reclaim some additional site areas. Fig. 6.4.4 shows the additional reclaimed areas. The final site area is approximately 170,000m² (see Fig. 6.4.4).

The density value can be calculated in a number of different ways.

Fig. 6.4.6 shows three different methods of calculating the density based on the final masterplan layout.

• Method A takes the site area as everything including building plots, the new public streets and squares and the land designated for the coastal park extension. This gives a low density figure because it uses existing open space in the calculation and is therefore misleading.

Fig. 6.4.4 Site area calculations

6.4Harbour and Seafront Development Area and Density

• Method B uses only the building plots. This figure also is misleading when discussing the overall density of the masterplan as it excludes new public streets and squares being created.

• Method C uses the building plots and the new public streets and squares, but excludes tcoastal park extension land. This is the most balanced approach. It arrives at a density of 1.2, which reflects the density of the streets and buildings of comparable areas of Folkestone as shown in section 2.6.

Fig. 6.4.2 The masterplan model

Fig. 6.4.3 Site area calculations - subject to property rights

Comprehensive development density

Fig. 6.4.5 Density calculations

Site

Building plot areaNew public streetsand squaresCoastal Park Extension

Method A

105,595 m²28,678 m²

35,758 m²

170,031 m²

160,966 m²

0.95

Method B

105,595 m²-

-

105,595 m²

160,966 m²

1.52

Method C

105,595 m²28,678 m²

-

134,273 m²

160,966 m²

1.20

Total site area

Building gross area

Density

Site Area

The elements areas the site

Currently not buildable site area 44,500m2

Current development site 130,400m2 130,400m2

Inner Harbour 10,800m2

Outer Harbour 39,045m2

Radnor Estate 2 5,719m2 5,719m2

Reclaimed Port 1,185m2 1,185m2

Reclaimed Seafront 15,391m2 15,391m2

Harbour infill 5,543m2 5,543m2

Public street 17,512m2 17,512m2

Total area 264,376m2 170,031m2

0

Fig 6.5.2 shows the distribution of parking according to site and function. The largest proportion is required for private residential units.

There are four principal methods of accommodating the parking required on the site: on-street parking; parking within courtyards at undercroft/semi-basement level; basement parking; and multi-storey parking.

Public car parking is provided in two multi-storey above ground car parks in the old town gateway and the undercliff site, west of Marine Crescent. Another public car park below and behind the new Harbour Crescent building minimises landfill in the inner Harbour and provides spaces for retail, leisure, office and residential uses.

The University Campus will have car parking under its site and in the near vicinity.

Car ParkingAffordable housingPrivate residentialRetailLeisureOfficeCulture/EducationMarinaFerry

Total masterplan spaces

220102714720076

400160200

2430

car allocation0.5 per unit1.0 per unit1 per 18m²

estimate1 per 20m²

estimate0.8 per berth

Fig. 6.5.1 Car parking allocation by use

6.5Parking Strategy

Fig. 6.5.2 Proposed on site car parking strategy (excluding street parking)

Multi-Storey Multi-Storey 1 Storey Parking on Pier1 Storey Parking Underground

Multi-Storey

Single-Storey UndergroundUnderground

Three-Storey Underground

Single-Storey UndercroftUndercroft

Single-Storey Undercroft





Event Space and Gallery

The routes identified in the masterplan are in part activated by providing attractions that people can use as landmarks for orientation. The Event Space and University Campus provide one attractor in the Harbour area. A second attractor is the gallery at the western end of Marine Parade. The gallery provides a gateway to the Coastal Park and will house temporary exhibitions related to the International Sculpture Project.

Fig. 6.6.2 The Gallery and Event Space are connected by the boulevard on Marine Parade and the boardwalk on the Seafront

6.6Public Spaces and Public Buildings

The largest proportion of usage within the masterplan is for residential development.

As the masterplan is implemented, usage of some of the ground floor space along the Marine Parade and the Boardwalk will need to reflect the changing needs both of the growing residential community and of the visitors attracted in increasing numbers to the Seafront and Harbour. Over time it may become possible to add to the vitality of the seafront by introducing a wider range of uses to the key ground floor frontages, to include retail, bar, restaurant and cafe use. This potential should be reflected in the use class designation for these areas in order that changes of use can be made with minimum restrictions.

This flexibility will ensure that public space throughout the masterplan area becomes increasingly animated and well-used over time.

6.7Environmental ResponseRenewable Energy

1

2

3

6

5

4

A key aim of the masterplan is to minimise fossil energy consumption and to maximise the potential for generating renewable energy. The site has an excellent southern exposure, plenty of wind, tides, waves and the thermal mass of the sea water. There is also a potential to use the size and combination of proposed new uses to beneficial effect by sharing the ‘waste’ heat from relatively small scale on-site power generation. Fig. 6.7.1 shows the potential of the site.

The following systems have been considered:

1. Combined heat and power (CHP)

CHP general power generation is optimised when there is a mix of functions requiring all year round supply of heat and electricity. For example, housing requires hot water all year round, whilst retail, catering and leisure functions require more electrical power and cooling. By generating most of the power on site transmission losses are minimised and use of waste heat can be maximised. The use of bio-mass fuel means the CHP plant can be considered carbon neutral and can operate at up to 80% efficiency. In order for it to be fully effective, this approach requires an integrated development of the whole site.

2. Tidal power

Although there is a strong tide at Folkestone, tidal power systems require the movement of a large body of water such as an estuary to generate sufficient quantities of power to be cost-effective. There is no suitable estuary for a barrage along the coast near Folkestone and a barrage in the Harbour area would restrict access for vessels. Therefore large scale tidal power is considered unsuitable as a significant source of power at this site, although there may be potential for a small scale demonstration project utilising a tidal turbine as part of Sea Street (see section 5.8).

3. Solar power-photo voltaics (PVs) and solar heating.

Because of the southern and exposed nature of the site there is potential to incorporate PVs into the cladding or roofing of buildings (Fig 6.7.2). This will provide clean renewable electricity. Solar heating panels, which heat water in tubes, reduce heating costs and energy consumption for buildings.

4. Heat sink

The temperature of the sea stays fairly constant throughout the year relative to the land. In summer this difference can be used to provide cooling by creating a shared cooling network for uses such as retail and leisure. In winter the sea is warmer than the land and can provide heat. There is the potential to incorporate heat exchange systems within the new buildings on the site.

5. Wave power

The energy in the waves at Folkestone is relatively low compared to many other sites around the UK and the coastline presents no obvious inlets which could be spanned. Wave power technologies intended for the open sea would restrict access if sited close to the Harbour. Therefore wave power technology is not considered suitable for this site.

6. Wind power

The wind strength and direction is fairly constant in Folkestone. There is potential to use low wind-speed turbines that would be able to generate enough electricity to power the entire development.

However, bearing in mind the concerns often raised by the public regarding large wind turbine proposals, this is considered to be an unsuitable location. It would, nonetheless, be possible for the development to source a significant part of its energy from offshore wind farms elsewhere in the area, including the Channel and the Thames Estuary. Current developments make it increasingly likely that a small scale “consumer-friendly” version of wind generation will be feasible in the not too distant future. This site may be appropriate for such a development in due course.

In summary, the masterplan proposes to incorporate significant sustainable energy features in the new development as part of an exemplary Green Vision. These are:

• Combined heat and power generation

• Solar power and solar heating panels

• A centralised heat exchange utilising sea water

• Local or more remote wind power

Fig. 6.7.1 The potential for sustainable energy use

Fig. 6.7.2 Photovoltaic panels Fig. 6.7.3 Wind Turbine

The buildings on the Seafront are terraced down to the beach, maximising marine views for the residential units. This also moderates the scale of the development so that it does not interfere with views of the cliffs from the beach, the pier and the sea. The massing is distributed so as to be responsive to the site. Blocks to the western end of the site reflect the height of the listed Marine Crescent whilst taller blocks in the centre of the development help to reduce the scale of the hotel. The blocks are reduced in scale to 2-3 storeys at the main pedestrian routes to give a sense of comfort, and to reduce the down draughts associated with tall buildings.

Studies were carried out with Halcrow and RWDI Anemos to select the correct strategy, considering orientation and other issues. These have been incorporated into the design, which has been the subject of further analysis by RWDI Anemos.

6.7Environmental responseWind

In this study, computational fluid dynamics (CFD) simulations were conducted using RWDI’s proprietary VirtualWind software, which has been developed specifically for wind engineering applications. CFD is one of the most advanced computer modelling technique for numerically simulating wind flow in complex environments.

Expected conditions around the site

Overall, the buildings of the masterplan are relatively low rise and so would not be expected to create significant down draughts that would bring high-speed air down to street level. The tallest building in the masterplan area is the existing hotel building. This building is the most likely to create down draughts and these would occur for winds coming from the south-west and north-east.

Fig. 6.7.4 Terraced buildings reduce down draughts affecting public and private spaces

Fig. 6.7.5 Burstin Hotel remains the highest development in the masterplan area

The contour plots are coloured from red (highest wind speeds) to blue (lowest wind speeds).

There is no numerical scale because that would vary according to the approach wind speed. The important role of these contour plots is to indicate flow patterns and relative speeds.

For south-east winds which are relatively rare at this site, some areas of quite high winds are expected on occasion. There are also accelerations predicted around the base of the spherical Event Space on the Harbour. As the design develops further attention should be paid to providing local shelter through planting and/or sculptural screens. The Event Space would benefit from more permanent and consistent shelter.

For north-east winds a similar situation exists, with some modest acceleration around the hotel but otherwise relatively benign and uniform conditions. The windiest areas are likely to be the windward corners of the easternmost buildings.

For the prevailing south- westerly winds the wind conditions across the site appear to be relatively benign, even close to the taller hotel building, although some modest acceleration exists around the hotel. Elsewhere, the generally benign effect of the development will have a significant positive impact on the overall perception of comfort around the site.

The masterplan covers a large area on an exposed plot of land that borders the open sea. This renders it vulnerable to stronger winds than would typically be expected inland. In response to its exposed location, the site comprises a number of medium to low-rise buildings and consideration has been given to planting of trees to reduce the effects of wind. The analysis tends to confirm that the approach being taken is unlikely to lead to significant environmental problems arising from wind.

Fig. 6.7.8 NE wind - contours of wind speed (horizontal slice at 2m)

Fig. 6.7.7 SW wind - contours of wind speed (horizontal slice at 2m)

Fig. 6.7.9 SE wind - contours of wind speed (horizontal slice at 2m)

Fig. 6.7.6 NE wind - contours of wind speed (vertical slice) showing potential for downdraft from hotel in blue

6

6

5

5

4

3

2

5

4

3

2

Beach

Private

Boardwalk

Parking Retail

6.7Environmental Response Ecology

Green roofs provide an opportunity for more extensive or targeted external landscaping within the development footprint. Most suitable for the coastal context of Folkestone would be sedum roofs, which are also the most reliable and low maintenance roof type.

The masterplan has been carefully designed to minimise impacts upon the surrounding habitats of interest, these being stands of chalk grassland on the coastal cliffs, stands of vegetated coastal shingle along the beach and intertidal habitats. Few impacts upon protected species are anticipated based upon the initial site assessment.A wide range of ecological design principles have been included at the strategic level and will feed into targeted habitat and species measures at the detailed level.Considerable local ecological gains are envisaged as a result of the masterplan proposals, including increases in habitat area, habitat quality and new wildlife corridors.

A wildlife corridor will be created along the seashore in the form of the the new Coastal Park extension. Its design will combine shelter from trees with an open vista of shingle and pebbles with stands of native flowers typical of coastal shingle beaches and bare ground.

Removing the railway line could allow a more functional wildlife corridor to be created, containing a number of additional wildlife habitats.

Fig. 6.7.13 Natural vegetated shingle Fig. 6.7.14 Artificial vegetated shingle Fig. 6.7.15 Artificial vegetated shingle Fig. 6.7.16 Artificial vegetated shingle Fig. 6.7.17 Intertidal zones

Tram Road wildlife corridor

Green roofs

Shingle beach

Trees to protect from wind

Improvements to the water lift

Fig. 6.7.12 Enhancements to the environment

Improvement works to the water lift and re-vegetating the work area around the water lift may provide opportunities to restore the former grassland habitats that would once have dominated the cliffs.

SSSI Area

Coastal Park

Fig. 6.7.11 The main wildlife corridors

Seashore wildlife corridor

Coastal park extension

Tram Road wildlife corridor

Seashore wildlife corridor

6.8LeisureZoning of leisure facilities

water sportrelated functions

water sportevents

Harbour Areaindoor & outdoorcultural and leisurefunctions, angling

Water SportsCentre

Leisure Centre

CrescentPlazaleisure events,family activities

outdoorleisure facilitiesrelatedto the Leisure Centre

outdoor“low equipment”leisure functions,fixed elements

Fig. 6.8.1 Leisure areas within the Masterplan

In summary Fig. 6.8.1 shows the zoning of the proposed leisure facilities. These are located to maximise the potential for public use and enjoyment of the waterfront. In general the Harbour is seen as an all-season sheltered focus for retail, entertainment and leisure during the day and evening. The seafront will provide more seasonal watersports and other outdoor sports uses together with more traditional beach activities of sunbathing and swimming. The introduction of shelter will extend the season for visitors.

A number of events (such as sand sculpture competitions, motorboat racing, sailing regattas, musical concerts, tall ships, outdoor exhibitions and ice rink) can be scheduled throughout the year animating the Seafront.

The effect of these measures, together with the marina and the new educational and cultural facilities will be to reanimate the area and to make Folkestone Harbour and Seafront once again a focus of public life for the whole community and for a wide range of new visitors to the town.

Gallery

farmer’s and fisherman’s market

masterplan - folkestone harbour · seen in the above visibility graph analysis models of the street...

Documents