pompey stadium & village - portsmouth...pompey stadium & village p l a n n i n g s t a t e m...

POMPEY STADIUM & VILLAGE P l a n n i n g S t a t e m e n t

Prepared by HGP – Greentree Allchurch & Evans Ltd. Master planners/Architects for Pompey Village in conjunction with

David Hogg., Head of Barr Technical Services Dept.

January 2004

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1.0 Executive Summary

This planning statement has been prepared in support of the application to redevelop Fratton Park and adjoining land.

In all some 6.097 hectares (15 acres) of land have been assembled by the Club on which to undertake this comprehensive project.

This submission represents the culmination of years of endeavour by the Club to establish itself in new facilities. Its achievement will not only represent a reward for the Club’s consistent efforts and tenacity, but also in recognition of the incredible support that the Club has enjoyed throughout seasons of both success and failure.

There have been times when those who hold the Club’s very existence dear to their heart could easily have lost hope. However the changes that have taken place since Milan Mandaric purchased the Club have been little short of miraculous. The new energy, ambition and financial support that he has bought to the organisation has been outstanding.

As this report demonstrates the Club has had to consider in its earlier appraisals site search the possibility of leaving the City’s boundaries. However, the encouragement that has been given by the Council and its Officers to the Club to remain within the City has been a key factor in the achievement of this submission.

This document relates the history and evolution of the Club and how from its humble beginnings it now is within the Country’s elite of the Premiership league.

It examines how over the last twenty or more years under different ownership’s the Club has sought to find and establish a new home.

It has possibly not been previously understood as to the extent of the Club’s role in the community and this is explained in depth in section 3.0 of this statement.

The report then turns to the way in which the present scheme has evolved, the range of options that were considered and how the current solution was produced.

It sets out the planning background against which the application must be assessed by the Authority. The factors that support this proposal are explained including the justification for the residential element of the scheme.

It examines within the planning framework the influence of the proposals on the adjoining development, both existing and evolving. It weighs the impact of these proposals against the benefits and opportunities that the implementation of the scheme could precipitate.

In section 9.0 the scheme proposals are illustrated and explained in detail. The contribution that the scheme will make to the local environment, to the existing residential areas and to the establishment of a new state of the art stadium for the Club are set out in this section.

How the project will be phased and the development will be completed with a three year programme for each element, is set down in a series of bar charts and a diagram.

The Club has initiated and undertaken a wide range of public consultation on the project and it was of prime concern to the Club that the views and concerns of the immediately adjoining residents were understood and addressed. A series of meetings with local residents was established and issues that were raised at the first meeting were answered at follow up meetings. Some of the meetings were not in the public forum but took place with the Chief Executive and Team members visiting individual households and discussing their concerns. An all day public exhibition was held by the Club at which close on 300 people attended. Of the recorded views an unprecedented 93.7% voted in favour of these proposals.

The range of planning obligations are identified in this document but how these are to be met is set out in detail in an accompanying report prepared by Littman & Robeson.

The planning justification sets out how the scheme sits in relation to the planning policies identified earlier and how the scheme can be justified in planning terms as being compliant.

Finally, section 14 sets out the breadth of benefits arising from the development to the Authority, the community and the Club. It identifies the key economic benefits as being that some £90M will be invested in the City and some 440 permanent jobs created, with a further 354 jobs during the construction phase.

The Club recognises the role that it plays in the community of the City and how it is but one important cog in the wheel of the local economy. In creating this new facility it will be best placed to expand that role and make even greater contributions to the economy, to community programmes and to the vibrancy and vitality of the City. Above all, it will bring Portsmouth City Football Club into the twenty first century.

The City is gaining impetus on so many different and parallel fronts, and the creation of these amenities will not only represent a further exciting milestone in the City’s list of achievements, but will add to the growing pride that the community can feel in the reputation of a City that is on a meteoric rise.

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2.0 Portsmouth Football Club – A Brief History

Portsmouth Football Club was formed on 5 April 1898 in the offices of their solicitor Alderman J.E. Pink at 12 High Street, Portsmouth.

A syndicate of five businessmen/sportsmen agreed to purchase land close to Goldsmith Avenue for the formation of the Football Club. Its central location and close proximity to Fratton Station persuaded the original Club directors to acquire the five acres for £4,950.

A pitch was quickly laid and stands were erected to the north and south of the pitch. Frank Brettell who had 22 years previous experience with Liverpool, Bolton and Tottenham Hotspur became the Club’s first manager.

An audacious application to the Southern League for its direct entry into the first division, without the usual probationary period in the lower diversion, was accepted. The new Club’s first match was at Chatham in September 1899.

The Club known as ‘Portsmouth Football and Athletic Co Ltd’ performed well and were runners up to Tottenham in their first season. However by 1911 the first of many subsequent financial crises hit the Club. To save it from extinction £392 had been raised by public subscription.

The Club was restructured under a new company ‘Portsmouth Football Club Ltd’ but only with the offer of bank guarantees from its then directors.

Following the suspension of competitive football in 1915 following the outbreak of hostilities at the start of the 1st World War, football was restarted in the 1919/1920 season and Pompey went on to win the Southern League Championship.

However the Club aspired to become members of the Football League and were duly elected in the 1920/1921 season. They were promoted to the first division in the 1926/1927 season by a 200th part of a goal. A new south stand replacing the earlier stand was constructed in 1925. The 1928/1929 season was remarkable, one in which the Club appeared in the F.A. Cup Final for the first time, this was won by Bolton Wanders.

Pompey began to consolidate their team and were established with regular appearances in the top ten of the League during the early 1930’s. 1933/1934 saw another great cup run with Pompey in the final once more, but again only to end up the losers, this time to Manchester City. The close season saw the construction of the new north stand raising capacity to 58,000.

During the seasons 1937/1938 and 1938/1939 the League performance struggled. However following a good cup run in the later season they once again reached the F.A Cup Final. This time they won the cup and because of the start of the 2nd World War became the longest holders in the competitions history.

As soon as the War was declared all sport was suspended and did not regenerate again until the 1946/1947 season some seven years later. Pompey had on trial a number of promising ex-servicemen. The Club’s Golden Jubilee year was marked in a very special way with the Club winning the First Division title for the very first time. This was superseded by winning it for a second time in 1949/1950 season. Crowds averaged 36,000 with one record gate of 51,385.

These were to be the Club’s golden years but once the Championship team was broken up through age or injury, the Club’s position rapidly deteriorated. In 1958 the Club were relegated to Division 2. In 1961/1962 they returned to Division 3 after 37 years. However, they won the Division that year and were promoted to Division 2. However the Club were to remain there until the 1975/1976 where they were relegated once more to Division 3, worse was to follow with further relegation to Division 4 following the 1977/1978 season.

It was not until the early 1980’s when the Club started to climb back with promotion to Division 3 in 1980, Division 2 in 1983/1984 with the highpoint coming in 1987/1988 with promotion to Division 1 but Pompey lasted only one season amongst the elite. Changes in managership was a fairly regular feature, changes in Club ownership were less frequent but significant with Jim Gregory the former Q.P.R Chairman purchasing the Club from John Deacon in May 1988. A new dawn was promised, but not delivered. In the spring of 1993 the Club promoted plans to relocate to Farlington, a 25,000 capacity stadium to be known as ‘Portsmouth Parkway’. Eighteen months later a Government Inspector noted that the habitats of Brent Geese were more important than a new home for a 97-year-old football club, and dismissed the proposal.

Football fortunes were up and down with the highlight of the decade coming in season 1992/1993 when Portsmouth were third in the new Division 1 of the Football League. The Club were to remain in this division until season 2002/2003 when they won promotion to the Premiership. This was the fulfilment of a promise that had been made by the new Club’s owner Milan Mandaric on purchasing the Club in June 1999. His second promise, made at the opening match of the season, was that he would endeavour to deliver a new home for the Club and with this submission he has fulfilled that further commitment.

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3.0 The Clubs Role in the Community

It is not often appreciated the wide role that the Club play’s within the Portsmouth Community.

This is done through a number of initiatives, some clearly football related, but others helping disadvantaged youngsters in literacy, numeracy and computer training.

The Pompey Study Centre was established over four years ago. It has proved highly successful and is continuing to expand its activities and curriculum.

The Centre lies to the immediate north of Milton Lane and the north stand of the football ground. It is accessed from the southern end of Anson Road. There is a surface car park adjoining the Centre.

Many children seem to shine when they are within the confines of the Study Centre with its proximity to Fratton Park.

The scheme “Playing for Success” is aimed at those aged between 10 and 14 years of age. Whilst it was established as an ‘out of school hours’ scheme. The centre now offers courses during the day, after school, at weekends and during the holidays.

Measurement of its success can be judged by over 3000 students passing through courses in the past academic year.

The Manager and staff of the Study Centre supported by other teachers, student mentors from Portsmouth University and an ICT Technician provide the sessions.

Children attend twice weekly for a two hour session over a period of five weeks. The purpose of the course is to raise self-esteem and provide them with knowledge as how to develop personal motivational skills. In addition to the achievement of core skills in literacy, numeracy and ICT, numerous games and team building activities are undertaken.

Feedback from pupils, parents and schools have all been very positive.

The Centre will have to relocate whilst the new north stand of the stadium is built. Within phase 1 of the development it will be incorporated into the undercroft of the North stand.

The Community Department

This department runs a range of activities particularly aimed at youngsters who have an interest in being affiliated with Portsmouth Football Club.

Whilst three years ago there was only a handful of full time and part time teachers, now it has a major completement of staff. The Football in the Community programme alone employ 10 full time coaches and 40 part time coaches, and by the end of the 2003/2004 season over 165,000 children will have attended these courses.

The Club has raised praise for the roles being undertaken and other Premiership Clubs are using the formulae adopted here as a role model for their own community work.

The department runs the Junior Blues and Pompey Clubs, organises player appearances, stadium tours and visits, all match-day entertainment, and visit many schools, hospitals and charitable organisations. In addition this department responds to all charitable requests.

They run 10 after school clubs and 4 Saturday morning clubs. Schools are invited to use the premises to hold assemblies and talks. Free P.E sessions are provided for children. 4 schools pay for the Club to supervise their children playing football at lunchtimes. Courses are run during the schools holidays and these are sold out weeks before the event.

Each week the department runs 32 skill Training Centres. Children attending these not only have fun but are taught new skills. Those that show real promise are invited to attend one of the 9 advanced Training Centres and still onward to the Centre of Excellence.

Disabled coaching is a high priority with the Clubs activities, both Futchers and Cliffday schools are attended along with an Adult course at Fareham College. Strong links have been formed with Hampshire and Dorset F.A. A joint project is being undertaken between the Club and Southampton and Bournemouth Football Clubs.

3.A

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4.0 The Search for a New Home

4.1 The Early Search

Portsmouth Football Club has been endeavouring to find a new home for the last fifteen years. Back in January 1992 Portsmouth City Council were aware of the Club’s intentions and drew up there own list of potential sites within the City boundaries. The document ‘Football-Fratton Park and the Future’ identified some five sites. These being at:

1. Fratton park redevelopment/including part of Fratton Goods Yard 2. Hilsea gasworks 3. Farlington playing fields 4. Dundas Lane 5. King George V playing fields

Each of these were analysed across a range of criteria covering availability, transport links, ease of car access, ease of pedestrian access, environmental issues, impact on existing uses, public acceptability, commercial value of site, etc.

Whilst these were considered in detail, a series of other sites had been considered earlier and discounted for various reasons of costs, timescale, etc. These rejected sites were at North Harbour allotments (now Tesco store), the tip site at North Harbour, part of Alexandra Park. Tipner, Milton Common, Rugby Camp, Hilsea and West Winner.

It was recognised that the Club had set under its then owners (the Gregory family) a 4/5 year timescale to comply with the requirements of the Taylor Report and the Football Spectators Act of 1989. The aim was to achieve the new stadium by August 1995, and in order to maintain this programme, the following objectives were set:

Way forward and identification of site April/May 1992

Granting of all consents Summer 1992

Commencement of construction programme Spring 1993

Completion Summer 1995

From the Councils report it was concluded that there was not an ideal site for the relocation of the Football Club within the City. It was identified that the redevelopment of Fratton Park could provide only for a limited capacity of 17,700 to 18,500 seats. This fell short of the Clubs aim of having a 25,000 seater stadium. Moving the pitch partially onto Fratton Goods Yard, might raise this capacity to 21,000, however, there would only be marginal improvements for the local residents.

Of the five sites identified, and taking into account all of the planning criteria, it was concluded that only the Farlington playing fields site and the Dundas Lane site met the majority of the criteria.

4.2 The Farlington Site

The Club having considered the various options decided to progress the opportunity to build a new stadium at Farlington playing fields, and duly appointed a preferred contractor (Laings) and a professional team.

The proposals for Portsmouth Parkway were drawn up throughout the summer and Autumn of 1993 and the outline application was determined by the full council of the Authority in January 1994. Part of the site included a proposal for a retail food store of 7000sq.m and an additional 6000sq.m of non-food retail and this was to form the key financial underpinning element for the new stadium. It also made use of the large car park facility (4000 space) created to service the stadium during the week by using this in connection with a new Parkway Station.

The Council supported the proposals but the application was subsequently called in by John Gummer the then Secretary of State for the Environment. Following the subsequent inquiry it was ruled that the application should be rejected on the grounds of difficulty of vehicular access and in that it affected Brent Geese grazing areas.

The Clubs fortunes went through an increasingly difficult period between 1995 to 1999 eventually resulting in it being placed in receivership in 1998. The receivers were convinced that a sale was possible and in June 1999 the Club was purchased by a new owner, Mr Milan Mandaric from the United States.

4.3 Fratton Goods Yard/Fratton Park

In parallel to these events the Authority had produced a development brief for the construction of the brownfield site known as Fratton Goods Yard in July 1998. The then owners, Railtrack and the National Freight Corporation, had tried many development avenues over a twenty year period. Eventually it was decided to put the site to tender and Sellar Properties (Portsmouth) Ltd were appointed as developers in March 1999. Following Milan Mandaric’s purchase he quickly met with Irvine Sellar to see how their objectives could be coupled with those of the Club to achieve an added value solution.

Both parties agreed to work as one on the submission of a joint master plan for the redevelopment of Fratton Goods Yard coupled with Fratton Park.

The scheme’s master plan allowed for a mixed development of B1, B2 and B8 land uses plus a bulky goods store on Fratton Goods Yard site, together with the coupling of the Fratton Park land with a additional area of land (known as the option land) to form a location for a brand new stadium with an eventual seating capacity of 32,500.

This outline submission was duly determined by the Authority in February 2000. The application was referred to the Government office of the South East but it was decided that it would not be referred to the Secretary of State for call-in.

Sellar Properties eventually commenced development of the site in 2002 after lengthy legal negotiations. Currently phases one and two of that development have been completed, uses for phases three and four have been identified and it is anticipated that applications will be made on both these sites in 2004.

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As part of the Sellar development for the Goods Yard site the area which was contaminated with coal dust had to be fully remediated. This included the option land that lies between Fratton Way and the TY stand. That land has now been purchased by the Club. Provision has already been made in installing the infrastructure for the commercial development to provide services capacity for the redevelopment of the stadium.

The Club decided not to proceed with the implementation of this consent because there was no capacity to achieve any underpinning development of any substance.

Whilst the use of the air space above the car park was a possibility that was discussed with the Authority, only a limited amount of residential development was achievable.

With a cost of construction estimated at £42M and with no offsetting income, it was too big a financial risk for the Club to proceed.

Following the assembly of various sites to the north of Fratton Park the Club is now in a position to proceed with its new proposals. It is significant the planning brief for Fratton Goods Yard recognised the possibility of turning the existing pitch through 900 and this forms the key principle behind these submission proposals.

4.4 One Final Site Search

Before reaching a decision as to where the Club might re-locate, one further final assessment was requested by the Chairman, as to whether there were any real alternatives to that of staying at Fratton Park.

In all, some eight sites were identified as capable of accommodating a new stadium and meeting either in whole or part the following criteria:

1.0 Accessibility -From nearest road network - Nearest rail station or other public transport source

2.0 Land Assembly - Identify land ownership and clarify the opportunity for site purchase

3.0 Planning Assessment - Identify with the Planning Authority the support for the concept and potential planning timescales - Identify potential for underpinning development

4.0 Services - Identify capacities on existing services and need, if any, to reinforce local infrastructure

5.0 Cost Analysis - To undertake an assessment of the infrastructure, highways access and development costs.

The following plan Fig 4.A identified the position of these sites. Four of the sites 1, 2, 3 and 6 were within the City’s boundaries and the others are within outlying authorities boundaries. Two of the sites, King George V Playing Fields and Tipner, were within the City’s own earlier study ‘Fratton Park and the Future’.

The findings of this research can be summarised as follows:

Site 1 Land South of Eastern Road(Milton Common)

Advantages The site was within walking distance of Fratton Park and a minor geographical relocation would have been welcomed by most supporters. It is an open site which could be directly access off the Eastern Road. It is an inner city site in line with government guidance. The site is owned by the Portsmouth City Council.

Disadvantages The site has no rail link or future monorail link. The site is surrounded by residential uses. Development would result in a loss of public open space. Site is known to have contamination issues, costly ground ventilation measures and other mitigation work would be essential. Adjoins a nature conservation area.

Underpinning Development Stadium car park on none match days could be used to support tourism and therefore generate some revenue. Some potential for residential development into air space above the car parks would be possible.

Site 2 Firing Range Tipner

Advantages Gateway site, superb access potential off M275. On Portsea Island site and a prestige location. Area to be serviced by proposed future monorail.

Disadvantages Need to find alternative firing range for MOD. They may be reluctant vendors. Need for contribution towards full M275 junction. Site purchase will be related to market values of land uses achieved. Because of conservation areas, contamination issues, etc. A long study period would be involved.

Underpinning Development

Potential for a mix of underpinning development on this waterside site.

Site 3 King George V Playing Fields, Cosham

Advantages Close to motorway (M27) intersection. Adjacent to Cosham railway station. Monorail route and station will come close to site. Ideal location for supporters living off island (52%).

Disadvantages Difficult to replace loss of playing fields. Available site will have to be constructed on existing public open space uses and therefore likely to attract substantial public objection. Site remote from Portsea Island supporters.

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Underpinning Development Very little chance of achieving a larger site to develop either commercially or for residential use.

Site 4 Camp Down, Havant

Advantages

Land partially already owned by the Club (20 acres). Close to junction 4 of the A3(M).

Ideal access for mainland supporters. Site already designated for sports use. Remote

from residential areas.

Disadvantages

No train connection. Club will have to assemble a larger site than they actually need.

Distant location for Portsea Island core supporters.

Underpinning Development

Very little chance of other substantial development, other than sport related i.e.

Fitness Centre, etc.

Site 5 Dunsbury Farm, Havant

Advantages Land owned by Portsmouth City Council/SEEDA. Very good access from junction 2 of the A3(M). No surrounding residential areas in close proximity.

Disadvantages No rail access, remote from core of city supporters. Would likely take some 2/3 years to establish a planning consent.

Underpinning Development Most unlikely in this location. Any opportunity for mixed development would bound to be safe guarded by the landowners.

Site 6 Land South of Port Solent

Advantages Close to junction 12 on the M27, adjoins existing leisure development with many amenities. Lies approximately part way between on island and off island support. Site would be serviced by future monorail station.

Disadvantages One of a number of competing users for this site. No mainline rail link. Bad ground conditions. Major study period required. Scale may be objected to by Port Solent residents. Difficult to find a sufficiently large enough flat area following formation of ‘pyramids’ of refuse, on which to construct the new stadium.

Underpinning Development Most unlikely. Any commercial development would be safe guarded by Portsmouth City Council, as site owners.

Site 7 Dean Farm, Fareham

Advantages 400 acre site in one ownership. Adjoins M27 (at present a half junction) on A32 turn off. Adjoins to west the Fareham/Eastleigh railway line on which a station could be constructed. Excellent visual capture from M27. Prestige site.

Disadvantages May have to form full motorway junction at a cost of 2.5 to 3.0M. Site lies to west of mainland supporters. Planning release would be a protracted exercise.

Underpinning Development There will be the opportunity for adjoining development once the principle of opening up the site is agreed, however, the benefits of this will flow to the land owners rather than the Club.

Site 8 Park Farm, Titchfield

Advantages Site in single ownership of 30-35 acres lies between M27 and rail line to the south Green field location. Edge of town site. Good but lengthy access for mainland supporters and away supporters.

Disadvantages Substantial investment needed in providing access and services infrastructure. Most distant site from core Portsea Island supporters. To unlock the site would require a long planning battle, possibly 3/4 years.

Underpinning Development Whilst the site is large enough and has capacity for other development, this is likely to be resisted by the Planning Authority, unless it can be linked to the future motorway services station proposed to the immediate north of this site.

Whilst this search was being undertaken, the Club was also talking in parallel directly to the owners of the Blueprint site at Dundas Spur (Site 9).

The site had advantages in that it was close to the M27/A27 and that it had the potential of constructing a railway halt adjacent to a new stadium.

However the site was known to have contamination problems and would need considerable re-mediation works.

Eventually the Club decided not to pursue this site because of the high cost of construction and the fact that no underpinning development was possible in this location.

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The Search for a New Home 4.0

4.5 The Conclusion

After considering all of these opportunities and their respective advantages and disadvantages, the Club decided to pursue expansion of its existing facilities at Fratton Park. The main reasons for this are as follows:

- Established use for a stadium should not be controversial. Principle land use already

established. - Complies with government guidelines in maintaining these facilities within the City. - Whilst timescale to obtain planning consent elsewhere will vary between 2-3 years,

on this site it might be achievable within eighteen months.

- Wider land assembly for whole development feasible and would be fully within the

Clubs control and therefore to the Clubs benefit.

-Underpinning development is therefore a possibility. - Within the heart of the established Club support of Portsea Island - Expansion of the Clubs traditional home since its formation in 1899.

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5.0 How the Scheme Evolved

5.1 Early Concept Work

In parallel to the site relocation search a series of sketches were prepared as to how the existing site might be redeveloped. The first of these assumed a total relocation of the stadium but later proposals showed its potential retention. First of all a land assembly framework was drawn up to show how existing land, together with the optioned land and additional land purchases could be added to provide a comprehensive development site. Fig 5.A shows the extent of the land assembly now achieved and this is larger than that on which these earlier development concepts were based.

5.2 Potential Land Assembly

This sought to combine the 5.26 acre (1) Club site known as Fratton Park with the 4.59 acres of the option land (2). This was the land optioned from Sellar Properties that lay between the Clubs site and up to the east of Fratton Way highway. A smaller triangular section of land was previously purchased from Sellar Properties that measured 0.32 acres (3).

The Club also owned land immediately above the North Stand (4) that is serviced from Anson Road. A further site needed for the assembly was the former BT site to the west of Anson Road. This site was owned by Portsmouth City Council and SEEDA, and was earlier earmarked for employment generation. The combination of these two sites added a further 2.73 acres to the total.

It was anticipated that any redevelopment of these collective sites would lead to a sizeable generation of new employment, whatever land uses were finally agreed.

An initial area 12.9 acres was possibly felt to be of sufficient size to develop the stadium and the adjoining development. To be deducted from this total is the 0.32 acres of Milton Lane that will be finally re-routed through the end development.

Thought had been given as to whether an approach should be made to Sellar Properties to purchase site 7 at the Pompey Centre. After some consideration the Club decided that this would be of little benefit. However, subsequently the Jayhard site has been added to the total assembly (5) as well as the Linington’s site (6) and a small portion of the electricity sub-station site (7). The overall land on which the submission is now based is 6.097ha (15 acres).

5.3 Potential Land Uses

With a wider site area defined, the next step was to develop some concept sketches as to how the site might be redeveloped.

After clarifying the potential points of highway access and the constraints, a series of land use options were formulated. These concepts are shown in Fig 5.B.

Option A proposed residential development to the rear i.e. the existing Fratton Park site, with commercial uses facing the Fratton Way frontage.

After extracting areas for road footpaths and open space it was hoped that some 4.7 acres of residential development could be achieved with 5.6 acres of commercial uses. It was not defined at this stage as to what commercial uses should be included as the Planning Authority was yet to be consulted.

A link between Anson Road and Frogmore Road was seen as the potential highway link.

Option B again placed residential at the rear and commercial uses onto Fratton Way but with Anson Road being extended and linked to the roundabout on Fratton Way.

Option C showed a different arrangement of the same uses, with an alternative approach for the provision of car parking.

It was decided that none of these schemes offered the visual penetration of the whole site, which was the only way to achieve the highest values. Particularly if the residential could be related to the Fratton Way frontage.

Option D sought to address this very principle and was based on creating a pedestrian area leading through the commercial precinct and into a residential crescent beyond. This was felt by the Club to be the preferred solution.

5.4 Stadium Capacity

The Club asked around the same time as to what capacities might be achieved with a total redevelopment of the Fratton Park utilising its existing footprint.

A phased assessment was prepared showing how the capacity might be increased to achieve a maximum capacity of 30,000 seats. The big question lay over the redevelopment of the Milton stand with its inevitable impact upon the living environment for those people housed in Alverstone Road. Any construction in that locality would have a big impact on the residents environment. Without shifting the pitch further eastwards, it was impossible to see how this situation might be improved.

5.5 Turning the Pitch

After further consideration it was agreed with the Club that a logical solution might lay in turning pitch through 900.

A series of sketches were prepared showing how this could be achieved over three development phases. Fig 5.C shows how this progression was proposed with the respective capacities identified after the completion of each phase. The end capacity of the completed stadium was to be in excess of 30,000.

The concept of turning the pitch through 900 had been suggested earlier in the Local Authority’s own document ‘Planning Brief for Fratton Goods Yard, Rodney Road and Fratton Park’ July 1998.

A programme was evolved showing how the proposal could be progressed over a series of playing seasons. It also identified that other key sites would have to be assembled to achieve this switch. However, as a solution it was the first proposal to put distance between the back of a new east stand and Specks Lane and the Alverstone Road residents.

It also defined an area of 6 acres (see Fig 5.D) for potential commercial development that would partially underpin the cost of developing the new stadium. The Club decided that this provided the most sensible way forward to achieve their objective and set about appointing a specialist stadium contractor and confirming the appointment of its local planning team.

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6.0 The Planning Background

6.1 Introduction

The planning background needs to be reviewed against national, regional and local policies.

Because this is dealt with in some depth within the Environmental Assessment the key relevant policies are simply summarised in this section.

6.2 Government Policies

Those that are pertinent to the scheme fall under planning policy guidance notes as follows:

PPG1 General Policies and Principles PPG3 Housing PPG6 Town Centres and Retail Development PPG9 Nature Conservation PPG16 Archaeology and Planning PPG17 Planning for Open Space, Sport and Recreation PPG23 Planning & Pollution Control PPG24 Planning and Noise

6.3 Regional Policy – Hampshire Structure Plan

The County Structure Plan was adopted in February 2000 and this covers the period up to 2011. The policies that may have some bearing on these proposals are as follows:

UB1 Redevelopment of derelict or vacant land UB2 Establishment of an appropriate mix of land uses UB3 Appropriateness of scale, layout, density and design. Contribution to

quality of built environment. UB4 Development of Brownfield sites EC1 to EC4 Covers economic regeneration of Portsmouth/Southampton T1 to T23 Transportation policies H1 to H12 Housing policies E1 & E2 Energy and new development

Other policies may apply dependent upon the outcome of subsequent site investigation and site discoveries, etc.

6.4 Portsmouth City Council – Local Plan Policies

The City Local Plan – First Review 2001 – 2011 has gone through the enquiry stage and the Inspectors report is expected to be delivered early in 2004.

However, the main land use proposals and site specific policies that are relevant to the wider site area are as follows:

MT3 St Mary’s Hospital Land at St Mary’s Hospital (west wing) is allocated for a mixture of housing and employment uses.

The land is due to be released in 2005/2006 for development with 65% of the land for housing and 35% for employment uses. It is believed that remediation works will be necessary to deal with contaminated land issues.

MT6 Land North of Goldsmith Avenue

The warehouses to the north of Goldsmith Avenue and the adjacent Train Care Depot are allocated for B1/B2/B8 development.

As a further potential expansion of the partially completed Fratton Goods Yard site, should this area ever be made surplus to requirements by South West Trains and Network Rail.

MT7 Fratton Rail Freight Terminal

Land at Fratton is allocated for a rail freight terminal.

Fratton Goods Yard is one of a number of strategic sites that has been identified for this purpose. The linkage with container movement in the commercial docks will form the prime use of this facility. But car importation/exportation could be another opportunity.

MT10 St Mary’s Hospital

Proposals which consolidate the role of St Mary’s as a community hospital will be supported.

Following the transfer of specialist medical services to an expanded Queen Alexandra Hospital, St Mary’s is set to become a community facility offering an improved local medical service. Expansion proposals needed to support this objective will be supported.

Other relevant policies that may affect the immediate area.

DC21 Parking standards

DC22 Travel plans for major developments

DC23 Employment land

With regard to development control policies the following will have relevance:

DC1 Design Principles

DC2 Landscape/Public Art

DC3 Landmark Buildings and Features

DC5 Amenity and Pollution

DC5b Provision of infrastructure

DC16 Contaminated land

DC19 Transport issues in new development

DC27 Travel plans for major developments

DC38 Open space in new residential developments

DC42a Late night entertainment issues

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6.0 The Planning Background

The City Plan, adopted in 1955, identified the Goods Yard as falling under policy G52. This covered the establishment of a new road between Rodney Road/Goldsmith Avenue, development of B1, B2 and B8 uses, car parking and a lorry park, improved pedestrian and cycle routes, a civic amenity site and supporting infrastructure works.

In addition the development could include leisure uses and land reserved for the redevelopment of Fratton Park football ground. Other off site highway improvements were identified as a contribution towards the formation of a new Velder Avenue/Milton Road junction.

Information governing the development of the site was set out in the planning guidance document “Fratton Goods Yard Planning Brief”.

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7.0 In Support of the Scheme

7.1 Benefits of Remaining within the City

It will be seen from the earlier proposals for the relocation of the Club and the research undertaken into the out of town or edge of town locations, that over the last two decades the Club, under its various ownership’s, has constantly been seeking to provide a suitable stadium that would match its playing ambitions.

Only the Parkway proposal at Farlington (see Fig 7.A) has come close to identifying a suitable edge of town site that appeared to have massive transportation benefits, sat conveniently geographically midway between Portsea Island support and the mainland support, could be underpinned by adjacent commercial development and would provide facilities that would service the wider community.

Given the government rejection of that proposal coupled with further government advice that every endeavour should be made to assist the Club to redevelop a new stadium within the inner City to ensure sustainability, and in spite of both the Authority’s earlier research and that of local consultant’s, that proved that no suitable alternative relocation site could be found that did not have problems, it became inevitable that the Club would choose to stay close to its historic home.

The benefits of the Club redeveloping Fratton Park can be summarised as follows:

1. The Club remains close to its Portsea Island supporter base. 2. There is the opportunity to provide a new state of the art home for the Club, to match

the prowess that it has recently shown on the field. 3. The envisaged project will generate over 440 full time jobs. 4. During the initial construction phase a further 354 jobs are to be generated. 5. The comprehensive development would see the investment of £90M into the local

economy. 6. The development will ensure that the Club achieves its objectives whilst not putting

itself at considerable financial risk. 7. The community work already undertaken by the Club, through its partnership with the

F.A in providing the football in the community programme will be extended. Its education support programme will also be capable of being expanded.

8. New community facilities are to be provided within part of the stadium development. 9. The new stadium will provide the Club with hospitality and conference areas that can

be used all year round. This will add the City’s growing need for conference facilities and promotional space

10. The commencement of this development will mark the completion stage of the wider urban regeneration project identified years ago for this area. Within the local economy it will provide a balance between this area and the regeneration at Gunwharf Quay’s and that proposed for the expansion of the Commercial Road shopping centre. It will help to ensure an economic balance of development throughout the City.

11. The Club will be able to provide a venue to match those of other Premiership Clubs, allow the attraction of greater corporate sponsorship, but above all providing superb facilities that will attract greater family participation at matches, improved facilities for disabled viewing and an arena to match the pride of the Clubs renowned support.

7.2 Philosophy behind the Development

With comparable new Premiership stadium developments costing between £30M to £330M, the Club has taken a pragmatic view that it could only afford to commence the phased Fratton Park redevelopment if it could be commercially underpinned by an adjoining residential/commercial scheme.

The earlier concept work (see Fig 5.D) recognised that an adjoining 6 acre site could provide the opportunity to fulfil this strategy.

The intention is that the Club will realise funds from the sale of that mixed scheme that will be totally committed to the new stadium redevelopment.

Given this approach the Club has already speculated in assembling the wider area of land needed to achieve this ambition.

7.3 Earlier Sketch Concepts

A local planning team, HGP Ltd, was given the task of investigating what form of development could take place on the 6 acre site.

Following preliminary discussions with the Authority it became clear that a retail development of any major size would not be encouraged. An initial concept sketch was prepared in June 2002 that included four high rise residential blocks varying in height between 9 and 14 storey’s. These buildings were arranged on an amenity deck with an undercroft of car parking (see Fig 7.C – Early concept sketch).

The scheme comprised residential 440 unit, ‘work at home’ offices for the residents, an office building, a convenience store and a public house.

Within the amenity deck provision, was to be made for a village open area meeting place and for a barbeque/party area.

This concept proposal was discussed with the planning authority and it was requested that more commercial uses be built up on the Fratton Way frontage, and that a doctors surgery might be included.

Following this meeting the Club held some informal talks with potential residential developers and this resulted in a re-configuration of the residential element (see Fig 7.D - Revised concept). This divided the same amount of accommodation across a greater number of blocks (6 in number) and as a result led to a lowering of some of the front buildings but still kept the rear blocks between 12 and 14 storey’s.

Discussions began with local medical practices as to whether they would like representation on the site. As revised proposals were drawn up, a doctor’s surgery was included in the scheme on the north west side of the site.

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Those earlier sketch concepts began to consolidate views as to how the site might eventually be developed. A further sounding of both the planning authority and interested developers was undertaken and useful and constructive feedback obtained. The principles that evolved at that early stage have formed the foundation of the current detailed design submission (see Fig 7.D – Final Scheme).

7.4 Justification for Residential Development

As has been demonstrated within section 6.0 the ‘planning background’ that it has been accepted within a range of planning policy documents that in the event of the Club re-locating to an alternative site outside of the Fratton area it was recognised by the Authority that Fratton Park site could be redeveloped for residential purposes.

Since the site is surrounded by residential uses to the south and east it is understandable why the planning authority took this view.

The consent for a new stadium in January 2000 positioned a large car park to the rear of the new stadium and the existing residential backing onto Specks Lane. Discussions were held subsequently with the Authority to see whether it would be possible to build residential accommodation within the air space above the car park. (see Fig 7.B). This envisaged a block of some seven storey’s that could provide 192 units of student, or, nurses accommodation and it was a way of creating some underpinning development.

Eventually a completely new stadium proved too costly an item (minimum cost circa £42M) and that particular endeavour was abandoned.

After the redevelopment proving studies were undertaken in November 2002 a decision was made to run with using the 6 acre site as the underpinning element for the stadium (see Fig 5.D). A view was put to the Authority, during informal discussions, that it would not be unreasonable to transfer the earlier ‘accepted’ residential use at the rear of the site to the front of the site. Secondly the site was of sufficient size within which to create an acceptable residential environment. Thirdly all Authorities were being pressurised by the central government to increase residential quotas within the inner city areas.

Given that this was to be a mixed use scheme it was accepted by the Authority’s Officers that an element of the overall development could be provided in the form of a residential development and a revised concept sketch was accordingly drawn up.

7.5 Accessibility – Milton Lane/Station Approach

The directors of the original football club chose back in 1899 the Fratton Park site because of its accessibility. Whilst the City has developed enormously since that early date, the site is still very easy to access for its Portsea Island supporters, some 48% of whom still walk to the ground.

It was identified by the Officers of the Authority at an early stage in these planning negotiations that amongst many other issues there were two key access problems that had to be resolved, namely:

a. The diversion of Milton Lane b. An alternative approach route to and from Fratton Station had to be found that avoided

Goldsmith Avenue.

7.5.1 Diversion of Milton Lane

Following the favourable decision on the new stadium back in January 2000 an application was made for the diversion of Milton Lane, firstly as a temporary route during the construction period and then reverting around the stadium concourse as a final route.

Whilst this original diversion route was partially implemented in that the crossing over Fratton Way has already been constructed, the remainder of the original route is no longer implementable. Changes of boundaries and the alternative siting of the stadium ensured that this would be the case.

As the final mixed development scheme evolved for the 6 acre site, an early sketch solution proposed that Milton Lane could be diverted via an underpass under Block A to the Square outside the future main stand (see Fig 7.E – Option A).

There was resistance to this suggestion from the City Engineers on the following grounds:

1. The City was actively closing down underpasses that were proving to be a constant source of trouble.

2. This particular solution provided the potential for trouble amongst rival supporters under the covered part of the route.

3. It was an easy target on terrorists which might cause major damage to the structures.

Following re-planning, a fully ‘open’ route was agreed between the northern face of Block A and the multi-storey car park proposal further north (see Fig 7.E – Option B). This route is to be at grade level and will be defined by pailing fencing on its south side that will allow users to see round the gentle bends in the route.

The diverted route will maintain the 4m width of the remainder of Milton lane. The part of the diversion over the residential/commercial will be adopted by the Authority.

Beyond this, the route will pass over the northern concourse of the stadium as intended within the earlier proposal. It will be defined by sets within the paved surfaces. The route will then deflect northwards along the access route of the former Linnington site to Specks Lane where it forms an eastward link into Alverstone Road.

It will not be possible to promote this new diversion until after a favourable decision is made on the planning submission.

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7.5.2 The Station Approach

The British Transport Police and Hampshire Constabulary made a joint request at the very early stages of these negotiations that an alternative route be found for supporters arriving or departing by train to and from the station to access the stadium, as an alternative to using Goldsmith Avenue.

Two possible alternative routes were identified. These are shown in Fig 7.F. After preliminary discussions with the Police Authorities and the Council Officers, the following was identified:

1. That a new pedestrian bridge would be required that spanned the widest existing arrangement of the rail tracks.

2. It was suggested that this bridge might be 7m wide. 3. The option ‘A’ (red route) route was discounted on the basis that it

would effect Network Rail’s proposal to create a future Freight Terminal on their land immediately behind the B&Q store.

Further discussions were held that involved South West Trains, the Police and the Authority. It was agreed that the South West Trains access road could be used as a route to access at its head an assembly area within the station compound. See Option B (blue route).

When estimates were obtained for the bridge and its approach the cost of the total works were in excess of £3M and this was something that the Club simply could not afford. An alternative was then suggested that would need to smaller footbridge to span only two tracks that serviced the existing coach washing depot. A sketch was drawn up Fig 7.G showing how an existing area of wasteland owned by Network Rail might be laid out as a small car park, motorcycle and cycle park, with an elevated walkway connecting the proposed new bridge to the existing pedestrian bridge.

This would have the added benefit that outside of match days the community would have use of these parking facilities.

At subsequent meetings it has been agreed with the Police Authorities/Network Rail and the Authority that the following will apply:

Capacity up to Provision of holding area off Goldsmith Avenue with waiting 28,000 seats corrals to match incoming trains (see Fig 7.G).

Above 28,000 seats Full scheme to be implemented including use of South West and up to 35,000 Trains/Network Rail’s access road. Establishment of temporary

holding area in which to corral crowds to match incoming trains. Bridge link across two tracks to land pedestrians adjacent to the access to the existing bridge (see Fig 7.H).

On non-match day’s the latter area is to be used as car park, motorcycle and cycle park.

The Club has agreed to agree a form of tenure over access to this land with Network Rail and to undertake the layout of the combined car, motorcycle and cycle park.

7.6 Tall Buildings in the City

7.6.1 Policy Guidance

The government has decided that a separate policy on tall buildings is unnecessary and it has resolved that since there exists a substantial body of policy and advice in relation to tall buildings further guidance was felt to be unnecessary.

Guidance on the development of tall buildings was provided in a joint document produced by English Heritage and the Commission for Architecture and the Built Environment (CABE) in November 2002.

Additional guidance to demonstrate the importance of securing well-designed, and safe and sustainable development that shows respect for its surroundings and its context is given in PPG1: General Policy and Principles and also in the DETR/CABE publication ‘By Design’.

Portsmouth City Council’s own policy is set out in Policy DC3 of the revised deposit draft Local Plan 2002. ‘Landmark buildings and features’, this states:

Landmark buildings and features will be permitted at suitable locations, provided that:

i. There are demonstrable benefits to the townscape, and their siting and overall design enhances both the existing built environment and the legibility of the wider area.

ii. There are no unacceptable adverse impacts on local amenity, including obscuring existing landmarks, causing excessive TV or radio interference or creating adverse local microclimates.

iii. Extra care has been taken in design, to ensure that buildings or features highly visible from a number of vantage points are distinctive enough to have landmark value without having an adverse effect on the context of the immediate surroundings.

iv. An architectural lighting scheme is implemented to illuminate the building or feature at night (see also policy DC5).

A building will not be considered to be a landmark based purely on its height or mass. A landmark is a good quality element that is distinctive and recognisable. This could equally be an architectural feature, piece of landscaping or public art. The test of ‘distinctiveness’ (criterion iii), will include consideration of the effect on any important vistas and the impact on the legibility of the area as a whole. The most suitable locations for landmarks are likely to be corner plots, transport junctions, specific areas of activity (such as

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the city centre and ferry port) or sites that terminate views or vistas. In such situations, developers will be positively encouraged to consider landmark design solutions. Taller buildings make better use of available land and will particularly appropriate along public transport corridors or at public transport nodes (see policy DC39 – residential density). Within the most important areas of activity, in particular the sub-regional centres, development proposals should be of a scale and height (at least two storeys) appropriate to the prominence of the areas and surroundings.

The major urban regeneration scheme that has comprised the Pompey Centre development coupled with this proposal represents yet another significant achievement in the evolution of the City. It is only fitting that this area should have its own landmark building.

Further more this proposal is compliant with the City’s own Policy DC3 in that:

1. This tall building will enhance and contribute significantly to the local environment.

7.6.2

7.6.3

The Landmark Building

The village proposals include a landmark building of eighteen storey’s height which is to act as a site marker for both the overall development.

The tall building provides the northernmost culmination to a series of rising buildings that step back from Fratton Way. The site cross section Fig 9.I places these buildings in context with the height of the eventual Phase 3 extension to the TY stand.

Whilst the grouping of rising buildings will shield the pedestrian view from Fratton Way, they are so arranged on site to ensure that collectively they provide continuity of the street scene on to Fratton Way. The taller Block A acts as a punctuation to this layout as well as being the dominant feature on both close and distant viewing.

The Context

2. The landmark building contributes to the townscape that is being formulated within the development and will act as a very visible site marker on the approach to the stadium.

3. It significantly aligns with the Velder Avenue approach and therefore marks a major city transport corridor.

4. Positioned on the boundary with the employment land, and with the MSCP, it acts as a buffer but it will have no adverse impact upon local amenity.

5. The new football stadium conforms with the description of a ‘specific area of activity’ and as such meets this aspect of the tall building policy requirement.

6. It is making better use of the available land.

7.7 Visual impact – summary

This topic is dealt with in detail in chapter 9 of the Environmental Assessment Report (Townscape and Visual Impact).

The City has many examples of tall buildings as Fig 7.I shows, a number of these that are as tall, or, taller than Block A. Clusters exist around Mile End, Somerstown and the Seafront Parades. However, there are other isolated tall buildings that have become markers within City’s otherwise flat landscape. Portsmouth University’s Langstone Campus building is an example of this form of development identity (No.1 on drawing).

The stadium when viewed from a distance will provide a significant massing on the horizon, particularly the eventual end height of the west stand. However, the viewers eye will be drawn towards this landmark building. It will therefore play a significant role in marking the site within the immediate vicinity and from more distant view points.

For the purposes of the Planning Statement we have taken the four nearest viewpoints marked 1,2,3 & 7 as shown on drawing 7.I. These compare, utilising the three dimensional CAD imagery, before and after views from the four defined positions.

Together with the intervisibility restrictions associated with the surrounding housing layout, the extensive mitigation measures employed during the design process and the evolution of an attractive architectural design have reduced significant potential adverse visual impacts to a relatively localised area, immediately to the east and south-east of the development. Furthermore significant and beneficial impacts extend over a slightly wider area to the north and west.

7.8 Daylighting/Shadowing

The City’s horizon when viewed from Portsdown Hill shows now an increasingly dramatic skyline with a significant number of tall buildings.

However these are soon to be eclipsed by the 165m Spinnaker Tower and potentially another tall building in Gunwharf Quays. This will act as the icon marker of the Regeneration of Portsmouth Harbour project.

A full evaluation of the impact of the new stadium on the daylight and sunlight received by the properties close to the ground is reported within the Environmental Assessment – see Chapter 17 Floodlighting and Daylighting Issues.

The results of this study having been discussed in depth at a second meeting with the residents of Alverstone Road. The majority view at this meeting was that the Club and Barr Construction had acted very responsibly in explaining the impact of these proposals. Most residents were satisfied that any minor loss of daylight would be offset by the vastly improved environment that was to be created as part of the new development.

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In Support of the Scheme 7.0

With regard to the Village, the earlier concept proposals were abandoned when it was realised how significant the overshadowing impact of the 32m high west stand would have on the eastern part of the Village site.

Once the revised final layout was designed with its greater consolidation of building onto the western Fratton Way frontage this eradicated this problem.

There follows two shadowing diagrams prepared using the BRE criteria showing the length of shadows within the Village in the Spring on the 21 March and Summer on the 21 June dates (See Fig 7.K).

The earlier design decision, following discussion with the Authority to reduce the height of block F by four storeys and increase by the same number of floors the height of block A has undoubtedly helped to overcome any long shadow problems.

7.9 Crowd Movements

From the early match research work undertaken by Gifford and Partners it has been possible to produce a model that shows the anticipated flow routes of supporters for the maximum 35,000 crowd.

The pedestrian flows are shown on the following drawing, Fig 7.L.

It will be seen that the larger flow will come from the south east which when joined by minor flows directly from the south and the south east means that almost 19,000 will approach the new stadium via the extended Anson Road.

The other major flow route will be from the north east with 9,600 coming from the Velder Avenue/Milton Road confluence. Once this group hits the north east quadrant of the concourse it will divide into those seeking the east stand the north stand or the extended west stand.

Whist there will still be some movement from the south east via Carisbrooke Road, Claydon Avenue and Apsley Road. The predicted numbers are less than the present flows.

The residents in Frogmore Road who have suffered for many a year will become clear of all supporters, with all points of access closed from this route on match days other than for emergency vehicle access.

This is analysed in considerable detail in Section 10, Pages 26, 27 and 28 Transport Assessment.

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8.0 Planning Framework

8.1 Local Setting

The aerial photograph illustrates the development that has already taken place on the former Fratton Goods Yard and the surrounding areas (see Fig 1.A).

It will be seen that the site enjoys a direct access from the A27(T) via the Eastern Road and Velder Avenue. A new junction on the Milton Road has one arm that leads into Rodney Road and then via Fratton Way onto the site.

The rail tracks leading to Fratton Station can be seen on the left hand side of the photo. The station is within 800m of the site.

Regular bus services run in Copnor Road, and Goldsmith Avenue. Bus lay-bys are already provided within Fratton Way and eventually bus shelters and regular services will operate through this route.

Part of the City cycle network covers this area and on the west side of Fratton Way a specific cycle route was provided to link with the existing route through Milton Lane to the north.

The immediate adjoining land uses are:

To the north: The side abounds the Fratton Industrial site which is owned by Portsmouth City Council. It consists of mostly tired industrial buildings with some offices. One or two sites have been refurbished but the whole area is in need of a structured redevelopment. To the north of the industrial estate lies St Mary’s Hospital. The complex consists mostly of Victorian buildings that have been re-furbished. It is to be downgraded to a community health centre as soon as the Queen Alexandra PFI has been completed and some key medical departments can be moved to the new premises.

To the east and south of Fratton Park terraces of two storey Victorian residential buildings abound. These are occasionally punctuated by taller 3 and 4 storey buildings that have arisen as a result of redevelopment or the refurbishment of former depository buildings.

To the west lies the new commercial development known as The Pompey Centre.

8.2 Urban Grain

There is a fine grain to most of the surrounding area with plot subdivisions being both small and frequent. The residential areas radiate from the main highway routes in tight grids. Even the commercial uses fronting Copnor Road and part of Goldsmith Avenue run parallel with the residential grids. Most of the terraces have small back gardens and on their frontages low walled forecourts.

Relief to the intensity of these residential grids are to be found in the free form of some of the highway’s (Priory Crescent) and how these wrap around the open space known as Milton Park.

8.3 Massing/Scale

As will be seen from the aerial photograph Fig 1.A the scale and massing of surrounding development is essentially two storeys with pitched roofs. The existing lighting stands surrounding the Fratton Park pitch are the highest structures in the area. The pitch lighting standards are 37m high, but are on lightweight structures. These cause little visual impedance during the day but are significant beacons when lit during the evening fixtures. One or two of the buildings within the hospital are six storeys.

The highest structure within the vicinity is to be found on the shoreline of Langstone Harbour and this is the 13 storey student accommodation block on the Langstone Campus.

8.4 Legibility

The legibility of the area springs once more from the main highway routes. Whilst these are mostly destination driven and therefore fairly logical, the residential grids that spring from these routes have no real hierarchy of spaces, and finding specific locations needs considerable tenacity.

Within the immediacy of Sellar Development there has been mature tree planting undertaken to Fratton Way and the approach to the B&Q site. There has been further planting within car parks and on their boundaries. Some earth mounding and landscaping has been undertaken in front of the Trade Centre site where it adjoins Fratton Way.

There is little mature planting on the approach routes to the site from the north, other than within the St. Mary’s Hospital grounds and within the adjacent cemetery.

Within the residential areas, because of the fineness of the urban grain, there are few green spaces other than in Milton Park. This 12 acre site acts a green lung within this medium density neighbourhood. The park contains some tennis courts, as well as large grassed areas, and well tended gardens containing many mature shrubs and trees.

Along some parts of Milton Road there are plane trees that are quite mature. Whilst others historically existed along these routes, they have been felled, either because their roots were disturbing the alignment of adjacent pavements or because of road widening measures.

8.5 Character

The visitor’s impression of the area must be that it is a medium density residential area with a large proportion of employment space, and through which the second most important access route into the City, flows. There is a high proportion of houses in this area, 83% of dwellings are houses, where as city average is 68.5%.

The majority of the houses, (87%) are privately owned, as against city’s average of 80%. It has the third lowest unemployment rate in the city at 2.1% of the population.

The Milton area has two main residential communities; to the north the Baffins community, and in the southern area, South of St. Mary’s Hospital/Milton Cemetery/Velder Avenue, is considered the main community of Milton.

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Milton Road provides the main retail area, and a further small facility exists in Locksway Road. The area has two libraries, two community centres, a village hall and a number of centres of worship. It has the third highest proportion of open space within the communities on Portsea Island, largely due to Milton Common which provides a local as well as a city wide facility.

The area has long been associated with Portsmouth Football Club since it was formed in 1899. To local supporters its proximity has been a blessing, to other residents it presents problems of parking within the residential streets on match days.

Locksway Road leads to the canal head that opens onto Langstone Harbour and which originally ran across the whole of Portsea Island to Portsmouth Harbour, entering through the now well established Gunwharf Quay’s site.

Milton Common was an inlet that was reclaimed from Langstone Harbour. The infill was generated by using uncontrolled refuse tipping and as a result the area has environmental limitations. Its full potential as a recreational area other than for passive activities will be some years hence when full degradation of the tip will have taken place.

The 46 hectare site is now designated as a SINC grassland, it has two lakes which provide a habitat for a variety of wildlife.

Whilst the wider area can be seen from Fig 8.A there are a number of open spaces that are not linked by greenways or pedestrian/cycleway links and therefore the area lacks cohesion.

8.6 Continuity/Enclosure

Because of the tight residential grids in the areas south and east of Fratton park, there is a monotony of continuous building lines with little relief in setbacks or gaps.

There are areas of conflict between public realm space and private space. To the east of Fratton Park the residential units that back onto Specks Lane have suffered over many years. On match days there are major conflicts between this being used as a route by supporters and as a result local residents access to their rear gardens and garages is interrupted.

The proximity of the present open Milton end stand with its elevated views to the rear of these properties clearly affects the residents privacy.

8.7 Public Realm

At present there are no significant public realm areas around Fratton Park. The historic development of stands around Fratton Park has resulted from maximising the viewing from the terraces with little consideration to the main crowd approach routes, or, in creating any sense of stadium concourse on the outskirts of the property.

In the surrounding areas there has been no historic definition of pedestrian or vehicular movement with the result that on match day’s major conflicts can occur.

Security and safety are key issues in the area on match days but the tightness of the ground in its present surroundings makes the policing of events difficult and the use of wide CCTV coverage impractical.

Access routes are undefined and in any event bear no relationship in width to the size of supporter movements in any given direction.

8.8 Ease of Movement

In conjunction with this study a wider Transportation Study is being undertaken in support of these proposals. This will be addressing the wide range of transportation choice in accessing the stadium and how a modal shift can be achieved. The transport assessment has identified a number of ways in which a 10% shift can be effected.

However, two issues were identified by the Authority at an early stage in the planning negotiations that needed special attention, these were:

• Access from and to Fratton Station prior to and following matches. • The diversion of Milton Lane around any planned redevelopment.

These two issues are dealt with in detail in section 7.0 of this report.

The area is well serviced by alternative transport forms in that:

• It is on a main transport corridor that connects the wider city to the motorway network. • Fratton Station is in close walking distance to the site. • The site is linked to parts of the City’s pedestrian/cycleway network.

Car usage in getting to and from the ground is becoming more difficult even though there has been major highway improvements to Eastern Road, a new junction on Velder Avenue/Milton Road and the new link road between Rodney Road and Goldsmith Avenue. Traffic movement on match days is chaotic, not only because of the density of vehicle movement but further aggravated by the inflexibility of traffic light controlled junctions.

8.9 Adaptability

Because the proposal is based partly upon a brownfield site and partly upon the existing Fratton Park site, there is an opportunity for adaptability in that:

1. Once the principle of turning the pitch through 90o was evaluated it completely changed the possibility of how the adjoining areas might be developed.

2. The key to achieving the most adaptable solution was always dependent on just how much land could be assembled.

The very existence of Fratton Park has always provided a buffer between the residential uses to the south and east and to the northern employment uses. With the redevelopment of Fratton Goods Yard the same principles apply on the east/west axis with, in this instance, the Clubs ground providing the buffer between the established residential and the new commercial space that Sellar Properties have constructed.

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Whilst the City has given every support to the Club and has matched its own desire to maintain this facility within the City, it was recognised that any redevelopment of the ground would have to result in a much improved stadium solution that would define accessibility and provide a proper pedestrian concourse.

8.10 Diversity

There is a fair degree of diversity throughout the whole of the Milton area and this becomes even more highly focused in the immediacy of Fratton Goods Yard area. It is in this area that there is the widest diversity of land uses, with residential, commercial retail, community and employment uses all in evidence.

There is a wide spread of both ownership and the leasing of property throughout the whole of the Milton area.

Constraints and Opportunities

The Fratton Goods Yard area was defined in the City’s Development Brief “Fratton Goods Yard, Rodney Road and Fratton Park” as an area for urban regeneration.

The same brief additionally sought to reserve part of the Goods Yard site for the expansion or redevelopment of Fratton Park for a new football stadium.

In addition there is a reservation within the current Local Plan to retain redundant railway sidings adjacent to Fratton Station for a Rail Freight Terminal (see Fig 8.B).

To the north within St. Mary’s Hospital ownership, a 9 acre area has been designated surplus to the Hospital Trusts requirements and will be released for a mixture of housing and employment uses. However it is likely that part of the released site is likely to be contaminated and will have to be remediated.

However the balance of the site will be consolidated as a community hospital once part of the present activities move to the enlarged Queen Alexandra Hospital in Cosham.

One strategic objective has already been fulfilled in that Fratton Way is now well established as the vital link road between Rodney Road and Goldsmith Avenue. This improvement, together with the re-modelling of the Milton Road/Velder Avenue junction provides the vital link to the motorway. In strategic terms the establishment of the Rail Freight Terminal will have a major impact upon the existing highway system, which is already overloaded at peak times. It is proposing to use an exit route that was simply not designed for the envisaged frequency of container vehicle movement.

Acknowledging that the Fratton Industrial Estate needs urgent redevelopment particularly as it now is on one of the major transport routes into the City. There will be a real opportunity of relocating the present employment, over a period of time, onto the released hospital land and redeveloping the sites on Rodney Road for more appropriate contemporary employment uses.

In terms of the local and immediate context, the proposed highway link between the eastern arm of the mid-roundabout on Fratton Way with the Anson Way to the north presents an opportunity to serve both parts of the new development.

As previously identified the proposal presents the opportunity to provide a new pedestrian links to and from Fratton Station which on match days will take pressure off Goldsmith Avenue and ease the policing of the larger capacity crowds.

Another key link is the pedestrian footpath/cycleway known as Milton Lane. It was always known that this would have to be diverted around the new development. However in modifying this route it will present an opportunity to improve both safety and anticrime surveillance.

The land assembly is shown in Fig 5.A and shows that in all some 15 acres have been pieced together. The area is one of the highest points on Portsea Island. However, the development site covers an otherwise flat plateau, with no significant topographical features.

Because this potential redevelopment has been known of for some time allowances were made when the Pompey Centre was constructed to provide services capacity for the stadium development. There is a services constraint in that there are two 32KV oil filled cables that traverse the development site. However, it is hoped that these can remain, or, only be altered over short diversions.

There are no listed buildings in the vicinity although the South Stand of the ground has a structural beam that trims its upper tier that has historic significance. This Stand remains intact in the re-development although its length will be shortened.

There are no tree preservation orders that effect the development site. However there is an opportunity to complete the ‘avenue’ of semi-mature tree planting along Fratton Way.

A detailed assessment of market demand has been undertaken by London surveyors that has proved the potential viability of the residential elements of the project. Some users of the commercial space have already been identified. The bar/restaurant complex will be the last element to be marketed although initial enquiries made by the surveyors have proved to be very encouraging.

Fratton Park generates major pedestrian movement on match days along a series of axis. These have been researched and projections of future axis are shown in Fig 8.B. The new link road between Fratton Way and Anson Road presents an opportunity to utilise that road in a closed form to deal with the major approach route on match days.

The new stadium facilities will present crowd ‘hold back’ measures, such as re-runs of the key highlights of the game, results, league positions and personality interviews, as well as greater use of hospitality areas that will mean that supporter dispersal will not reach the same peaks as during the incoming flow.

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Planning Framework

8.0

8.11 Constraints and Opportunities

The following diagram Fig 8.B identifies the main constraints and opportunities effecting this site. These can be summarised as follows:

Constraints:

• Essential to provide a diversion of Milton Lane across the northern part of the site to

replace the existing facility.

• Two 32kv oil filled cables traverse the site on a diagonal to the west of the TY stand. A

restrictive way-leave covers this route.

• The proximity of the residential properties in Alverstone Road. • Proximity of the properties in Frogmore Road and Carisbrooke Road. • Limited number of points for vehicular access. • Limited frontage onto Fratton Way. • Presence of major sub-stations north east and south east of stadium. • Noise generation from Fratton Way.

Opportunities:

• Redevelopment will largely complete the brownfield urban regeneration area known as

Fratton Goods Yard/Fratton Park.

• Redevelopment will provide for a softer transition between the present delineation of

residential and employment uses.

• To provide Portsmouth Football Club and its supporters with a ‘state of the art’

stadium.

• To provide a vehicular link, via a private road, between Anson Road and the mid-roundabout on Fratton Way.

• For the commercial/residential development to provide a visual shield between Fratton

Way and the enlarged TY stand.

• To provide a new route for Milton Lane that will be covered by CCTV surveillance and

thus offer increased security and crime prevention.

• To provide a proper public concourse around the stadium. • To provide a new type of commercial/housing/leisure development that offers a ‘life

style approach’. This will be a innovation when compared with other City schemes. • To provide a housing density that will assist the City in achieving its government

targets.

• Create new job opportunities – both full and part time. • Create considerable investment in this south/eastern part of the City.

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9.0 Planning Statement

9.1 Introduction

The planning framework, section 8.0, has identified some of the key issues that have had major influence in the evolution of this design solution.

The bi-monthly Working Party meetings that were set up from the outset of the planning negotiations have ensured that any contentious issues have been aired ‘en route’ and dealt with in a way that has produced a more acceptable solution to the Officers as the scheme unfolded.

The Clubs Development Brief has set down the objectives that have had to be achieved to ensure a viable solution.

Opportunities that have been recognised during the design process have been discussed with both the Club and the Authority with a view to including those that were felt to bring added benefit to the design solution and to the quality of the end environment.

9.2 Master Plan Context

The completion of Phase 1 of the redevelopment of Fratton Goods Yard by Sellar Properties has provided the framework within which this scheme has evolved.

The site lies at 90o to Fratton Way and has a limited frontage onto that highway. The longer axis of the combined site lies in the east/west direction.

The comprehensive site assembled measures 6.0 ha/15 acres and the new boundaries are defined by the Fratton Industrial site to the north and the residential areas to the east and south.

Immediately adjoining land uses to the west, within the former Fratton Goods Yard, cover a large DIY store with a garden centre, two drive thru‘ fast food units, a video hire centre, a sports and fitness centre, a children’s playgroup and crèche, a trade centre and a depository.

The as yet undeveloped sites within the Sellar Properties remaining ownership are likely to contain a trade showroom and warehouse centre on site 7, the Barwood site, other uses on the balance of site 6, adjoining Goldsmith Avenue. Portsmouth Partnership are developing a mixture of warehousing, industrial units and offices in their “move-on village” on the site that lies to the south west of Fratton Way/Rodney Road junction.

Part of the land assembled, that on which Pompey Village has been planned has already been remediated to a standard that was acceptable to the Council’s Environmental Department for the development of apartments, but not houses.

Other localised ‘hot spots’ are yet to be identified on the parts of the land assembled that was formerly in employment use. The process as to how these are to be identified and mitigated has already been agreed in principle with the Environment section of the Authority.

The key approach issues of Milton Lane and the Station Approach have already been highlighted in section 7.0 of this report. Agreements have been reached on solutions to both these routes and these solutions are now reflected in the master plan that follows.

As has been identified within the Planning Framework section 8.0 there is a wide diversity of land uses existing in this area, with many more significant changes planned. Those that have taken place outside of the immediacy of Fratton Goods Yard have been considered, together with their long term impact and the opportunities that may arise from them has been identified.

It was always envisaged that Fratton Goods Yard would act as an urban regenerator that would have a wide influence over the surrounding area and so it has proved.

In section 7.0 it has been identified that the Clubs philosophy has been to find a way of developing the stadium that placed it at minimal financial risk. Once a solution had been evolved that proved acceptable to the planners (see Fig 7.D) this was modelled in early CAD imagery to indicate:

• Overall massing/relationship to stadium • Building heights • To develop main road frontage • Density • Distribution of buildings • Land uses, etc

Following discussions with the planning department and their architectural advisor it was agreed that changes should be made to the overall massing of the scheme.

As the proposals were worked up, Block A was increased by four storeys and Block F was reduced by four storeys.

The Authority was anxious to see commercial and employment use on the Fratton Way frontage to extend the liveliness of this route on both sides of the highway. These uses were to contribute to the needs of the wider community as well as providing additional facilities for residents of Pompey Village.

Whilst the redevelopment of Fratton Park was fundamental to its development strategy, the Club was anxious to see integration between the village and the stadium, and ensure that they did not appear as two independent developments.

The cross use of the multi-storey car park, the bar/restaurant bridge link to the open dining area, the use of part of the new link road as a celebratory square all contribute to the end achievement of this integration.

9.3 The Master Plan

The master plan context (Fig 9.B.1) illustrates the setting for this development and how it will integrate with the Pompey Centre, the Fratton Industrial Estate and the surrounding residential areas.

Whilst the master plan indicates all buildings at roof top level, it shows the various layers of the scheme and its end landscape features.

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To achieve a comprehensive development, the Club has assembled 6.097 hectares 15 acres to produce a balanced and integrated proposal that will compliment its local setting in a number of different ways, in that it will:

• Complete this significant part of the former Goods Yard site as was envisaged in the City’s “Fratton Goods Yard, Rodney Road and Fratton Park” Planning Brief.

• Consolidate a major part of the street scene on the eastern side of Fratton Way. • Provide the Club with a facility for the twenty first century. • Provide a stadium concourse that will act as a hub for the connectivity of local roads,

footpaths and cycleways. • This same concourse will take pressure off the surrounding residential roads and

allow better crowd surveillance and police control on match days. • Provide increased control over the access/egress of supporters that use the rail

network and Fratton Station for travelling. • Provide a well defined and safer diverted route for the continuation of Milton Lane

across the northern part of the site. Good lighting and CCTV coverage will give greater confidence to users of this route.

• On the east side of the new stadium residents of Alverstone Road/Specks Lane will, for the first time, be able to access their rear garden gates and garages on match days without coming into conflict with supporters.

As has been previously identified within the Planning Framework, Section 8.0, there is the possibility of making future pedestrian connections to the north and east, that will benefit not only the occupiers of the Pompey Village but also existing residents.

The master plan is illustrated in Fig 9.B.2.

The proposals respect the fine grain and high density of adjacent areas in terms of plot size and the pattern of routes/spaces within the development. The retention of the existing south stand of Fratton Park minimises any change in the present environment of this sensitive residential area.

In terms of the massing of the development the decision to rotate the pitch through 90º has enabled the new east stand to be constructed further away from the residential area of Alverstone Road thus improving the environment and privacy of the residents. The final phase of the stadium development comprises adding an additional tier to the extended Ty stand. The height of roof structure will be 32m above ground level, and without any development in its foreground when viewed from Fratton Way, would have presented a significant visual impact from that viewpoint.

The ‘clustered’ residential/commercial village has been carefully designed as an overall composition which, progressively steps up from Fratton Way to the stadium, which, combined with the high land mark building to the rear (Block A) has the intention of reducing the apparent scale and partially screening, the tallest part of the proposed stadium development behind.

The majority of the village development has been located on the Fratton Way frontage to create the street scene at the same time as shielding views of the final massing of the extended west stand.

It is intended that Block A, which is eighteen storey’s high will act as a beacon for the whole development, both during the day, and by careful floodlighting, especially at night. The justification for a building of this height is covered in Section 7.0, item 7.6 of this report.

With regard to the Legibility of the master plan proposal for the first time in its history the Club will have a stadium that has a pedestrian concourse on three sides of the stadium. Interaction between this area and the adjoining roads and footpaths make the whole approach routes to the ground more easy to understand and logical.

The combined development of the village and the stadium provides a transition between the sensitive residential areas to the south and east, commercial nature of the Pompey Centre and the functional employment space within the Fratton Industrial Estate.

The Village contains the development landmark building (Block A) and the overall massing of the combined development will easily mark its position.

Fratton Way will become the tree lined avenue originally envisaged when the master plan for the Pompey Centre was evolved.

The commercial elements on the ground floor of the buildings fronting Fratton Way will provide a lively and active frontage to match that found on the west side of Fratton Way.

The adaptability of the scheme is demonstrated by the flexibility in the use of the extended Anson Road. Whilst throughout the week this will service the Village and Stadium hospitality areas both as a service and access route, on match days the lower part of Anson Road will be closed so that it becomes a wide pedestrian concourse.

The master plan allows for considerable diversity both within the stadium and in the Village development. The spaces that can be put to alternative use outside there normal use can be summarised as follows:

Stadium Concourse Level - Marketing and promotional exhibitions Hospitality Areas - Functions, conferences, marketing and

promotional events Stadium undercroft study - Other community uses centre Restaurants/Bars - Reception events Stadium concourse - Marketing & promotional events (i.e.

New car launch, etc) Village Restaurant Deck - Functions small promotions

-Fashion shows Amenity Deck - Range of activities for residents:

• Art exhibitions • Village fashion shows • Community meetings, events

Leisure/Sports - By arrangement competitive events utilising part of facilities

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Further diversity will be in the total structure of the Village development in that it will offer both private ownership and key worker accommodation.

9.4 Landscape Master Plan

a) Deck Level

The masterplan responds to the requirement to be sufficiently bold to be legible from the flats and the raised restaurant deck at the same time as providing all-year round visual interest and a degree of enclosure at pedestrian level. It also functions as an external events and leisure space. Another important factor to be considered is the microclimate, which is characterised by potential wind turbulence and shade or partial shade, especially in the lee of buildings. There are two main external spaces, both of which have a focal point in the form of a circular paved gathering area. The one to the south has a sculpture in the centre and is skirted by a “boardwalk” decked area which will be used as an exercise area. Overlooking it is a changing room and a barbecue area. Continuing the activities theme of this space is a tennis court and changing rooms, a pethanque rink and a second barbecue area. A spotlit row of conifers defines the space along the southern edge of the deck and also acts as a windbreak. An axial walk runs roughly south-west/ north-east and is bordered by a linear bench which takes advantage of it’s south-facing aspect and is sheltered from the wind by a linear hedge. The view is closed by another strategically placed sculpture.

By contrast, the northern space is for passive recreation, with the central space focussing on a water sculpture and partly surrounded by a bench and hedge feature (which also incorporates passive venting for the car park below.) This is a space for quiet contemplation. There is a glimpsed, framed view to the other sculpture in the southern gathering area. As with the southern area, a tree-lined boardwalk wraps around it, running over a reflective pool before terminating in the large block of flats in the northwest corner.

A disabled access route flows from the lift in the northern area, past the petanque rink and the tennis court.

b) Street Level

The semi-mature avenue tree planting commenced on the west side of Fratton Way is to be reflected on the east and creates a positive “streetscene”. Backed by feature railings, hedge and shrub planting. At the entrance to the shop, pharmacy and surgery, broader paved areas flanked by raised beds and groundcover puncture this frontage. A broad “Plaza” area bridges the space between the stadium and the residential area, acting as a gathering space for fans. Level changes remind drivers that this is a pedestrian dominated space. The surround to the stadium is generally “hard” except for a band of shrubs and groundcover bordering Specks Lane. Brick soldier-courses extend the vertical building forms out across the paved areas. The line of Milton Lane to the north and the “green link” to Milton park to the south is defined by contrasting paving.

9.5 Hard Landscape Materials

A limited palette of materials has been selected, to help tie in the architectural form to the surrounding landscape. Apart from the boardwalk areas, Marshalls “Perfecta” natural ground slabs and light terracotta clay paving blocks have been selected to tie in with the reconstituted

Portland stone and light terracotta tiles of the buildings. In the broader areas around the stadium, the same blocks will be used to define major pedestrian concourse areas and break up the areas of asphalt, where street furniture and soft landscape is not feasible due to football crowd pressure.

9.6 Soft Landscape Materials

Plants have been selected to endure the very specific microclimatic and user-determined site requirements. These are; wind; wind-borne salt spray; dry shade or partial shade; and pedestrian wear-and-tear associated with the large numbers of football fans. Once again, limited palettes of plants have been selected. Avenue trees on Fratton Way reflect those opposite, namely, semi-mature London plane and Fastigiate Oak; elsewhere a fastigiate form of Norway Maple and Cupressus are used to define spaces and provide sculptural space closure and shelter. Shrubs and groundcover are shown on the drawings and here again robustness and survivability are balanced with aesthetic requirements.

9.7 The Pompey Village

The Clubs brief for the site was that the solution should be based upon a ‘life style’ scheme, one that endeavoured to meet most of the residents needs in one location.

The village will have its own identity and character and yet provide the visual transition between the relatively low scale buildings of Fratton Way west and an eventual 32m high west stand of the new stadium.

The Pompey Village site is defined by Fratton Way to the west, the new link road (i.e. extended Anson Road) to the south and east. A multi-storey car park will form the buffer between the development and existing employment uses to the north. Traversing the northern sector of the site will be the diverted Milton Lane combined cycleway and footpath. The continuation westwards of the Milton Lane diversion will form the interface with the remaining Sellar Properties development on Site 3.

The village scheme will have a grade level car park with a first floor amenity deck over. This provides pedestrian links to the various residential blocks as well as access to amenity and activity spaces.

The majority of the development has been moved onto the Fratton Way frontage. At ground level a doctors surgery is located to the north west of the site. This has been designed for a nine doctor practice that is moving from Fratton Road to this site.

Immediately to the south of this is a pharmacy and below this the ‘work at home’ offices. A total of 318 sqm (3,423sqft) is provided for those residents of the village who live by the work at home ethic. It will provide a reception, conference facility, toilets and a small kitchen plus a number of hireable office suites that can be booked on a short term basis.

On the south west corner of the site at the base of Block F, a food convenience store is to be provided. Under the base of the adjoining Block G to the east a total of fifteen spaces are provided as short term parking for the convenience store.

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Under a number of the buildings not providing commercial uses at ground floor, provision is made for ground floor entry, lockable storage space, cycle storage and in some cases, garages.

The exception being Block E2 which houses a sports/fitness centre for the village that contains a swimming pool, jacuzzi, turkish bath, sauna, work out gymnasium, squash court as well as wet/dry changing rooms and toilets.

To the north of the site provision is made for the gentle diversion of Milton Lane which is at grade level. Diving below this pedestrian route a ramped vehicular route provides access to the lower level of the multi-storey car park. A total of 150 spaces are provided at this level.

As Milton Lane winds around this facility and between Block A, sunken landscaped areas allow natural ventilation to the lower level of the car park.

A separate access off Anson Road gives independent access to the upper levels of the car park, which contains 2 floors providing 225 spaces for exclusive use by the Football Club. To the front of the car park, secure and covered storage is provided for 200 cycles.

At the mid-point of the Anson Road extension, adjacent to the main entry points to the expanded west stadium provision is made for a celebratory piazza and above this a balcony for Club officials, etc (see Fig 9.R).

From this square is to be found the entry core to the bar/restaurant complex housed in the undercroft of the new west stand. This facility will be open all year round and will compliment the hospitality facilities that are to be provided elsewhere within the new stadium.

This public realm space will lead onto the concourse that is to be found to the north and east of the stadium. Whilst this will be a hard paved area in tarmac it will have radiating bands of tiling that will visually break down this large expanse.

The continuing route of Milton Lane across this area will be defined by a range of edge tiles that will not only give definition to this route but also to parking areas for the TV vans during match coverage. In the stadium description the landscaped treatment to the area adjoining Specks Lane is defined.

Three vehicular points of ingress/egress are to be provided to the village car parking areas. Two of these are from the extended Anson Road and a third is the long time planned access off Fratton Way.

Each of these will have a controlled security entry point linked back to the village security control office adjacent to the south/east entry point. Whilst resident vehicular movement will be controlled by intelligent card automated access, visitors entry/exit will be controlled by the security office through a voice link to the entry points.

Similarly because this is a ‘gated’ development visitor pedestrian access will be similarly controlled. A 24 hour coverage of this security will be provided ensuring first class security for all the residents.

The distribution of the buildings and their rising heights as one progresses deeper into the site, will provide a visual excitement for both residents and visitors alike.

By moving the majority of the built form onto Fratton Way it has minimised the impact of overshadowing that otherwise could have occurred to the amenity deck and open ground floor areas.

The landscape treatment to the Fratton Way route will provide hard paving finishes to all the commercial areas, but at the same time providing a continuation of the tree lined avenue. Railings and smaller landscape features will provide both security and definition to the pedestrian entry points into the village.

Having arrived at the first floor, or amenity deck, either via the peripheral stairs and disabled access ramp, or, via the lifts within the residential blocks, the visitor will arrive in the main square facing the wooden deck that leads down between Blocks B and C to the tall Block A. The amenity deck landscaping will be covered with a variety of surface finishes; wooden decks, tiled paving, grassed area’s and water features that look good at both pedestrian level and when viewed from the apartments above.

Whilst generally the amenity deck level will be at plus 3.500 O.D some of the wooden deck areas will be raised to achieve ventilation to the car park below. Adding to this facility are raking vents provided at points alongside the access stairs between, Blocks B and D, and, D and E1.

The amenity deck will be linked by a small pedestrian bridge from the MSCP access core that rises from the lower residential car park level.

As well as being a pedestrian movement level, the amenity deck between Blocks C, E2, F and G contain a party area with barbeque, a tennis court, an external ‘work out’ area with changing rooms (see Fig 9.B.4).

On the eastern side of the deck is to be found another raised dining deck that is linked by a pedestrian bridge back to the restaurant complex. This provides for ‘el fresco’ dining when weather conditions permit. Access to this area can also be made from the ground level by a staircase that adjoins the extended Anson Road. A tensile canopy provides shade to part of this open deck.

Access for fire fighting to Blocks C and E2 is achieved by cutting back the deck in this area and have a raised section of deck where the passage leads between those two blocks onto the ‘work out’ area.

Adding to the life style approach on the taller buildings A, B, C and F each have provision for penthouse terraces as well as separate party terraces that contain seating, dining and barbeque facilities that can be hired by any of the residents. In the case of Block F two oval party rooms are provided that can be linked for larger community meetings, etc. These to have open terraces for celebratory events.

The following sections show the general massing and heights of the buildings and their relationship to the surrounding elements. The internal cross section (Fig 9.I) looking north identifies the elevations of the two Blocks B and C on either side of the vista that is visually

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stopped by the eighteen storey Block A. The section passes through the amenity deck to the east of Block C. The raised dining deck can be seen behind. The whole being related to the final scale of the extended west stand in the distance.

This relationship is even more evident on the internal cross section looking south (see Fig 9.K). The stepped nature of Blocks B and C addresses the amenity deck leading down to the Fratton Way frontage.

The longitudinal section (Fig 9.H) runs on a north south axis through the amenity deck. It shows the side elevation of Block A and its relationship to the multi-storey car park to the north. It can be clearly seen that the blocks in front progressively step down from eight storeys (Block C) to six storeys on Block D on the Fratton Way frontage.

The elevation onto Fratton Way (Fig 9.G) indicates the consistency of scale in the buildings that form this street scene with emphasis being provided by Block A in the background and Block F to the south. The commercial uses can clearly be seen from this elevation that will add to the vibrancy and vitality of this frontage.

The elevation viewed from Fratton Way (South) (Fig.9.F) is dominated by the ten storeys of Block F. The curved form of this building reflects the geometry of the highway immediately adjacent. The base of this building will be occupied by a national convenience food retailer. In the adjoining Block G to its east a proportion of the ground floor is given over to parking in support of the retail unit.

The CAD massing views (Figs 9.L & 9.M) illustrates the key objectives behind the scheme, namely:

1. To concentrate the majority of the built form onto the Fratton Way frontage. 2. To enliven the street seen by having predominately commercial uses on this frontage. 3. To achieve a similar height of building onto the main frontage punctuated by the taller

Block F. 4. To raise the height of buildings as one progresses into the development towards the

landmark building, Block A. 5. For the landmark building to be seen as the dominant structure both in the foreground

and from distant approach viewing. 6. That the development will visually ‘break up’ the direct viewing of the extended 32m

high west stand.

9.8 The Stadium

Portsmouth City Football Club had determined that in order to satisfy the stadium criteria for the Premiership, spectator current and future expectations of stadium facilities and to safeguard the Club’s financial viability, they require a modern stadium of 35,000 capacity with associated football, administration, hospitality and income generating facilities.

Following an extensive and unsuccessful process of considering alternative sites for the relocation of the Football Club to a new purpose built stadium, they decided to remain at Fratton Park, their home since 1899.

This decision to redevelop the existing stadium presents many challenges to create a coherent, unified scheme by a series of distinct construction phases while at all times optimising the available spectator capacities and accesses to ensure that the Football Club can continue to operate during this period.

The proximity of the existing adjacent residential properties (see Fig 9.N) also presents particular challenges and has been considered at all stages of the design process influencing the design in many ways, indeed, resulting in the following adjustments to the proposals subsequent to public consultation meetings:

• Existing South Stand to be retained. • East Stand capacity kept to a minimum with the majority of the increased stadium

capacity being provided in an upper tier to the West Stand, all other stands being single tier.

• Provision of Hospitality Boxes deleted from the East Stand to allow height to be reduced and distance from houses to rear wall of stand to be maximised (Hospitality Boxes to be provided in the North and West Stands).

• Floodlighting to be mounted on the pitchside edge of the East and West Stand roofs allowing the existing high masts to be removed.

• External access and circulation routes for matchday and non-matchday situations to minimise impact on residents.

• Location of non-matchday facilities to minimise potential nuisance e.g. location of shop and main ticket office plus main hospitality entrance at the north west corner.

• Location of windows and external concourse to avoid overview of adjacent residential properties.

• Relocation of functions currently accessed from Frogmore Road.

The proposals will provide the highest standard of facilities and accommodation expected of a modern stadium which will be available for use by the Football Club, hospitality guests and the local community.

The design will comply with the current Safety at Sports Grounds legislation, the Building Regulations, Disability Discrimination Act and will satisfy the Premiership requirements while the pitch (108m x 68m) will comply with FIFA/UEFA standards. The proposals have been discussed with the Safety Group of Portsmouth City Council, including Building Control and the Football Licensing Authority, and accepted in principle. This consultation process will continue through the detailed design development, construction and certification stages.

The redevelopment involves the demolition of the existing North and East Stands, construction of new stands complete with new roof mounted floodlighting and rotation of the pitch to a north-south orientation. This will be phased to increase the stadium capacity from the existing 20,190 to approx. 28,000 after phases 1&2 and ultimately to 35,000 in a total of three or four phases. The existing West (Ty) Stand and South Stand (part) will be retained.

The re-orientation of the ground requires the acquisition of existing industrial sites and a portion of the electrical sub-station to the north of Milton Lane. This facilitates the construction of a new North Stand and two corner stands all of which can be accommodated on the acquired sites thus allowing construction to proceed during the playing season without

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impacting on the existing stadium operation or capacity. Milton Lane will also be diverted to the north of the new stands.

At the end of the playing season the existing north stand will be demolished and the new pitch constructed relative to the new North and Corner Stands ready for the new season. In addition, an extension to the West (Ty) Stand will be constructed during this period to complete a single wrap around tier to the West and North of the ground. In addition to the general spectator facilities, the North Stand will accommodate two levels of hospitality boxes with hospitality lounges below, all of which will be available for conference facilities on nonmatchdays. The North West Corner Stand will accommodate first aid, police detention and groundsman’s facilities adjacent to a tunnel to pitchside for vehicular and emergency access. A Club Shop and Ticket Office will be located at the north west corner. The North Stand will also accommodate the Club’s Community Department and provide a Study Support Centre.

After completion of Phase 1 the construction of the new east stand will continue during the playing season to provide Directors and Hospitality accommodation and players changing accommodation as well as general spectator concourses. The completion of Phase 2 will achieve an overall stadium capacity of approximately 28,000 while allowing the stadium to continue to operate at all stages of the construction process.

The overall masterplan to achieve a 35,000 capacity will involve alterations to the existing South Stand to allow the construction of two corner stands while an extension to the existing West (Ty) Stand will provide a new upper tier for general spectators. A row of hospitality boxes and lounges will be provided at the junction with the back of the existing West seating tier.

Generally all spectator access to and circulation around the stadium will be at ground level to minimise nuisance and any potential overlooking of adjacent properties. All spectator facilities will be designed in compliance with the Safety at Sports Grounds legislation.

While the structural section of each stand will be different (see Fig 9.Q) the overall development will be unified by the creation of a main wrap around seating deck and, after construction of the west upper tier, a continuous pitchside edge to the roofs of the new stands. The floodlighting will be directional and mounted on the pitchside edge of the West and East Stand roofs thus minimising any potential light spillage.

The overall height of the various stands will be controlled to minimise the scale and height of the structures and mitigate the potential impact on daylight and sunlight in the context of the existing adjacent residential properties.

The different stand profiles create a massing which increases the capacity of the stadium while controlling the height adjacent to the existing residential properties, progressing up through the North Stand to the West Stand (see Figs 9.O and 9.P).

The external expression of the structural steelwork creates an interesting visual statement while reducing the overall scale of the building envelope. The combination of textures and shadows produced by the articulation, steelwork, profiled and flat cladding plus contrasting brickwork and accented colour to window/screen elements produce a composition and form which will provide the appropriate visual interest and quality for such a landmark development (see Fig 9.S – Stadium Visuals).

9.9 Construction Details

Key to the design for Pompey Village has been the need to develop a buildable and economical construction solution for the proposal.

From the early stages of Pompey Village the Design Team together with Barr Construction have been involved in ensuring an efficient solution that will result in the project being delivered on schedule and within budget.

The design for each of the residential blocks is based on a structural steel frame with precast concrete planks forming the structural flooring units (see Fig 9.T – Construction Details).

The external wall of each block is to be made of pre-formed panels that will be craned into position and fixed into purpose made recesses within the structural flooring. The wall panels are to be manufactured off site by a precast concrete specialist and the panel will be cast complete with the external finishes in place – terracotta tiling, reconstituted stone and aluminium faced insulated panels have been selected as the major external finishes. Insulation will also be pre fixed to the internal face of the panel. Even the factory installation of windows at this stage is being considered.

This innovative solution has been arrived at for the following reasons:

• Reduced frame construction time- by removing the need for time-consuming formwork construction and extensive in-situ concrete works.

• The solution takes advantage of the extensive in-house knowledge of structural steel and precast technology design and manufacturing capability available within the Barr Group.

• The use of preformed wall panels has a number of advantages over traditional construction methods.

• Factory manufacture of the wall panels allows for a higher quality of finishes than would be achievable on site.

• The modular nature of the design allows for cost savings in repeat use of moulds and standardising components.

• By pre-finishing the panels before craning into place the need for extensive scaffolding is removed, thus eliminating a significant safety risk as well as an expensive cost to the contractor.

• The installation of the wall panels in this manner results in the external skin of the building being weather tight much earlier than by traditional methods, resulting in a sealed environment that allows all internal trades to progress in a safe, dry shell.

• This proposed system is a progression of the system that has been used successfully by Barr on a current project in Leeds, Whitehall Quay.

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9.10 Construction Materials

The palette of construction materials is shown in Fig 9.U. There follows a cross referenced description of these materials:

1. External wall cladding: Precast conrete cladding panels with Terracotta tile units cast into face, with reconstructed stone finished banding. Colour: Natural pale terracotta tiles, Portland stone finished banding.

2. External wall cladding: Colour coated aluminium faced cladding panels.

Colour: White BS00E55.

3. External Wall cladding: Precast concrete cladding panels with reconstructed stone finish. Colour: Portland stone finish.

4. 4. External roof finish: Mill finished aluminium standing seam roof finish, with colour coated aluminium fascias. Colour: Natural aluminium to roof, Sapphire Blue BS 20D45 to fascias.

5. 5. Feature Glazed facades and windows: Colour coated, high performance double glazed system with tinted glass. Colour: Sapphire blue frames and panels with blue tinted glass.

6. Balustrading: Stainless steel framing with tinted glass infill panels.

Colour: Natural steel with blue tinted glass.

9.11 Public Art

The character of any public area can be greatly enhanced by the placing of public art in strategic locations.

The local environment can be greatly enhanced by the addition of limited by highly focused position, reserved for quality sculpture, art or water features.

When considering the master plan positions were identified for the placing of public art in the following positions:

Stadium Concourse: - Wall plaques that portray Pompey legends of the past with reservations for those of the future.

- On the entry into the north stand a statue to Milan

Mandaric. Pompey Village: - Two positions are proposed on the amenity deck for

sculptures on key pedestrian axis. -On the paved area immediately in front of the food

retail unit it is intended to place a sculpture that marks

the whole development.

These sculptures should reflect movement and the joy of living, etc and contribute to the relaxing environment on the amenity deck.

The plan as shown in Fig 9.V identifies the intended locations for public art. At a later stage in the development of the project means as to how this artwork is to be lit at night will be considered.

Part of the overall development budget will be set aside for the provision of this public art.

9.12 Schedule of Accommodation

The attached schedule (Fig 9.W) analysis’s the content of each residential block defining the mixture of 1, 2 and 3 bedroom accommodation floor by floor.

It identifies the size of each unit of accommodation, and defines the total site provision.

Separate tables list the commercial and leisure space being provided and the breakdown of car parking uses allowed for within the multi-storey car park.

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9.W Schedule of Accommodation

Residential Accommodation Ht above deck Floor level Bedroom mix Total/Floor Totals/Block Units

1 bed 2 bed 3 bed

Block A 17 16th

17th

Typical floor x15 2 1

7 6 2

-1 (P) 2 (P)

9 8 4

15 x 9 = 135 8 x 1 = 8 4x 1 = 4

= 147

Block B 8 Typical floor x6 7th floor 8th floor

2 8 1 0

0 3 (2P) 2 (P)

10 4 2

10 x 6 = 60 4 x 1 = 4 2 x 1 = 2

= 66

Block C (as Block B)

8 Typical floor x6 7th floor 8th floor

2 8 1 0

0 3 2(P) 2 (P)

10 4 2

10 x 6 = 60 4 x 1 = 4 2 x 1 = 2

= 66

Block D 5 Typical floor x4 5th floor

6 4(P)

- 6 4

4 x 6 = 24 1 x 4 = 4

= 28

Block E1 5 5th

Typical floor x4 5th floor

1 (S) 1 4 1 2(1P)

6 3

4 x 6 = 24 1 x 3 = 3

= 27

Block E2 6 Typical floor x4 5th Floor 6th Floor

2 8 1

0 3 (2P) 2 (P)

10 4 2

4 x 10 = 40 4 x 1 = 4 2 x 1 = 2

= 46

Block F 8 Typical floor x8 4 7 - 11 8 x 11 = 88 = 88

Block G 1-5 Typical floor x5 14(s) 14 x 5 = 70 = 70

Totals Percentages

74 (14%)

99 (18%)

345 (4P)(64%)

20 (16P)(4%)

= 538 =(100%)

(P) – Penthouse (S) – Startup/Studio unit

Commercial Space (Ground Floor) Car Parking Analysis

Use Gross Internal Area sq.ft

sq.m

Block B Doctors Surgery 9,300 864 Block D Pharmacy 1,087 101

Work at home/Office 3,423 318 Block E2 Sports Hall 6,415 596 Block F Food retail 7,050 655

Motorcycles 15 spaces allocated within village Cycles 478 spaces see

drawing 088 Total for 468 residential

units (excluding Block G)

Total land area assembled = 6.097 Ha 15 acres Land dedicated to Residential/Commercial Village = 2.822 Ha 7 acres

Garages below residential blocks

50 No.

Including approx 5% disabled

Surface (minus doctors surgery & retail)

279 No.

M.S.C.P. (lower level) Resident side

150 No. 479

Retail spaces – Block G 15 No.

Doctors surgery dedicated spaces

17No.

M.S.C.P (Portsmouth Football Club spaces)

222 No.

TOTAL 733

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10.0 Project Phasing and Programme

10.1 Development Phasing

Whilst the phasing of the stadium and its immediate surrounding areas are fixed, within the village the sequence of development is more fluid and the final determination on this will be made by the commercial/residential developer who purchases this part of the site. However, Phase 1 of the village development is a pre-commitment, later phases may be modified.

A) The Stadium Phasing follows a similar sequence to that proposed in the earlier concept sketches and is shown on Fig 10.A.

Phase 1/1a The existing TY stand will be extended northwards to the same profile as the 2004/2005 existing north stand.

The new north stand will be constructed behind the existing north stand. On completion the old north stand will be demolished.

Finally the north east and north west quadrants will be constructed.

The pitch will be turned three months before the commencement of the new football season. Included is the formation of the extension of Anson Road to the mid-roundabout on Fratton Way.

Phase 2 The existing Milton stand will be demolished and the new east stand 2005/2006 constructed.

Phase 3 The roof of the west stand will be removed and the construction of a new upper 2007 tier will take place.

The south east and south west quadrants will be added to the existing south stand.

B) The village phasing is anticipated to consist of the following:

Phase 1 The construction of blocks F and E1 totalling 103 units, the formation of the 2004/2005 inner site road and car parking.

The diversion of Milton Lane and the construction of the multi-storey car park. Formation of part of the amenity deck.

Construction of Block G.

Phase 2 The construction of blocks D and B. 2005/2006

The formation of car parking to match and the construction of part of the amenity deck. Formation of the doctors car park and the surgery.

Phase 3 Formation of blocks E2 and C together with the balance of the amenity deck and associated car parking to match this phase.

Phase 4 Construction of block A, formation of associated car parking.

10.2 Programme

Attached are two programmes, one illustrating the construction sequence (10.B) for the football stadium and another for the commercial/residential development (10.C).

The intention is that during the construction period there will be a common construction village for the main contractor and specialist sub contractors in the position indicated with a red dotted outline shown on the phasing diagram.

Access to the village will be via Anson Road but some of the long loaders vehicles for steel work will need to drive straight through to Fratton Way after discharging their load.

At this stage it is assumed that Barr Construction will be undertaking the construction of both the stadium as well as the shell structure of the village and that the construction village will service both developments.

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Public Meetings 11.0

11.1 Residents Meetings

Three public meetings have been held to date with groups of residents from Alverstone Road and Carisbrooke Road/Frogmore Road.

The proposals were presented for the stadium development and together with its likely impact upon the immediate residential environment. Both presentations were made at the Football Club on the following dates.

6 October 2003 – Alverstone Road residents

16 October 2003 – Frogmore Road/Carisbrooke Road residents

For the majority of these discussions the proposals were well received and the larger proportion of the residents seemed re-assured that the scheme would lead to an improved environment around the periphery of the new stadium. They were also encouraged to hear that when completed the majority of supporters would enter via the new private road to the south/west of the TY stadium. Relief was shown that away supporters would also be dropped off in that location and would in future be accommodated in the south stand.

However at the meeting on the 6 October 2003 a number of comments were made by a small but vociferous group. Their concerns were recorded as follows:

• Concern about the prospect of overshadowing from the new east stand. • Concern over loss of evening sun. • Concern about unnecessary mid-week use of the concourse area to access the

planned ticket office and Club shop. Both to be located in the base of the east stand.

As a result of these representations it was decided to amend the proposals to relocate the Club shop and ticket office to the north west corner of the stadium development.

A further meeting was held on the 26 November 2003 with the residents from Alverstone Road. Diagrams had been prepared by Barr Technical Services specialists showing shadowing from the new east stand proposals. As previous steps had been taken to omit hospitality units from this stand and to lower the back edge of the stand roof, it was possible to demonstrate that the new proposal would not cause any significant overshadowing of their properties.

It would cause a half hour diminishment in the evening light reaching their gardens. When this was explained the majority of those present stated that they welcomed the measures that had been taken and recognised that the new stadium proposal would bring an overall improvement to their living environment.

11.2 Public Open Day

A public ‘Open Day’ was advertised in the local press and was held at the Milan Mandaric suite at Fratton Park on the 11 December 2003. The exhibition was open from 9.30am till 6.30pm.

It attracted over 300 visitors with many recording their views/concerns about the project.

Of the 195 recorded attendances, comments were made by 83 people. Against the scheme were 5No. whilst in favour of the proposals 78 people recorded their support, this representing of the views recorded 93.7% in support of the proposals.

The fully recorded views of the attendee’s are included in Appendix 4 of this statement.

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12.0 Planning Obligations

12.1 Background

A separate report has been produced by John Littman of Littman & Robeson on how the Club will be meeting its Planning Obligation Contribution on this development. This section merely sets out the background to the negotiations that have been held with the Authority’s Officers and summarises the range of the obligations that need to be addressed.

12.2 Negotiations on Obligations

The discussions on this topic have formed the most difficult part of all of the negotiations on the scheme. Throughout the evolution of the project, the subject has been raised during most of the discussion forums, whether with Officers, or, during informal presentation to Members.

It has come as a surprise to the Club as to the extent that the Authority has been prepared to seek contributions on this development, bearing in mind that the City has spent many years seeking to retain the Club within the City boundaries and given the broader contributions that the presence of the Club makes both to the community and to the local economy.

However, following a range of previous discussions it was agreed at a meeting held on the 8 January 2004 with the Officers that the Clubs two areas of contribution should be limited to ‘social housing’ and ‘open space’.

Within the development the Club is already making significant contributions to Transportation, the community, crime prevention, environmental improvements and to landscaping and public art. These contributions are referred to in the Littman & Robeson document.

12.3 Areas of Planning Obligations

The following potential areas of contribution have had to be considered to accord with the framework set down in the City’s Local Plan 2001-2011, Supplementary Planning Guidance ‘Planning Obligations’ item 2 of the introduction of that document states;

“The purpose of this Supplementary Planning Guidance (SPG) is to demonstrate how the City Council’s strategy for urban regeneration, as set out in the City Local Plan Review, is to be supported through securing more general community benefits in addition to those accruing directly from development itself. In that respect, the City Council’s priority as local planning authority is to encourage the regenerative qualities of development and good design. In doing so, however, it must appreciate and take account of the often fragile economics of regenerating previously-developed (‘brownfield’) sites. This is especially significant where major infrastructure improvements and/or works to remediate contamination are involved. An effective ‘planning gain’ system, therefore, must be pragmatic – positive, yet flexible enough in its application that it does not deter potential investors/developers”.

As a former brownfield site it has been argued that this should form part of the consideration and as set out in the guidance document. A ‘pragmatic view’ should be taken by the Authority that is not inflexible to the point that it ‘deters investment’. Whilst it is accepted that Sellar Properties have been responsible for the earlier site remediation, there are still issues associated with the brownfield nature of the site with which the Club has had to contend, that are exceptional development works, namely:

1. Ground consolidation

2. Diversion of 32KV oil filled cables

3. Diversion of Milton Lane

These have been dismissed in discussion as “normal costs” but these items are not normal to most developments and as such, the team believe, should form part of the ‘pragmatic’ consideration with due allowance being made.

12.4 List of Obligations

The range of contributions that the document identifies can be summarised as follows:

Residential 1. Affordable housing contribution policy DC34 states…., “the City Developments Council will seek to negotiate a minimum of 25% of the total number

of units for affordable housing”.

2. Open Space

Where the City’s standards for open space cannot be fully met on site, the Authority will seek a contribution set out to a pre-agreed

formulae to cover any under provision. 3. Other contributions

a) Education – It was agreed at an early stage that no contribution was necessary under this obligation.

b) Community Benefits – The Club is already providing community benefits by virtue of its Football in the community programme and study centre for disadvantaged youngsters.

Commercial 4. TransportationDevelopments

The City seeks contributions from commercial development that may generate a traffic impact that has a wider city effect.

5. Crime Prevention

The City requires contributions to be made where major new developments are likely to have an impact upon on the safety and

security of property towards measures that can be taken to mitigate identified potential problems.

6. Environmental Improvements

The City will seek that any major new development will be required to make a positive contribute to the ‘vitality and general environment

of the area’ in which they are undertaken.

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12.0 Planning Obligations

7. Public Art and Landscaping

Where the provision of good quality landscaping together with the

provision of public art does not form an integral part of the overall

development, the Authority may seek contributions.

8. Nature Conservation – Is not applicable to this project.

28

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13.0 The Planning Justification

13.1 Introduction

The planning application raises a number of key issues given the combination of the diverse surroundings of the application site, and the multi-use nature and scale of the development. As a result the implications of the development are complex and diverse.

This section draws together the conclusions of the assessments and analyses undertaken for the planning application and critically assesses them in relation to the development plan and the material considerations.

13.2 Key Issues: Conclusions

a) Sustainable Development / Urban Regeneration

The development secures important sustainable development and urban regeneration objectives. It proposes the re-use of industrial / commercial land for housing, the upgrading of the football stadium, together with supporting facilities for both major uses. The site, close to public transport facilities, will be occupied by development which generates and attracts a large number of trips. Furthermore, this mixed use development will help to create vitality and diversity and reduce the need to travel, thereby increasing its sustainability.

b) Integrated Transport Policy

The application complies with transport policy objectives. Being close to Fratton Station and bus routes, and given that the proposals both generate and attract a large number of trips, it will support a sustainable pattern of development. Furthermore, the layout and design of the mix of uses will facilitate walking, cycling and public transport use. The Transport Assessment includes proposals for park-and-ride / park-and-rail services on match days, makes provision for a minimal level of parking, and proposes parking controls within the locality. All these measures combine to secure a reduction in the number and impact of motorised journeys.

c) Housing and Community Facilities

The application makes a significant contribution to Portsmouth’s housing supply on a previously used site close to public transport and community facilities. A contribution to affordable housing requirements is proposed by a planning obligation. A nearby health care facility will be upgraded and relocated within the site. The development will have a positive impact on local education and library facilities by making full use of them. The proposed development will create a requirement for open space which will be met partly on site and partly by a planning obligation financing off-site works.

d) Retail and Commercial Uses

Whilst the convenience store and restaurant / bar complex are located in an out-of-centre location, there is a quantitative need for the convenience store, a qualitative need for both the convenience store and restaurant / bar complex. They contribute to the overall mixed use character of the development which contributes to the regeneration of the area. The commercial facilities are close to public transport facilities and are within easy walking

distance of their catchment. There are no sequentially preferable sites and there will be no material adverse impact on the vitality and viability of nearby centres.

e) Economic Issues

In addition to the jobs created during construction, it is estimated that a sizeable number of permanent jobs would be created as a result of the facilities provided within the football and residential developments. The amount of employment diversion from other employment in the area would be minimal. The employment generation will help to assist local employment trends and will be of positive benefit to the area.

f) Townscape

The proposals create a stepped cluster of sizeable buildings culminating in a high quality landmark building which relates to the relocated and upgraded football stadium. The grouping of high buildings marks a centre of activity. There may be some localised adverse effects particularly in the areas to the east of the football stadium but the development will have an overall beneficial effect in townscape terms.

g) Amenity

The development will have a range of effects on the amenity of the area surrounding the application site:

1. There will be some reduced but no unacceptable visual impact to the houses to the east of the football stadium.

2. Design and management of the bar / restaurant area will minimise any disturbance to nearby residential areas.

3. Route and crowd control measures will minimise any disturbance from football supporters.

4. Parking management measures for nearby residential areas will improve local amenity.

13.3 Development Plan

The development plan comprises the Hampshire Structure Plan and the adopted Portsmouth Local Plan 1995. The adopted local plan is somewhat out of date and does not fully reflect current circumstances.

a) Hampshire Structure Plan

The structure plan provides strategic policy guidance in terms of urban regeneration, transport, retail, economic, housing and recreation policies.

1. Urban Regeneration

Urban regeneration policies, particularly UB1, UB2 and UB3, encourage proposals which comprise the redevelopment of derelict, outworn or underused land and buildings with an appropriate mix of land uses, meet the needs for jobs and housing, maintain the vitality and viability of town centres, reduce conflict between people and

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traffic, provide recreation facilities and contribute to the quality of the building environment. The application with its associated proposals / obligations is considered to comply with the objectives and requirements of policies UB1, UB2 and UB3.

2. Transport

Transport policies T1-T12 aim to reduce the need to travel and encourage walking and cycling. The stadium and commercial elements will attract large numbers of trips and the location close to Fratton railway station and bus routes will assist in providing choice of transport mode. The development includes proposals which promote improvements for increased use of public transport and walking. The application with its associated proposals / obligations is considered to comply with policies T1-T12.

3. Retail

Policies S3 and S4 presume in favour of development on town centre sites except where there is an identified need, it would not undermine the viability and vitality of town centres and where the site is accessible. The application does not comply with policies S3 and S4 in that the site is out of centre. However there is a quantitative and qualitative need for the convenience store, there is unlikely to be any material adverse impact on nearby town centres and the site is accessible to public transport facilities. Therefore it is considered that the application is a justifiable departure from policies S3 and S4.

4. Economy

Policies EC1 and EC2 give general encouragement to the creation of employment. The application is likely to create a sizeable number of permanent jobs as a result of the facilities provided for the football and residential development. local employment trends and be of positive benefit to the area. complies with policies EC1 and EC2.

This will assist The application

5. Housing

Policies H1 and H5 promote the provision of housing in Portsmouth on vacant land in accessible locations without overloading community facilities. Provision will be made (policies H7 and H8) for affordable housing and special needs. The application and associated proposals / obligations complies with the above policies.

6. Recreation

Policy R1 encourages the provision of recreational facilities. Policy R2 requires the provision of a sufficient amount of open space for housing developments. The application and associated proposals / obligations complies with these policies.

b) Adopted Portsmouth Local Plan 1995

The adopted local plan provides detailed policy guidance in terms of strategic site development, the environment, economic development, housing, transport, shopping, open space and leisure / community facilities. The site is shown on the Proposals Map as the

existing stadium, within Policy GS2, and where additional parking is required for the Rodney Road industrial area.

1. Strategic Site Guidance

Policy GS2 sets out the policy for Fratton Goods Yard for business / industry and a lorry park, possible leisure uses and an extension to Fratton Park football ground. This policy has been largely superseded by a Planning Brief for the site prepared in 1998, and a planning consent for retail and business development which has been partially implemented. The application proposes housing on that part of the site zoned GS2 and therefore does not comply with this policy of the adopted plan. Given that the application will create jobs as a result of the facilities associated with the housing development and the stadium, that the planning consent for retail and business has been partly implemented, then this, taken together secures the economic objectives of the policy but not the land use. Whilst the application is contrary to Policy GS2, it is considered to be a justifiable departure.

2. Environment

Environment policies, particularly E1, E2 and E28 aim to improve the quality of the environment including reducing traffic congestion and conflict, being appropriate and sympathetic in use, scale and design, not overloading existing services, with tall buildings being appropriate in relation to scale and public transport facilities. The Design Statement sets out the effects of the development, including the impact of tall buildings, concluding that there will be an overall beneficial effect in environmental terms, albeit some localised adverse effects. The design of the proposals and the conclusions of the Transport Assessment and related obligations will reduce traffic congestion and conflict. Overall the proposed development complies with the environment policies.

3. Economic Development

Policies ED1-10 support employment related uses, encourage employment uses specifically in Fratton Goods Yard and presume against the loss of employment land. Both the planning consent for retail and business use on Fratton Goods Yard superseding the requirements of Policy ED7, and the loss of two small areas of Rodney Road industrial area are compensated by the creation of some 440 new jobs as a result of the development. Overall the application complies with the Economic Development policies.

4. Housing

Policies H4, H5 and H6 require housing developments to make provision for one and two bedroom dwellings, affordable housing and for the disabled. The application and associated obligations makes appropriate provision and comply with the housing policies.

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5. Commercial

Policy S9 states that major retail development outside defined shopping centres is acceptable so long as it does not adversely affect the viability and viability of shopping centres and the site is accessible. Policy S12 states that new development (A1 and A3 developments) up to 500m2 in local centres will be acceptable subject to no adverse effect on amenity. The application complies with Policy S9 but is contrary to Policy S12. However, there will be no material effect on the vitality and viability of other centres, and the amenity of nearby residential areas, and the site is accessible. A departure from policy can be justified.

6. Open Space

Policy OS4 specifies open space standards for housing development. Open space is provided both within the site and by means of a financial contribution. The application does not comply with Policy OS4 but by means of a planning obligation it provides an acceptable provision. A departure from this policy can be justified.

7. Leisure and Community Facilities

The stadium, leisure and recreational elements are appropriately located close to public transport facilities. The Transportation Study includes proposals to encourage football supporters to arrive by public transport. The application complies with this policy.

13.4 Material Considerations

a) Portsmouth Local Plan Supplementary Guidance Note 4 : Major Leisure Developments

The guidance advises that Fratton Goods Yard might be an acceptable location for pubs, restaurants, nightclubs and hospitality areas within the new stadium. The application complies with this guidance.

b) Fratton Goods Yard, Rodney Road and Fratton Park Planning Brief 1998

Within the Goods Yard, the new link road has been constructed, and the retail and employment planning consent has been partially implemented, thus complying with the Brief. The extension of the stadium site northwards and westwards complies with the Brief. The provision of a range of commercial leisure facilities to assist the financial viability of redeveloping the stadium is consistent with the Brief. The Brief advises that housing would be acceptable on the site of the existing stadium should it relocate. It is considered that the housing proposed to the west of the stadium, which assists the financial viability of redeveloping the stadium is supportive of the overall objectives of the Brief. The provision of pubs and restaurants complies with the Brief. The Brief advises that the ability of retail development to assist the funding of the development has to be considered in relation to the sequential test and the impact on existing shopping centres. The retail assessment demonstrates that there are no sequentially preferable sites to accommodate the food store and there will be no adverse effect on shopping centres. In overall terms the application complies with the Planning Brief.

c) Draft Portsmouth Local Plan 2001-2011

The draft local plan is close to adoption and reflects up-to-date national and structure plan policy. The site is shown in the proposals map mainly as a leisure planning consent with a small area allocated for employment use. Relevant policies relate to urban renaissance, design, sustainable development, integrated transport, retail and commercial, housing and amenity issues.

1. Urban Renaissance

The application complies with Policy SP1 in that the development of a strategic site will contribute to Portsmouth’s regeneration.

2. Design

Policies SP2 and Policies DC1-DC5c requires that new development makes a positive contribution to the built environment, respects or takes account the local context, detailing, layout, landscaping and ensures the acceptability of landmark buildings. The Design Statement sets out the effects of the development and concludes that there will be an overall beneficial effect in design terms albeit some localised adverse effects. Overall the development complies with the design policies.

3. Sustainable Development

The application complies with Policy SP8 in that the development, which is a major trip generator, and includes high density housing adjoins public transport facilities. The Transport Assessment sets out measures to reduce the need to travel by car.

4. Integrated Transport

The application complies with Policy SP7 and Policies DC20-22, in that the proposals are compatible with other elements of the City’s transport strategy and aims to reduce the need to travel by car and encourage walking and cycling.

5. Retail and Commercial

Policy SP9 requires retail and commercial leisure facilities to be located in town centres with Policies DC30 and 31 specifying circumstances in which out of centre development might be acceptable. The application is contrary to these policies but given that there is a quantitative and qualitative need for the convenience store, the site is partially zoned with the boundary of a leisure consent, there is a qualitative need for the bar / restaurant facilities, there will be no adverse effect on nearby shopping centre and their design / management will minimise any adverse impact on nearby residential areas, it is considered that there is justification for a departure from policy.

6. Housing

Policy SP10 makes provision for housing development on allocated and windfall sites, and Policies DC34, 38 and 39 deal with affordable housing, open space and density. The site is ‘windfall’ and its development will make a significant contribution to

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Portsmouth’s housing supply. The application and associated obligations make provision for affordable housing and open space. Density is acceptable. The application complies with housing policies.

7. Employment

The application complies with Policy SP11 by creating a sizeable number of permanent new jobs.

8. Amenity

Policy DC5 addresses amenity and pollution issues. There will be some reduced visual impact but greater privacy and an improved environment to the houses east of the stadium, the design and management of the bar / restaurant area will minimise disturbance to residential areas, route and crowd control measures will minimise disturbance from football supporters, and parking management measures for nearby residential areas will improve amenity. Overall the application is considered to meet the objectives of Policy DC5.

In overall terms the application, associated proposals and obligations comply with and are given general support by the draft local plan.

d) Regional and National Planning Guidance

1. Regional Planning Guidance

The application complies with the urban regeneration, and sustainable development objectives, locating close to public transport facilities, being a mixed use development and generally improving the quality of the local environment.

2. PPG 1 : General Policy and Principles

The application complies with the sustainable development and mixed use objectives given that it is well located to public transport, and will help create vitality and diversity.

3. PPG 6 : Town Centres and Retail Development

The guidance requires a sequential approach to be adopted in relation to the location of a retail development with first preference given to town centre sites. Amenity issues are important when addressing issues relating to leisure and the evening economy. The impact on the vitality and viability of existing centres is to be assessed. Out of centre locations require to be accessible. The Retail Assessment has identified a need, undertaken a sequential test and concluded there will be no adverse impact on existing centres. Design and management of the bar / restaurant uses will ensure that there is minimal effect on the area. The proposals comply with PPG 6.

4. PPG 13 : Transport

The guidance requires that maximum use should be made of key sites. The application site is considered to be ‘key’, is highly accessible by public transport and

has a mix of uses which generate and attract a high number of trips. The Transport Assessment seeks to reduce the number of car journeys and encourage cycling and walking. The application complies with PPG 13.

5. PPG 17 : Open Space, Sport and Recreation

Stadia which accommodate large numbers of spectators should be located close to public transport facilities. The application complies with PPG 17.

6. PPG 24 : Planning and Noise

It must be ensured that the development does not cause an unacceptable degree of disturbance. There are a limited number of home games and a number of mitigation measures will be employed to ensure that noise levels will be acceptable. The application complies with PPG 24.

e) Planning Obligations

As part of the redevelopment proposals Portsmouth Football Club is augmenting the planning application by making a number of additional contributions.

The contributions relate to affordable housing, open space, public art, park-and-ride, CCTV, parking, crowd control measures, community facilities and a community programme. These contributions are significant, and are related to the application. The contributions are generally in conformity with the provisions of Circular 1/97 Planning Obligations and the Council's Supplementary Planning Guidance.

13.5 Conclusions

a) Development Plan Compliance

1. Structure Plan

The application with its associated proposals / obligations is considered to comply with the urban regeneration, transport, housing, economic and recreation policies. With regard to the retail policies the application is contrary, but it is considered that its approval constitutes an acceptable departure.

2. Local Plan

The application with its associated proposals / obligations is considered to comply with the environment, economic development, commercial, open space and leisure policies. With regard to strategic site guidance and commercial policies the application is contrary, but it is considered that its approval constitutes an acceptable departure.

b) Material Considerations

1. Supplementary Council Guidance

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The application is considered to comply with the guidance on major leisure

developments, and the overall objectives of the Planning Brief.

2. Draft Local Plan

The application and associated proposals / obligations comply with the urban

renaissance, sustainable development, integrated transport, housing and employment

policies. In terms of design and amenity policies there is an overall compliance albeit

some localised disbenefits. With regard to retail and commercial policies, departure

from policy can be justified.

3. Government Guidance

The application is in general compliance with government planning guidance.

4. Obligations / Contributions

The application is committing to augmenting the application by way of major

contributions. This will enhance the quality of the development.

c) In summary the application is broadly in conformity with the development plan, its non-compliance in relation to the retail commercial policies is considered to be a justifiable departure. With regard to the material considerations the application is in compliance with the exception of the non-compliance with the draft local plan retail policies which has been justified.

d) The application can therefore be considered as supporting the objectives of the development plan and related planning policy and is worthy of favourable consideration by Portsmouth City Council.

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Project Benefits

14.0

To the Community:

• New stadium will provide improvement to the existing residential environment. • 440 new full time jobs will be created. • Quality and innovative housing/commercial development to be provided. • New and expanded community facilities will form part of new stadium development. • New Doctors surgery, pharmacy and food retail convenience store will serve the wider

community in the Fratton/Milton areas. • 354 local jobs created during the initial construction phase.

To the Authority:

• Over £90M invested in the City. • £36M turnover of Club means that a substantial amount will end up in the local economy

annually. • Assist Authority to meet government’s residential quotas. • Construction will see the completion of the Authority’s brief for the urban regeneration of

this area. • Hospitality areas will add to City’s growing conference locations. • Meets government guidance in retaining the Club within the City.

To the Club:

• Allows Club to redevelop its historical base. • Will provide prestigious new stadium facilities with 35,000 seater capacity. • The stadium will comply with FIFA standards and therefore capable of attracting national

and international football events. • Ensures that the Club can achieve its objectives without putting itself at financial risk. • Provides a prestige venue and development in which the Club, the Community and the

City will be able to take pride.

pompey stadium & village - portsmouth...pompey stadium & village p l a n n i n g s t a t e m...

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