Borough Green Gardens

Page 1

Borough G r e e n Gardens LSC6026 SPECIAL PROJECT RESEARCH AND DEVELOPMENT STUDY

SIMON CORDING 190129853

PLANNING/DESIGN


ABBREVIATIONS BG- BOROUGH GREEN BGG- BOROUGH GREEN GARDENS TMBC- TONBRIDGE AND MALLING BOROUGH COUNCIL AONB- AREA OF OUTSTANDING NATURAL BEAUTY


CONTENTS ABSTRACT

1

CHAPTER 1- SITE INTRODUCTION 1.1 SITE LOCATION 1.2 CAPACITY STUDY 1.3 GARDEN CITY CONCEPTS 1.4 CULTURAL HISTORY 1.5 SITE HISTORY

2-3 4-5 6 7 8-9

CHAPTER 2- SITE CHARACTER 2.1 SITE CONDITIONS 2.2 TOWNSCAPE CHARACTER 2.3 LANDSCAPE CHARACTER

10-11 12-13 14-15

CHAPTER 3- SITE CONTEXT 3.1 GREENSPACE NETWORK 3.2 SOCIAL PROFILE 3.3 LOCAL FACILITIES 3.4 COMMUTING TRENDS 3.5 CIRCULATION AND ACCESS

16-17 18-19 20-21 22-23 24-25

CHAPTER 4- PLANNING POLICY CONTEXT 4.1 NATIONAL PLANNING POLICY 4.2 LOCAL PLANNING POLICY

26 27

CHAPTER 5- THEORIES 5.1 SUSTAINABLE COMMUNITIES 5.2 LIFE BETWEEN BUILDINGS 5.3 MALMO, SWEDEN 5.4 BICESTER HEALTHY NEW TOWN

28 29 30-31 32-33

CHAPTER 6- DESIGN PHILOSOPHY 6.1 SWOT ANALYSIS 6.2 VISION 6.3 AIMS & OBJECTIVES 6.4 ROLE OF THE LANDSCAPE ARCHITECT REFERENCES

34-35 36-37 38 39 40-43

APPENDIX A APPENDIX B

FIGURE 01- IMAGE OF DISUSED QUARRY



ABSTRACT The project site for Borough Green Gardens is a series of active and disused sand pits, between the northern edge of the village of Borough Green and the M26. The site has been proposed as a ‘Garden City’ development in the new Tonbridge and Malling Borough Council Draft Local Plan (2019). The development is proposed to contain 3000 new dwellings with a timeline of completing the development by 2031. This has caused significant controversy amongst local parish councils; with many fearing the strain the quantity of new cars would have on local road networks and the effect of urban sprawl the scale of the project would have within the greenbelt. (King, 2018) The purpose of this special project is to challenge existing/ domineering models of development and the current culture of car travel that negatively impacts the environment we live in (fig. 2&3), in favour of active and healthy lifestyles promoted through sustainable methods of transport. Planning will focus on the strategic framework for the site and analysing the impact the development could have on its context. Design will focus on the implementation of the strategies and how to create sustainable and vibrant communities. For the purposes of this brief, both the site and the neighbouring village of Borough Green have been studied to gain a greater understanding of the site’s potential role in the wider area.

Transport 27%

Business 17%

Residential 15%

Waste Agriculture Management 10% 4%

Energy Supply 27%

Other 2%

FIGURE 02- 2017 UK GREENHOUSE GAS EMISSIONS BY SECTOR.

2016-2017 % Change

1990-2017 % Change

Transport

0%

2%

Energy Supply

8%

60%

Business

2%

30%

Residential

4%

16%

Agriculture

1%

16%

Waste Management

1%

69%

Other

2%

88%

FIGURE 03- UK GREENHOUSE GAS EMISSIONS CHANGE FROM 1990



CHAPTER 1

SITE INTRODUCTION


A41

M25

10 km

CENTRAL LONDON

Study Area Kent

A1 A10

BROMLEY

M25

A22

A364

M11

M25

M26

A12

A121

A13

A2DARTFORD

M20

BOROUGH GREEN M26 A25

A21

MEDWAY

HASTINGS

A259

MAIDSTONE

M2

A21

TUNBRIDGE WELLSA229

SEVENOAKS

A26

A21

A11

EAST GRINSTEAD

A22

CROYDON

M23

A23

LEWES A21

A249

M2

M20

SHEERNESS

A299

FAVERSHAM

ASHFORD

A259

A28

CANTEBURY

A2

A256

RAMSGATE

DOVER

FOLKESTONE

FIGURE 04- SITE LOCATION IN NATIONAL AND SUB-REGIONAL CONTEXT

2


CHAPTER 1 - SITE INTRODUCTION

1.1

SITE LOCATION The site for Borough Green Gardens is comprised of active and disused quarries, spread across the northern edge of Borough Green, in the district of Tonbridge and Malling, approximately one mile from the centre of the village.

The village is well served by transportation networks; with bus routes that run to the nearby urban hubs of Sevenoaks and Maidstone, and a train line direct to central London that runs through the centre of the village.

Borough Green is largely residential with a population of approximately 3,500; it is considered a Rural Service Centre (Tonbridge and Malling Borough Council, 2007) providing services such as shops, schools and doctor’s surgeries for the outlying villages of Wrotham, Wrotham Heath and Ightham.

However, current travel is largely performed in cars leading to traffic dominated, unpleasant environments for pedestrians and cyclists. However, the site’s proximity to Kent Downs AONB and rural landscape setting creates the opportunity to promote new ways of living by encouraging more active and healthy lifetstyles. This can be supported by the use of sustainable methods of travel to connect living and working.

The site lies within the London Metropolitan Greenbelt and partially within the Kent Downs AONB (see section 4.1 & 4.2).

LONDON VICTORIA (49 MINS) S11- South Darenth to Knole School, Sevenoaks via Borough Green, one inbound and outbound trip a day, 07:00-09:00 &15:00-17:00 (school days only)

DARTFORD GRAVESEND

408- West Kingsdown to Trinity School, Sevenoaks (46mins)

km

15

WEST KINGSDOWN km

10

ROCHESTER

m 5k

TW11- Wrotham to Bennett Memorial School, one inbound and outbound trip a day, 07:00-09:00 &15:00-17:00 (school days only)

AYLESFORD

582- West Malling to Wrotham School, one inbound and outbound trip a day, 07:00-09:00 &15:00-17:00 (school days only)

m

1k

km

2.5

WROTHAM Borough Green SEVENOAKS

570- Wrotham to Maidstone, one inbound and outbound trip a day, 07:00-09:00 &15:00-17:00 (school days only)

MAIDSTONE

581- Ditton to Borough Green, one inbound and outbound trip a day, 07:00-09:00 &15:00-17:00 (school days only) 70- Lunsfield Park Tesco to Borough Green Medical Centre, every 1h 30mins from 09:30 to 15:15

TONBRIDGE

ROYAL TUNBRIDGE WELLS

ASHFORD (49MINS)

306- Borough Green to Bluewater Shopping Centre, 14:55, 19:29, 2015 then then hourly until 23:15 (school days only) 308- Sevenoaks to Gravesend via Borough Green, 07:01, 09:01, 10:01 then hourly until 14:03, 16:11 (school days only) 222- Tunbridge Wells to Wrotham, Every 2 hours from 10:00-18:30 (school days only) Train from Borough Green to London Victoria (49mins) and Borough Green to Ashford International (49mins)

10Km

FIGURE 05- MAP OF PUBLIC TRANSPORT CONNECTIONS FROM/VIA BOROUGH GREEN

3


1.2

Wrotham

CAPACITY STUDY

Area 1: 22 Hectares

Borough Green

Ightham

4


CHAPTER 1 - SITE INTRODUCTION

Area 2: 33 Hectares Area 3: 20 Hectares

Wrotham Heath An initial study demonstrates the site has the capacity for 3000 homes, as proposed in the TMBC Local Plan (2019). The Capacity Study has been determined at an industry average of 45 units per hectare. At this density the currently outlined areas have the capacity for:

Platt

Area 1: 1000 Homes approx. Area 2: 1500 Homes approx. Area 3: 900 Homes approx. ...with additional space for new facilities such as shops and schools.

NOTE: Development boundaries and densities will be determined in Phase 2

FIGURE 06- HOUSING CAPACITY MAP

5


1.3

GARDEN CITY CONCEPTS

As Borough Green is going to be a ‘Garden City’ development, an understanding of the concepts is required. The main principles outlined in Ebenezer Howard’s Garden Cities of To-morrow (2007) are as follows:

FIGURE 07- NO.1 ‘THE THREE MAGNETS’- GARDEN CITIES WILL HAVE THE POSITIVE ATTRIBUTES OF TOWNS AND COUNTRY WITHOUT THE NEGATIVES

Location- decentralised locales, allowing people the opportunity to move out of over-crowded and polluted cities The physical design (part of a larger ‘social city’)- low density development to maximise the opportunity for gardens and public greenspace. Developments would consist of radial ‘satellite’ towns, organised in a concentric circle around a central city, connected by roads and rapid transit. Howard pioneered the idea of greenbelts (later implemented by Unwin) which would prevent the city from expanding and would produce the food for the city, allowing it to be self-sufficient.

6

Ownership- Affordable housing to allow less affluent communities access to a better standard of living. Permanent and communal land ownership on a municipal scale, capturing the increased value of land to benefit the community

FIGURE 08-NO.2 ‘GARDEN CITY’- GARDEN CITY GREENBELTS

FIGURE 09-NO.7- CONCENTRIC CIRCLE LAYOUT OF GARDEN CITY Background Image Ebbsfleet Garden City (Author’s Image)


CHAPTER 1 - SITE INTRODUCTION

CULTURAL HISTORY

1.4

“Kent, sir, everyone knows Kent. Apples, cherries, hops and women.” (Dickens, 1910, Pg. 18)

Kent has a rich heritage dating to medieval England. Kent’s heritage is founded in the cultivation of fruit and hops. c.450 AD Romans said to have brought sweeter Apples to England, 1390 The ‘Forme of Cury’, famous medieval cookbook, published with two cherry recipes 16th CenturyFIGURE 10-HISTORIC CHERRY PICKING

An account from William Lombarde’s A Perambulation of Kent (1570, pg. 4) reads 1

“But as for the ortchards of aples, and gardeins of cherries, and those of the most deleicious and equisite kindes that can be of the realme (that I know) hath them, wither in such quantitie and number”

(1520) the first hops garden was created near Cantebury. Kent was favourable for creating hops as with loam/chalk soil and copious woodland to create poles and charcoal to dry the hops. (British Hops Association, 2020) In 1533, Henry VIII popularised cherries by introducing new sweeter cherry cultivars from Flanders, Belgium. Henry VIII head fruiterer, Richard Harrys, begin to plant a planned 105-acre orchard growing apples and cherries at Teynham. The consumption of fruit became popular within wealthy circles resulting in significant expansion of orchards across Kent, developing trading centres such as Borough Market, London, to sell the produce.1 17th-18th CenturyCherry orchards grew to 5,000 acreas across Kent. The abundance of fruit production gardens quickly gave rise to Kent’s longstanding nickname of ‘The Garden of England’.

FIGURE 11- ‘CULPEPER TAPESTRIES’AN ECCLESIASTICAL TAPESTRY ILLUTSRATING KEY FRUIT OF TUDOR ENGLAND

Development in the 20th century saw cherry orchards reduce to just 600 acres (trend can be seen in figs???). Over-population and the replacement of Greenfield landscapes with infrastructure and housing, in recent years, has caused questions as to whether Kent deserves the title ‘The Garden of England’. A survey conducted by the Guardian (2006) demonstrated people “feel that Kent is slipping down the ranks because of congestion, pollution and the adverse effects of over-building.” (Teynham Parish Council, 2020)

(Kent Orchards, 2020)

7


1.5

SITE HISTORY

The village of Borough Green has largely developed over the mid to late 19th and 20th Century, firstly producing fruit and hops followed by the extraction off construction materials such as ragstone, clay and sand after the industrial revolution. (TMBC, 2011)

In 1874, Borough green station was originally named Wrotham and Borough Green, as Over thiswas time the village saw periods of Wrotham the primary and larger town. However, after the track was doubled in significant 1882 expansion and infill, the most of and Borough Green expanded, the village which being the post-war period superceded Wrotham so the stations named and the was changed to Borough Green and Wrotham. increase of governmental housing targets of

300,000 new houses a year (Gimson, 2013).

WROTHAM

Borough Green and Wrotham

FEN POND

PRE 1920S DEVELOPMENT

BOROUGH GREEN

1920s TO EARLY 1930s DEVELOPMENT 1950s TO EARLY 1960s DEVELOPMENT

PLATT IGHTHAM

1960s TO 1970s DEVELOPMENT 1980 TO 2000 DEVELOPMENT 21ST CENTURY DEVELOPMENT SITE BOUNDARY 500m

FIGURE 12- MAP INDICATING AREAS OF ERAS OF DEVELOPMENT

8


CHAPTER 1 - SITE INTRODUCTION

FIGURE 13- EXPANSION AND INFILL PATTERNS SINCE 1870

1870

nepicar 1870

Extent of New built areas Orchards Site Boundary

nepicar 1900

0

100

200

300

400

Scale 1:7500 500

600

700

800

1900

© Landmark Information Group Ltd and Crown copyright 2020. FOR EDUCATIONAL USE ONLY.

Jan 16, 2020 13:48

1000 m

900

Simon Cording University of Sheffield

Projection: British National Grid

Extent of New built areas Orchards Site Boundary

nepicar 1930 © Landmark Information Group Ltd and Crown copyright 2020. FOR EDUCATIONAL USE ONLY.

0

100

200

300

400

Scale 1:7500 500

600

700

800

900

Jan 16, 2020 13:49

1000 m

Simon Cording University of Sheffield

Projection: British National Grid

1930

The current trend and purpose of the project will be to expand the village, with aim to prevent any possible infill in the future. Howard’s concepts of low density will not help here as low density encourages the opportunity to infill at later dates- higher modern densities may be required.

Extent of New built areas Orchards Site Boundary

nepicar 1960

© Landmark Information Group Ltd and Crown copyright 2020. FOR EDUCATIONAL USE ONLY.

0

100

200

300

400

Scale 1:7500 500

600

700

800

900

Jan 16, 2020 13:49

1000 m

Simon Cording University of Sheffield

Projection: British National Grid

1960

However the concept of greenbelts could be tested to prevent further expansion in the future. As identifies in the fig13 the consistent pattern of expansion and infill has been at the cost of the traditional orchards that gave Kent the identity of ‘The Garden of England’. The potential of reintroducing orchards into the development could help to return to this Kentish cultural identity that can additionally be part of the Garden City Concept of self-sufficient and sociable neighbourhoods.

Extent of New built areas Orchards Site Boundary © Landmark Information Group Ltd and Crown copyright 2020. FOR EDUCATIONAL USE ONLY.

0

100

200

300

400

Scale 1:7500 500

600

700

800

900

1000 m

Jan 16, 2020 13:50 Simon Cording University of Sheffield

1980

Projection: British National Grid

Extent of New built areas Orchards Site Boundary

1km

9



CHAPTER 2

SITE CHARACTER


2.1

SITE CONDITIONS

FIGURE 15- IGHTHAM SAND PIT

Currently, the site is dominated by extensive and deep sand pits with graded 3b agricultural fields (Natural England, 2019) to the north of sand pits; mature woodland belts help to screen the sand pits from the surrounding areas. The sand pits have been progressively excavated, from west to East (as evidenced in aerial image) and restored to minimise their impact on the surrounding landscape. However, the restoration process has not always been successful. In 2006, Ightham Sand Pit was discovered to contain a high level of hydrocarbons that could damage groundwater quality (Wrotham Parish Council, 2018), as a result of poor oversight by the quarry companies during the backfilling process. The disused sand pits have been colonised by scrubland vegetation and have large amounts of rubble which have created ecologically rich habitats.

FIGURE 14-PHOTO LOCATION PLAN

10

FIGURE 16- IGHTHAM SAND PIT

FIGURE 17- BOROUGH GREEN SAND PIT

FIGURE 18- BOROUGH GREEN SAND PIT


CHAPTER 2 - SITE CHARACTER

FIGURE 19- BOROUGH GREEN SAND PIT

FIGURE 20- BOTANY WOOD

FIGURE 21- BOROUGH GREEN SAND PIT

FIGURE 22- DISUSED SAND PIT

FIGURE 23- SIGN IN SAND PIT

FIGURE 24- BLUE TIT IN BOTANY WOOD

FIGURE 25- NEPICAR SAND PIT 11


2.2

TOWNSCAPE CHARACTER

1

2

3

1

4

7

12

Borough Green House comprised of early 17th century timber framed threshing barn to the South with 19th Century brick barn and stone rubble outbuilding.

2

19th Century cottage with apple store, formed of traditonal ragstone, ironstone and brick.

3

Church of the Good Shepherd, a low rise red brick church with distinctive gothic stained glass windows made by Patrick Reyntiens, and pollarded Tilia x europaea along streetscape. The shingled spire is a prominent feature in the wider skyline of the village.

4

Cottage faced with traditional Kentish ragstone and red brick detailing.

5

Hunts Farmhouse, Mid 18th Century. Distinctive character comes from deep orange-brown ironstone masonry.

6

The Black Horse Public House is a local landmark due to its proximity to the village entrance along the A25

7

Nos 53-59 Wrotham Road- Cottage row dates from the 16th to 18th centuries with traditional composition of red brick and and exposed square timber framing. Distinctive age emphasised through slight tilt of the building

8

Red brick Victorian cottages with shallow front gardens opening directly onto street. The visible chimneys provide rhythm and historic character. The gradually rising road provides a vista towards the North Downs.

9

Borough Green High Street retains the late 19th Century character and traditional shop fronts.

2

3

5

1

6

8

9

FIGURE 26 - HISTORICALLY SIGNIFCANT ELEMENTS IN BOROUGH GREEN


CHAPTER 2 - SITE CHARACTER

11

10

12

13

15

14

16

10

1950/60s council estates are typical of their age and offer little to the local venacular.

11

1970s village hall set back from high street limits negative impact on Victorian character.

12

1980s housing development more sympathetic using Kentish vernacular such as brick and timber-effect facing.

13

Prominence of petrol station at village entrance is indicative of car reliance in village.

14

21st Century infill development. A hard landscape scaled around car parking, removing any opportunity for activity to take place.

15

20th Century large office buildings has an unsympathetic scale to surrounding built context. Limited ground floor usabilit and thus contributes little to wider community.

16

21st Century Modern housing development with driveways that stretch to street resulting in little to no public realm and little community intergration.

17

Newest residential development in village, featuring modern style of brick and timber cladding.

17

FIGURE 28-PHOTO LOCATION PLAN FIGURE 27 - 21ST CENTURY DEVELOPMENTS IN BOROUGH GREEN

13


2.3

LANDSCAPE CHARACTER

1 FIGURE 29- VIEW OF GREENBELT COUNTRYSIDE- VIEW FROM OFFHAM TO NORTH DOWNS (3 MILES WEST FROM CENTRE OF BOROUGH GREEN)

2

3 FIGURE 31- HEDGEROWS FORM IMPORTANT ELEMENT IN LOCAL LANDSCAPE CHARACTER

FIGURE 30- SHEEP GRAZING IN FIELD

4 FIGURE 32- VIEW OF INTRUSIVE M26 SIGN AND NORTH DOWNS CHALK SCARP BEYOND

5 FIGURE 33- VIEW OF INTRUSIVE M26

6 FIGURE 34- HEATHER GROWING IN DOMESTIC GARDEN

7 FIGURE 35- VIEW OF OPEN COUNTRYSIDE FROM WITHIN THE SITE BOUNDARY

14


CHAPTER 2 - SITE CHARACTER

7 FIGURE 36- VIEW OF DISTINCTIVE ROLLING HILLS IN THE KENT DOWNS

FIGURE 37- VIEW OF WROTHAM POLE, A LOCALLY DISTINCTIVE LANDMARK

The gentle to undulating topography of the area opens up long vistas to the North Downs chalk scarp, which stands as a prominent feature in the landscape. The underlying geology of sand results in acidic soils that are ideal growing conditions for heather which is an attractive feature in domestic gardens in the area.

FIGURE 38- PIONEER WOODLAND ON THE EDGES OF BOROUGH GREEN SAND PIT

FIGURE 39- VIEW ACROSS CRICKETT’S FARM

As the site lies within the metropolitan greenbelt, the site lies within a network of open fields with extensive belts of deciduous, mixed ancient woodland and more recent coniferous plantations.

FIGURE 40-PHOTO LOCATION PLAN

15



CHAPTER 3

SITE CONTEXT


3.1

GREEN SPACE NETWORK

As identified in the TMBC Green Infrastructure and Ecological Networks (2018), the site is part of the Greensand Heath and Common Biodiversity Opportunity Area (BOA). The site is therefore in a key strategic green corridor that could link ecological networks across Kent. As part of the BOA, new developments are encouraged to introduce target species that will enhance UK BAP priority habitats. The main target species for this area are: Species-rich acid grassland Species-rich neutral grassland Heathland (of which there are only 73 hectares across Kent (Kent County Council, 2012) Furthermore the denser built fabric of the village has resulted in a loss of communal greenspace. As identified in fig 41, 42, 43 there is a significant gap between accessible and private greenspace, demonstrating a trend towards segregation and lack of community integration. Therefore, a new residential development could provide an opportunity to create multifunctional greenspace that can contribute to both the existing communities in BG and provide biodiversity net gains across both small and large scales. There are little significant issues with water; information can be found in APPENDIX A 16

% of Area

Accessible open and greenspace

38% 62%

Private Gardens

FIGURE 41- STATISTICAL COMPARISON OF PUBLICALLY ACCESSIBLE OPEN AND GREEN SPACE AGAINST PRIVATE GARDEN. (DATA DERIVED FROM FIG 44) % of Area

8% 14%

Accessible open and greenspace Private Gardens

Other

78%

FIGURE 42- STATISTICAL COMPARISON OF PUBLICALLY ACCESSIBLE OPEN AND GREEN SPACE AND PRIVATE GARDEN AGAINST OTHER LAND USES (DATA DERIVED FROM FIG 44) ‘Other’ includes private agricultural and pastoral fields that contribute to the wider green corridors however are themselves not accessible as public rights of way are only paths through the private land


CHAPTER 3 - SITE CONTEXT

WEST KINGSDOWN

WROTHAM

SNODLAND

OTFORD

AYLESFORD WEST MALLING BOROUGH GREEN

EAST MALLING

KINGS HILL

MAIDSTONE

SEVENOAKS

FEN POND

BOROUGH GREEN

PLATT

TPO AREA, GROUP, PARKLAND OR WOODLAND PRINCIPLE GREEN CORRIDOR

IGHTHAM

GREENSAND HEATH AND COMMON BIODIVERSITY ACTION AREA LINKING GREEN NETWORKS SITE BOUNDARY

500m

FIGURE 43-MAP OF PRINCIPLE GREEN CORRIDORS

Access Type Motor Vehicle Motor Vehicle and Pedestrian Pedestrian Accessible Open and Green Space Allotments or Community Growing Spaces Bowling Green Cemetery Golf Course Other Sports Facility Play Space Playing Fields Public Park or Garden Religious Grounds Tennis Courts Private Gardens

0

FIGURE 44-MAP COMPARING THE LAND COVERAGE OF PRIVATE GARDENS AGAINST 250 500 1,000 Meters PUBLICALLY ACCESSIBLE OPEN AND GREEENSPACE

Contains OS data © Crown Copyright and database right 2019 Legend GB_AccessPoint <all other values>

accessType

function Bowling Green Cemetery

Motor Vehicle And Pedestrian

Golf Course

Pedestrian

Other Sports Facility

private_gardens

Play Space

GB_GreenspaceSite <all other values>

1km

Allotments Or Community Growing Spaces

Motor Vehicle

Playing Field Public Park Or Garden Religious Grounds Tennis Court

17


3.2

SOCIAL PROFILE All categories: NS-SeC

Employment lsoa2011:E01024725/6 : Tonbridge and Malling 006C/D

1. Higher managerial, administrative and professional occupations 2. Lower managerial, administrative and professional occupations 3. Intermediate occupations

4. Small employers and own account workers

3% 8%

12%

9%

10%

6% 12%

5. Lower supervisory and technical occupations 6. Semi-routine occupations

6%

21%

11%

24% 14%

7%

13% 7%

7. Routine occupations

9%

12%

8. Never worked and longterm unemployed

16%

Not classified

Age Distribution lsoa2011:E01024725/6 : Tonbridge and Malling 006C/ D

1.2% 2.05% 8.35%

Age 0 to 9 Age 10 to 19 Age 20 to 29

11.6%

10.85%

11.7%

Age 30 to 44 Age 45 to 59

6.1%

8.25%

Age 60 to 64 Age 65 to 74 Age 75 to 84

Tonbridge and Malling (in which Borough Green is located) is an affluent area with housing prices higher than the average for Kent (ÂŁ298, 781). Whilst the district of Maidstone is more affordable, its scores in the Prosperity Index (2016) rank lower in economic quality, education and health, demonstrating a poorer quality of life to that of TMD, emphasising Borough Green as an ideal location to live and commute from.

18

The district of Tonbridge and Malling, however, ranks low in social capital, indicating poorer social cohesion. There is a socio-economic connection, as the IMD map (fig46) illustrates the northern half of the village (historically postwar council housing developments) is less affluent that the southern half which likely results in social polarization (Barton, 2000). This is further enforced by the lack of accessible communal space to provide the opportunity for the community to interact and integrate (see section 3.1).

Age 85 to 89

19.7%

20.15%

Age 90 and over

Sex lsoa2011:E01024726 : Tonbridge and Malling 006C/D

Males (%)

49%

51%

Females (%)

Ethnicity lsoa2011:E01024725/6 : Tonbridge and Malling 006C/D

All categories: Ethnic group White

3% 4% 2% 1% 3% 8% 2%

Mixed

Asian

85%

95%

FIGURE 45- SOCIAL PROFILE OF VILLAGE; INCLUDING: EMPLOYMENT, AGE, GENDER AND ETHNICITY. (ONS, 2011)


CHAPTER 3 - SITE CONTEXT

UK PROSPERITY INDEX (2016) Economic Quality

Top 12%

Health

Education

Top 15%

Top 33%

Social Capital

Top 56%

Tonbridge and Malling District (TMD) Rankings. Statistics compared to all UK Local Authorities

HOUSING AFFORDABLITY-

Average House Price

(Dec 2018-Dec 2019) (HM Land Registry, 2019)

Cost Comparison Housing Affordability Ratio-

Median House Price to Median Workplace Based Earnings (ONS, 2019)

Tonbridge and Malling

Maidstone

Sevenoaks

London

£369,916

£290, 798

£441, 605

£475, 458

-

-21%

+19%

+29%

11.91

11.20

14.54

12.25

Tonbridge and Malling District housing affordability in comparison with other commutable employment districts.

lsoa2011:E01024726

lsoa2011:E01024725

FIGURE INDICESDeprivation OF MULTIPLE DEPRIVATION. (MINISTRY OF HOUSING, COMMUNITIES & LOCAL Indices46of Multiple Map (GOV.UK, 2019) GOVERNMENT, 2019)

19


3.3

LOCAL FACILITIES The profile of facilities is currently sufficient to service as a rural service hub for Borough Green, Platt, Ightham, Wrotham and Wrotham Heath. However, there is a lack of large supermarkets and secondary schools, which require cars to access. There are existing bus services (see figure 05) that connect to these services, but are infrequent with long journey times. The addition of 3000 new homes could put significant strain on these existing facilities. Therefore, the opportunity to provide new schools (TMBC, 2019) and shopping facilities can offer greater sustainability by reducing travel time and dependency on cars in favour of more sustainable methods of travel such as cars and bicycles. (Department for Transport, 2008 & Kent Downs AONB, 2009) Existing train networks encourage sustainable travel, although the trains are already suffering from rising fares and over-crowding (Kent Online, 2019) and the development of Borough Green Gardens could further exacerbate this issue. The site is well connected with the surrounding countryside through the Public Rights of Way that offer the opportunity for countryside recreation and the promotion of active lifestyles. However the footpaths and bridleways have limited use because the disconnected system of paths by highways does not promote exloration.

20

FIGURE 48-TWO CONTRASTING CONDITIONS OF PUBLIC RIGHT OF WAY. (LEFT) OVERRUN WITH VEGETATION PREVENTS WALKING FURTHER. (RIGHT) OFFERS PANORAMIC VIEWS OF KENT DOWNS AONB

FIGURE 48-CHURCHES AND VILLAGE HALLS OFFER THE POTENTIAL FOR GREATER SOCIAL SUSTAINABILITY AS SPACES TO HOST SOCIAL EVENTS FOR NEW RESIDENTS.


CHAPTER 3 - SITE CONTEXT

Disabled Facilities Supermarket Sports Fields Play Areas Pubs Skate Park Post Office Library Medical Facility/GeneralPractitioner Nursery and School Firestation Train Station Bus Stops Church Village Hall/ Community Centre Footpath Restricted Byway Bridleway Site Boundary

500m

FIGURE 47- MAP OF FACILITIES ACROSS BOROUGH GREEN, PLATT, IGHTHAM, WROTHAM AND WROTHAM HEATH.

FIGURE 49- EXISTING BUS AND TRAINS OFFER A STARTING POINT TO OFFER GREATER SUSTAINABILITY, BUT NEED DEVELOPMENT IN ORDER TO ACCOMMODATE THE CAPACITY OF 300 NEW HOMES IN BORUGH GREEN GARDENS

FIGURE 50- BETWEEN PEDESTRIANS AND VEHICLES, THERE IS NO ROOM FOR CYCLE PATHS.

21


3.4

COMMUTING TRENDS

Borough Green is defined The definition of Borough Green as rural service hub requires a bus to come every hour. (Tonbridge and Malling Borough Council, 2007) The reality is worse with infrequent buses, most of which only operate on schooldays, as seen in fig. 05, resulting in this being one of the least used modes of transport. For those commuting out of Borough Green, the car offers the most convenient method of travel to areas of employment, such Maidstone and Seveonaks via the M26 and A25. As seen in fig. 51 the greatest distance travelled to work is between 10 and 20km, which is the distance from BG to Sevenoaks, Maidstone and Tonbridge; which identifies them as the most likely areas of employment.

Unemployed Borough Green: 31.7% England: 35.3%

Underground, metro, light rail Borough Green: 0% England: 2.6% Train Borough Green: 9.5% England: 3.5% Bus Borough Green: 1% England: 4.9% Taxi Borough Green: 0.4% England: 0.3%

Motorbike Borough Green: 0.6% England: 0.5%

Other methods Borough Green: 0.4% England: 0.4%

On foot Borough Green: 6.8% England: 6.9% Bicycle Borough Green: 0.5% England: 1.9%

Passenger in a car or van Borough Green: 2.6% England: 3.3%

Driving a car or van Borough Green: 42.5% England: 36.9%

FIGURE 51- STATISTICAL DATA SHOWING METHOD OF TRAVEL TO WORK FROM BOROUGH GREEN

Distance Travelled to Work 25 67

This distance is ideal for using Less than 2km more sustainable modes of transport such 2km to less than 5km as the E-bike. However, studies from the Netherlands have determined 5km to less than 10km that those with a strong habit of commuting by car (as to is less the than case20km 10km in Borough Green) are not likely 20km mode to less than to change to another of 30km transport, especially in lieu of a lack 30km to less than 40km of quality infrastructure (as seen in 40km to less than 60km section 3.3) and financial incentive (Kruijf, J. et al., 2018, Newson and Sloman, 2019). 60km and over

22

Working mainly at or from home Borough Green: 3.7% England: 3.5%

197

189

62

116 247

D

Less than 2km 2km to less than 5km

1

5km to less than 10km

346

10km to less than 20km 20km to less than 30km 30km to less than 40km

Less than 2km

2km to less than 5km

5km to less than 10km

20km to less than 30km

30km to less than 40km

40km to less than 60km

40km to less than 60km 60km and over

FIGURE 51- STATISTICAL DATA SHOWING DISTANCE TRAVELLED TO WORK FROM BOROUGH GREEN (NOMIS, 2011)

Less than 2km

116

10km

60km

20km to less than 30km

2km

30k


CHAPTER 3 - SITE CONTEXT

Chelmsford

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Study Area Greater London Kent Southeastern rail

(London to Ashford Intl. and Cantebury West via Maidstone East)

Eurostar line Southeastern Rail HS1 Coastal Southeastern lines from Ashford Intl.

3 Hours to Paris 2 Hours to Lille 3 Hours to Brussels

(Ashford to Dover Priory / Ashford to Margate)

10 km

FIGURE 52- BOROUGH GREEN’S CONNECTIVITY INTO THE WIDER SOUTHEASTERN TRAIN NETWORK

COMMUTING PATTERNS FROM BOROUGH GREEN TO WORK

COMMUTING PATTERNS FROM ELSEWHERE TO WORK IN BOROUGH GREEN

FIGURE 53- MAP ILUSTRATES CURRENT TRENDS IN COMMUTING - MAP DERIVED FROM SAME DATA AS FIG. 51

23


3.5

CIRCULATION AND ACCESS

As seen in fig. 57, there are high levels of congestion in and around Borough Green at peak times, resulting in higher pollution levels in the village centre (TMBC, 2019). Therefore, TMBC and KCC want to introduce a new relief road running through the project site. Relief roads generally promote segregation of users (Chartered Institution of Highways & Transportation, 2010) , demonstrating that despite the policies of local councils to promote sustainable travel (Kent County Council, 2018) , there is little effort to incorporate them into rural developments.

1

AREA ACCESSIBLE VIA EXISTING PUBLIC TRANSPORTAM 0800-0900 PEAK HOURS AREA ACCESSIBLE VIA EXISTING PUBLIC TRANSPORTPM 1700-1800 PEAK HOURS

FIGURE 54- MAP AREAS THEORETICALLY ACCESSBIBLE AT PEAK COMMUTING TIMES THAT CONNECT BOROUGH GREEN TO EMPLOYMENT AREAS.

Fig 55 illustrates that the percentage of people in the village that own more than one car is well above the national average. With this in mind, an independent traffic survey conducted for Borough Green Parish Council (2017) demonstrates the relief road with the addition of 3000 homes will not do enough to alleviate the high level of traffic. 2 Therefore, more sustainable models of development need to be adopted in order to encourage better access to public transport and reduce people’s dependency on cars. Malmo, Sweden has adopted such a model, developing ways in which people can physically and economically access sustainable transport across the city to travel to work or general travel (see section 5.3 3 for more information).

24

25.8%

42.2%

24.7%

5.46%

1.9%

15.3%

43.6%

30.2%

7.4%

3.5%

NO cars or vans in household

1 car or van in household

2 cars or vans in household

3 cars or vans in household

4 cars or vans in household

lsoa2011: E01024725/6 : Tonbridge and Malling 006C and D (%)

England (%)

FIGURE 55- STATISTICAL COMPARISON OF CAR OWNERSHIP IN BOROUGH GREEN TO ENGLAND

4


CHAPTER 3 - SITE CONTEXT

BOROUGH GREEN

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FIGURE 56- MAP OF CYCLE NETWORK ACROSS THE SOUTH-EAST. BOROUGH GREEN IS IN A VOID, DISCONNECTED FROM THE WIDER CYCLE NETWORK. Efforts should be made in phase 2 to enhance access to this wider network

8

RELIEF ROAD (AS PROPOSED IN TMBC LOCAL PLAN) SITE BOUNDARY TRAFFIC FLOW AT PEAK TIME FAST

SLOW

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FIGURE 57- MAP OF CONGESTION AT PEAK COMMUTING TIMES. ����

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CHAPTER 4

PLANNING POLICY CONTEXT


4.1

NATIONAL PLANNING POLICY

WROTHAM BOROUGH GREEN

WROTHAM HEATH FEN POND

RAIL LINE

BOROUGH GREEN

PLATT GREEN BELT

IGHTHAM

KENT DOWNS AREA OF OUTSTANDING NATURAL BEAUTY SITE BOUNDARY

500m

FIGURE 58- MAP OF GREEN BELT AND AONB DESIGNATIONS

13. Protecting Green Belt land Green Belt serves five purposes: a) to check the unrestricted sprawl of large built-up areas; b) to prevent neighbouring towns merging into one another e) to assist in urban regeneration, by encouraging the recycling of derelict land.

EVALUATION/ APPLICATION

The potential development of 3000 in the site risks joining the village of Borough Green with Platt, Wrotham Heath and Ightham. Phase 2 of the project will carefully consider ways to prevent this issue. The site is currently quarried; therefore, the project will be using brownfield land in green belt to negate the issue of Greenfield usage. However the development should continue to promote the openness of the green belt 26


CHAPTER 4 - PLANNING POLICY CONTEXT

4.2

LOCAL PLANNING POLICY

AEU3 Investment to secure sustainable, high quality, low impact and easy access, multiuser routes from towns and growth areas to the AONB will be pursued. SD4 A strategic...approach to both the adaptation to and mitigation of the impacts of climate change on the natural beauty and historic character of the Kent Downs, and its human consequences, will be pursued. SD8 Proposals which negatively impact on the distinctive landform, landscape character, special characteristics and qualities, the setting and views to and from the AONB will be opposed unless they can be satisfactorily mitigated.

EVALUATION/ APPLICATION

Further exploration of green infrastructures contribution to these factors can be explored in Phase 2 of the project.

Tonbridge & Malling Borough Council

ANNEX 1

Local Plan DRAFT

Regulation 19 Pre-Submission Publication June 2018

The new TMBC Local Plan is currently undergoing consultation and will replace all current local and development plans, but this project will assume that the plan is in full affect.

LP 19 Major development within the Principal Green Corridors … should… provides opportunities for habitat creation LP 23 … make the necessary contributions to the improvement of existing, and provision of new, transport schemes that lead to improvements in accessibility and give priority to the needs of pedestrians, cyclists, users of public transport LP 29- Strategic Site: Borough Green Gardens ...The masterplan needs to make provision for key pieces of infrastructure- a relief road as an integral part of the development – linking the A25 … to the A20. The development will be required to provide a wide range of opportunities for safe sustainable travel to Borough Green railway station and the centre of the settlement

EVALUATION/ APPLICATION

The Local Plan presents no demonstration of external thinking beyond ecological networks. Phase 2 could consider how the proposed relief road may help to contribute to wider active travel infrastructure. 27



CHAPTER 5

THEORIES


5.1

SUSTAINABLE COMMUNITIES

This research explores the practicalities of neighbourhoods and how they might be reimagined to achieve sustainable communities ,of achieving sustainable communities. The book outlines six key design principles that will be applicable to Phase 2 of this project. Increased densities Developing higher densities of built environments will encourage more active travel and the accessibility of public transport, as well as the provision of local employment and services Increasing local autonomy Servicing the needs of residents at a local level, encouraging self-sufficiency . For example increasing the opportunity for local facilities and services to stimulate local economies, local food growth, in-situ water management. Increasing choice and diversity Freedom of movement is essential for life. Therefore, in the design it is necessary to provide options for: Movement- enhancing permeability between neighbourhoods and access to multiple and more sustainable transport methods to prevent modal dominance Home- tenure, size and affordability to accommodate societies changing needs Work- option to work from home to small scale/ local businesses, with longer distances ideally covered by sustainable modes of transport Services-local services that facilitate social environments, such as schools and shops, within distances accessible by foot. Open spaces- optional scale from local play area to the countryside Responsiveness to Place Respecting the unique characteristics of the setting to enhance resilience of character (emphasised through planning policy, see section??) Connection and integration Integrating neighbourhoods together and into the wider environmental fabric to enhance association and creating multi-functional places Flexibility Design for change, in order to prevent stagnation and destructive redevelopment that is detrimental to an area 28

(Barton, 2000)


CHAPTER 5 - DESIGN THEORIES

5.2

LIFE BETWEEN BUILDINGS

Poor environments breed poor activity. Rich environments breed rich activities. Gehl (2011) explores the interaction of people with their environment and ways of generating activity that supports life. Four principles are proposed to achieve this: Assemble or disperse When activities assemble, it can encourage people to assemble. This can create the opportunity for experience through participation, in doing so social bonds form. The dispelling of activities is equally valid and can provide opportunities to offer peaceful respites between busier environments. Integrate or segregate Integrating functions can be key in avoiding monotony in urban environments as it can encourage a greater quantity and variety of activity for people. A similar principle is applicable to traffic, as the segregation of pedestrian and vehicular traffic leads to dull journeys. Woonerf allows vehicles but on pedestrian terms encouraging active use of the streetscape without the compromising its function as a street. To Invite or repel Incorporating transitional zones between public and private areas encourages porosity and movement between the two zones, in a residential setting this may often be a front garden. Visibility is also key in invitation, being able to see activity will motivate the viewer to join the activity. Creating destinations that offer attractive activities that people can find and participate encourages movement and incentives to explore their environment. To Open up or close in Making features/activities visible can make a significant contribution to the appeal of an environment. Opening up activities within buildings to the streetscape can allow the building to have a much more meaningful contribution to the environment. However, this should not be the case for all activities as some, such as swimming and young schools, may need to be private. This principle is also applicable to traffic, as areas not dominated by cars are more accessible for activity.

(Gehl, 2011)

29


5.3

Malmo, Sweden

ISSUES Malmo faces the issue of continued traffic queues and a growing population, both permanent (residents) and temporary (from commuter and tourists). Therefore, the city wanted to consider how best to proceed in order to create a more integrated and functional green city. To do this they produced a Sustainable Urban Mobility Plan (SUMP) to provide guidance for sustainable modes of transport that will allow people regardless of age, gender, socioeconomic background to have access to the city and its plentiful services.

EVALUATION/ APPLICATION The city of Malmรถ won the fourth Award on Sustainable Urban Mobility Planning; (European Mobility Week, 2020) Additionally, the goals for intermodal transport is now the basis for local plans, ensuring that sustainable transport is at the forefront of future developments. (Eltis, 2017) Whilst Malmo is a city and therefore not comparable to Borough Green, a rural village, the SUMP guidance offers a valuable model for encouraging access to sustainable transport methods by considering the human (not the vehicle) as traffic. By increasing the opportunity for pedestrian and cycle movement, the necesity for cars reduces, which in turn frees more space for human movement. The result being a modal share that offers a greater access to sustainble transport. 30

FIGURE 59- MAP OF MALMO DIVIDED INTO SUB AREASICONS IDENTIFY MODES OF TRANSPORT USED TO ACCESS EACH SUB-AREA (Malmo Stad, 2016, pg. 32)

PLANNING PROCESS As part of the actions pinpointed within the plan, sustainable commuting is as a key measure to encourage better accessibility to economic and social activity. To achieve this the guidance (2016) outlines the following: Construct new buildings in close connection to strong routes for public transport and bicycles. Employers should offer good bicycle parking facilities, changing rooms, flexible hours and subsidised public transport passes to reduce the need to own a car, or reduce the availability for free car parking. Shorter, more accessible and attractive commuting routes need to be provided between destinations in order to create more opportunity for commuting by bicycle. The promotion of electric bicycles could increase the attraction of commuting longer distances. Creating places that offer changing rooms, cycle storage, repair services along routes will allow people to change modes of transport to encourage commuting. The cost for high quality storage is part of the public transport ticket prices.


CHAPTER 5 - DESIGN THEORIES

FIGURE 60Public art installation, Malmo, Sweden, in car parking space turned cycle parking; demonstrating cities commitment of modal shifts to sustainable transport methods

31


32

Shared surface allows for active streetscapes, as well as reducing vehicular speed and offering access between cluster nuclei

Designed around vehicular movement = lack of semiprivate space and uncomfortable boundaries between public and private realms

Larger green space provides opportunity for multiple localities to engage in recreation

Clustering around play space provides locality- people visibly playing will motivate further activity from other residents. Residents interacting with each other will form social bonds and a greater level of social cohesion.

FIGURE 61- Street Design in Bicester Healthy New Town (Google Maps, 2019)

Bicester’s aim is to use population growth and a new development of 6000 homes to innovate with the built environment and provide new models of care to create a ‘Healthy Town’.

A systems based approach using community stakeholders acting under the lead of the local council is used to deliver appropriate change that benefits active and healthy living.


CHAPTER 5 - DESIGN THEORIES

5.4

BICESTER HEALTHY NEW TOWN NHS Statistics (2016/17) (Telegraph, 2018)

X

9 Million People

8 Million People Missed Appointments = £1 Billion

Sent home from A+E with advice Technological integration is used as part of the process to benefit care and wellbeing (NHS, 2018)

Taking advantage of digital technologies in modern life to promote…

Self-Diagnosis…

Self-Monitoring…

Self-Care through encouragement of physical activity and mental health support…

Encouraging new and existing communities to live actively (NHS, 2019)

Allowing Bicester to assess and deliver the best medical care for the community

‘Health Routes’ 3 new 5km walking loops have been introduced throughout the existing town that link the green spaces across the town to encourage physical activity. Additionally, ‘Bikeability’ courses have been made available to allow residents access to training that will help them cycle safely on roads.

Aerial View of Bicester New Town Expansion (Google Maps, 2019) Park network break the boundaries between new and exisiting residential areas, prioritising movement by foot or bicycle

EVALUATION/ APPLICATION Bicester offers an interesting model for community activation that encourages stakeholder participation so both existing and new communities gain access to care and better lifestyles. Existing town boundary FIG 61

Healthy new town boundary Green network (pedestrian movement)

Programme initiates such as Bikeability could be more pertinent in the context of Borough Green as there is limited space for introducing dedicated cycle lanes.

Vehicular movement

FIGURE 62- PLAN OF BICESTER HEALTHY NEW TOWN

33



CHAPTER 6

DESIGN PHILOSOPHY


34


CHAPTER 6 - DESIGN PHILOSOPHIES

6.1

SWOT ANALYSIS STRENGTHS •The site is in a prime commuter belt to major urban hubs such as Ashford, Sevenoaks, Maidstone, Tonbridge and London, with already established bus and train routes •Mature woodland belts and ponds on site provide a mature green backdrop to new development

WEAKNESSES •The train networks are already reaching capacity and new developments would continue to harm this •Dominance of cars within the existing village •The site is poorly connected to its surroundings •BG lacks larger services such as supermarkets which forces people to drive out of the village to shop

THREATS

OPPORTUNITIES •Sustainable transport methods suchas cycling, walking would put less strain on existing road networks and minimise pollution and noise levels •Integrating already sculpted landform from sand pits into the development •Creating new employment opportunities to reduce need for travel to nearby urban hubs •By introducing key BAP priority species into potential development the site could create and enhance ecological networks •Strategically breaking up existing urban form of BG along site boundary to encourage permeable street network and integration of new and existing communities.

•The development of 3000 units in the site has the potential of joining Borough Green with the surrounding rural villages of Wrotham. Wrotham Heath and Ightham, which would be detrimental to the rural character of the area •Large scale opposition of the development by local parish councils demonstrates a likely scenario of disassociation between new and existing communities •Potential risk of new development conflicting with openness of green belt •Lack of funding for new/enhanced public transportation links •Car-free living would put a strain on existing public transport networks •Selling car-free developments could take a long time and may only attract certain demographics •Continuation of mineral extraction on site and phasing of development over the next 20 years could result in fragmentation of communities and identity 35


6.2

VISION Borough Green Gardens will re-imagine the principles of the ‘Garden City’ to create a new vibrant eco-community; one that replaces society’s overdependence on cars through the promotion of sustainable transport and form part of a wider transport network that promotes healthier lifestylesbecoming A ‘Garden City’ fit for the Garden of England. The natural landscape setting will act as a catalyst for a new mixed-use development that encourages a participatory and active relationship between people and nature. As the development is programmed continue over the next 10-20 years, the project should consider how the scheme could progress and adapt to external factors such as climate change to encourage ecological and social resilience.

36


CHAPTER 6 - DESIGN PHILOSOPHIES

37


6.2

AIM & OBJECTIVES Develop ways to integrate the site into the wider environment that encourages sustainable travel •Creating more permeable street networks to encourage walking and cycling •Integration of new and existing public transportation systems •Providing new services and facilities within appropriate walking distances to reduce dependence on cars Creating a mixed - use residential community that positively encourages interaction •Providing 3000 units, as outlined in the TMBC Local Plan, including a diverse mixture of housing types and tenure as well as affordable and private accommodation to create a diverse community •Creating attractive residential and commercial areas that respect the local vernacular to provide a development that fits into the distinctive character of Kent and avoids the homogeneity of current modern developments. •Incorporating new high quality public realm that provides opportunities for shared activities and encourages social interaction •Creating spaces for food production Enhancing ecological corridors to form a greater green network •Integrate the development into a wider ecological network, through the introduction of BAP priority species and enhancement of existing woodland and hedgerows •Water sensitive urban design will help to enhance the environmental resilience of the development

38


CHAPTER 6 - DESIGN PHILOSOPHIES

6.3

ROLE OF THE LANDSCAPE ARCHITECT The role of the landscape architect within this project will be to analyse the site and develop a coherent mixed use residential scheme. Within the Planning and Design streams in Phase 2, the landscape architect will fulfil two roles: Landscape planner- the landscape planner will work at a larger scale to understand the wider connectivity of the site and implement strategies that provide a framework for he design stage. Urban designer / Landscape architect- The landscape architect / urban designer will be responsible for implementing the design strategies to create the forms and functions of the developement in a manner that promotes healthy and sustainable ways of living.

CLIENTS/ STAKEHOLDERS

FIGURE 63- PROJECT STAKEHOLDERS

39


REFERENCES- FIGURES

FIG 01- Borough Green Garden. (2019) Borough Green Gardens a sustainable and deliverable site [online image] Available from: http://boroughgreengardens.co.uk/ [Accessed 28th October 2019] FIG 02&3- GOV.UK. (2017) Final Emissions Statistics. [online] Available from: https://assets.publishing.service.gov. uk/government/uploads/system/uploads/attachment_data/file/776083/2017_Final_emissions_statistics_one_page_ summary.pdf [Accessed 13th January 2020] FIG 04- Author’s own illustration FIG 05- Google Maps. (2019) Google Satelite. [online] Available from: https://www.google.com/maps [Accessed 19th December 2019] Information sourced from: Bus Times. (2020) Borough Green Bus Stops. Available from: https://bustimes.org/localities/borough-green [Accessed 4th January 2020] FIG 06- Google Maps. (2019) Google Satelite. [online] Available from: https://www.google.com/maps [Accessed 19th December 2019] FIG 07,08 & 09- Howard, E., (2007), Garden Cities of To-Morrow, Routledge, London. Available from: ProQuest Ebook Central. [Accessed 17th January 2020]. FIG 10-Teynham Parish Council. (2020) Teynham History. [online] Available from: http://teynham.org/richard_ harrys.html [Accessed 5th January 2010] FIG 11- Kent Orchards. (2020) Story. [online] Available from: https://kentorchards.org.uk/heritage/story/ [Accessed 5th January 2020] FIG 12- Google Maps. (2019) Google Satelite. [online] Available from: https://www.google.com/maps [Accessed 19th December 2019] FIG 13- Digimap (2020) Historic Download. [online] Available from: https://digimap.edina.ac.uk/historic [Accessed 13th January 2020] FIG 14- Google Maps. (2019) Google Satelite. [online] Available from: https://www.google.com/maps [Accessed 19th December 2019] FIG 15- 27- Author’s own images FIG 28-Google Maps. (2019) Google Satelite. [online] Available from: https://www.google.com/maps [Accessed 19th December 2019] FIG 29-39- Author’s own image FIG 40- Google Maps. (2019) Google Satelite. [online] Available from: https://www.google.com/maps [Accessed 19th December 2019] FIG 41,42, 44- Information sourced from: OS Greenspace. (2019) OS Greenspace. [online] Available from: https:// digimap.edina.ac.uk/os [Accessed 21st January 2020], OS Environment. (2015) OS Environment. [online] Available from: https://digimap.edina.ac.uk/environment [Accessed 21st January 2020] FIG 43- Google Maps. (2019) Google Satelite. [online] Available from: https://www.google.com/maps [Accessed 19th December 2019] Information Sourced from: Tonbridge and Malling Borough Council. (2018) Green Infrastructure and Ecological Networks. [online] Available from: https://www.tmbc.gov.uk/__data/assets/pdf_file/0009/502200/GI_Ecological_ Network_update_report_final.pdf [Accessed 16th November 2019] FIG 45- Office for National Statistics. (2011) NS-SEC. Available from: https://www.nomisweb.co.uk/query/select/ getdatasetbytheme.asp?theme=75&subgrp=Quick+Statistics [Accessed 16th January 2020] Office for National Statistics. (2011) Age. Available from: https://www.nomisweb.co.uk/query/select/ getdatasetbytheme.asp?theme=75&subgrp=Quick+Statistics [Accessed 16th January 2020] Office for National Statistics. (2011) Sex. Available from: https://www.nomisweb.co.uk/query/select/ getdatasetbytheme.asp?theme=75&subgrp=Quick+Statistics [Accessed 16th January 2020] Office for National Statistics. (2011) Ethnicity. Available from: https://www.nomisweb.co.uk/query/select/ getdatasetbytheme.asp?theme=75&subgrp=Quick+Statistics [Accessed 16th January 2020]

40


REFERENCES

REFERENCES- FIGURES

FIG 46- Ministry of Housing, Communities & Local Government (2019). Indices of Multiple Deprivation. [online] Available from: https://dclgapps.communities.gov.uk/imd/iod_index.html [Accessed 15th January 2020] FIG 47- Google Maps. (2019) Google Satelite. [online] Available from: https://www.google.com/maps [Accessed 19th December 2019] FIG 48-50- Author’s own image FIG 51- Office for National Statistics. (2011) Method of Travel to Work. Available from: https://www.nomisweb. co.uk/query/select/getdatasetbytheme.asp?theme=75&subgrp=Quick+Statistics [Accessed 16th January 2020] FIG 52- Office for National Statistics. (2011) Distance Travelled to Work. Available from: https://www.nomisweb. co.uk/query/select/getdatasetbytheme.asp?theme=75&subgrp=Quick+Statistics [Accessed 16th January 2020] FIG 52- Author’s own illustration FIG 53- Datashine. (2011) Datashine Commute. [online] Available from: https://commute.datashine.org.uk/#mo de=allflows&direction=both&msoa=undefined&zoom=12&lon=-0.1500&lat=51.5200 [Accessed 16th January 2020] FIG 54- Travel Time. (2020) Travel Time Map. [online] Available from: https://app.traveltimeplatform.com/ [Accessed 20th January 2020] FIG 55- Office for National Statistics. (2011) Car Ownership. Available from: https://www.nomisweb.co.uk/query/ select/getdatasetbytheme.asp?theme=75&subgrp=Quick+Statistics [Accessed 16th January 2020] FIG 56- Ordinance Survey. (2020) OS Cycle Network. [online] Available from: https://osmaps.ordnancesurvey. co.uk/51.21671,0.65719,10 [Accessed 19th January 2020] FIG 57- Google Maps. (2019) Google Satelite. [online] Available from: https://www.google.com/maps [Accessed 19th December 2019] FIG 58- Google Maps. (2019) Google Satelite. [online] Available from: https://www.google.com/maps [Accessed 19th December 2019] Information sourced from: Department for Environment, Food & Rural Affairs. (2019) Areas of Outstanding Natural Beauty dataset. [online] Available from: https://environment.data.gov.uk/ DefraDataDownload/?mapService=NE/AreasOfOutstandingNaturalBeautyEngland&Mode=spatial [Accessed 28th October] Ministry of Housing, Communities and Local Government. (2017) English Local Authority Green belt dataset. [online] Available from: https://data.gov.uk/dataset/a6c492ba-5ff8-44d8-bbd8-025162f4b773/english-localauthority-green-belt-dataset [Accessed 28th October 2019] FIG 59- Malmo Stad. (2016) Sustainable Urban Mobility Plan. [online] Available from: https://malmo.se/ download/18.16ac037b154961d0287384d/1491301288704/Sustainable+urban+mobility+plan%28TROMP%29_ ENG.pdf [Accessed 15th January 2020] FIG 60- Scandification. (no date) A guide to Malmo. [online image] Available from: https://scandification.com/ guide-to-malmo-sweden/ [Accessed 10th January 2020] FIG 61- Google Maps. (2019) Google Street View. [online] Available from: https://www.google.com/maps [Accessed 19th December 2019] FIG 62- Google Maps. (2019) Google Satelite. [online] Available from: https://www.google.com/maps [Accessed 19th December 2019] FIG 63- Logos from: https://www.bgsp.co.uk/ https://www.hhcelcon.co.uk/ https://www.tmbc.gov.uk/ https://www. kent.gov.uk/ https://www.kentdowns.org.uk/ http://www.bartonwillmore.co.uk/ https://www. countrysideproperties.com/ https://www.sustrans.org.uk/ https://www.nhs.uk/ https://www. arrivabus.co.uk/ https://www.southeasternrailway.co.uk/

41


REFERENCES- TEXT

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APPENDIX A

BLUE NETWORK As demonstrated in the map (right) there are a number of small water courses that run through the site. The small scale of these water courses mean they do not pose any major flood risks, however new development and hard standing could potentially create more surface water runoff into the water courses. Therefore these waterways should be considered in a site wide SUDs strategy.

WROTHAM

WROTHAM HEATH FEN POND

BOROUGH GREEN

PLATT ON-GROUND SURFACE WATER NETWORK UNDERGROUND WATER NETWORK

IGHTHAM

UNKNOWN WATER NETWORK FLOOD ZONE 3 SITE BOUNDARY

500m

44

44


APPENDIX A

45



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