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North Kent
East Kent Triangle
Channel Corridor
West Kent
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Chapter 2
Chapter 4
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3.1 There are certain key elements of the planning and transport
strategy that need to be put in place across the whole county if
living standards are to be improved and the environment enhanced.
These include carefully considered investment in roads including
cross county routes, major improvements to the coastal rail network,
provision of Channel Tunnel Rail Link (CTRL) domestic train services
and tackling the issues of housing and employment on a county wide
basis. There are some issues, though, that need a different emphasis
in different parts of the county and for this reason this Chapter
sets out specific locational policies grouped together on the basis
of 4 sub areas:
- North Kent
- East Kent Triangle
- Channel Corridor
- West Kent
3.2 North Kent comprises the districts of Dartford, Gravesham
Swale and Medway Unitary Authority. Its mix of town and countryside
presents many opportunities for improving the local environment
and economy. Although this part of Kent and Medway contains some
areas of deprivation and poor quality urban environment there are
also many attractive residential areas, historic city and town centres,
picturesque rural settlements and large tracts of attractive countryside.
There are extensive marshland areas of international ecological
importance along the Swale, Medway and Thames estuaries.
3.3 In the 1980s and 1990s there were fundamental changes in the
local economy including the closure of Chatham Dockyard and the
decline of much manufacturing and port based industry. In the past
decade, however, there has been an increasing shift to the education,
pharmaceutical, high tech, financial and service sectors.
3.4 The Thames Gateway initiative, begun by Kent County Council,
the North Kent Districts and East London Boroughs in the 1980s,
has turned the area into a priority for national and regional regeneration
policy. This represents a major opportunity to improve both the
image and condition of the area. There is a considerable amount
of new development in place, with recent prestige projects including
the Darenth Valley Hospital, Bluewater and Ingress Park in Dartford
and Chatham Maritime in Medway. The majority of development has
taken place on previously used land although in certain parts of
North Kent where brownfield development opportunities are more limited,
some settlements, such as Sittingbourne and Iwade, have expanded
through the development of strategic greenfield sites.
3.5 Substantial improvements in infrastructure have included the
M2 widening and improvements to the A249. More is to come, including
a second Swale crossing, completion of the CTRL and Ebbsfleet station,
an enhanced public transport network ('Fastrack') and widening of
the A2. These in particular will provide a major boost to the pace
of development but it is also important for Kent and Medway to gain
the fullest possible use of the CTRL for domestic services. Transport
will continue to pose major challenges, including our dependence
on the motorway system. Better use of the rivers is possible but
can conflict with urban regeneration initiatives.
3.6 There has been concern that investment in community or social
infrastructure has lagged behind development. There are communities
in North Kent that have not benefited from the investment that has
taken place in the area. A key challenge in the future will be to
ensure that all sections of the community benefit from economic
development and social change. Major investment will be needed in
community facilities and services. Affordable and key worker housing
will be required to support local economic growth and to respond
to a strong housing market which has good and improving access to
London.
3.7 The scale of development proposed in North Kent offers unparalleled
opportunities to promote high quality, innovative and sustainable
forms of development strongly concentrated on previously used land.
The economic, social and environmental benefits of development can
be integrated and self-reinforcing. This might include projects
that provide a landmark for design quality, large scale community
facilities (such as a regional park), the integrated delivery of
public services/facilities, mixed use developments based around
new transport interchanges and major leisure, sporting and tourist
attractions. There is considerable scope to capitalise on innovative
forms of development such as industrial scale composting, renewable
energy plants and combined heat and power.
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Dartford and Gravesham
3.8 Situated within Dartford and Gravesham Boroughs, Kent Thameside
is one of the two principal hubs for development identified in RPG9a
for the whole Thames Gateway. It will be focused upon major areas
of previously used or damaged land. Achieving development of the
right form and quality here will be one of the keys to ensuring
the success of regeneration across the wider Thames Gateway. The
scale and close proximity of these locations provide a unique opportunity
to introduce a pattern of development which provides for higher
density, improves the environment and makes good use of public transport.
Optimising the potential of these areas will depend upon the provision
of an enhanced public transport network ('Fastrack') and a major
upgrade of community facilities and services.
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3.9 The level of traffic on the existing motorway and trunk road
network means that air quality in parts of Kent Thameside is, at
times, already poor. The amount of development proposed requires
that if air quality is not to deteriorate further and, indeed, improve
the range of measures planned under Policy NK1 must all be brought
forward and phased appropriately. Certain sites are also close to
or within areas of flood risk. Development proposals will need to
demonstrate that they meet the provisions of policies in this Plan
in respect of air quality and prevention of flood risk.
3.10 Strategic policy seeks to ensure that regeneration benefits
existing communities, particularly marginalised ones, creating job
opportunities and providing new community facilities and services.
This will require backing from Government and its agencies, and
a comprehensive investment programme which brings together both
public and private sectors. The intention is to preserve the open
countryside and the Metropolitan Green Belt to the south of the
A2 and to the east of Gravesend.
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Policy NK1:
At, and between, the principal urban areas of Dartford and
Gravesend/Northfleet major mixed use developments based on
previously developed or other damaged land will be comprehensively
planned, including appropriate measures to integrate new development
with existing communities, and phased in conjunction with
the provision of new highway and public transport infrastructure,
community services and facilities, and air quality management
initiatives.
Provision will be made for a bus-based public transport network
(Fastrack) linking Dartford and Gravesend town centres, Bluewater
and the main Strategic Developments identified by this Plan.
Opportunities for enhancing the economic, leisure, amenity
and transport potential of the River Thames will be identified,
including safeguarding of deep-water facilities and associated
land at Northfleet Riverside.
A network of open land and green spaces ('Green Grid') will
be identified and provided to link major areas of open space
with the Thames and with existing and new communities.
Proposals for the main Strategic Developments should contribute
to enhancing the quality of the built, open and natural environment,
including provision of elements of the Green Grid, and support
a pattern, form and density of development that reflects accessibility
to existing and planned public transport provision.
Strategic Developments will include those at:
(a) Ebbsfleet Valley as the location for development
of a combined domestic and international passenger station
on the Channel Tunnel Rail Link, a new business centre,
major residential development and community facilities.
Development should reflect a high standard of civic design
and landscaping and be integrated with new and improved
transport networks including Fastrack and Crossrail
(b) Eastern Quarry for a series of linked and integrated
communities with an emphasis on housing provision, together
with social and community facilities and business development
to be developed in accordance with a Master Plan and serviced
by a new public transport network (Fastrack);
(c) North Dartford, to the west of the A282 for
business, housing, leisure and recreation uses;
(d) Crossways Business Park, to the east of the
A282, for continued mixed commercial development involving
office, industrial and distribution uses;
(e) Swanscombe Peninsula (East and West), within
Dartford, for a new mixed use community, predominantly for
housing, taking full account of the area's relationship
with the River Thames, the Channel Tunnel Rail Link, other
physical constraints to development including ground conditions
and flood risk and integrated with an enhanced public transport
network;
(f) Gravesend/Northfleet Riverside and North East
Gravesend involving the reuse of redundant previously used
land and premises.
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Medway
3.11 Urban renaissance will be accelerated particularly through
the regeneration of the Medway Waterfront and the renewal of poor
quality housing. Medway Waterfront is a series of large-scale inter-linked
brownfield development sites along the River Medway. It includes
Chatham Centre and Waterfront and the adjacent Rochester Riverside
and Chatham Maritime. Chatham with its outstanding river frontage
and historic location should become Medway's new city centre and
cultural heart. This will require support for major new public transport
provision, new employment and cultural, tourism and service uses.
The aim is to turn Chatham Centre and Waterfront into a thriving
city centre devoted to living, working, learning, shopping, leisure
and culture.
3.12 The urban area will be the focus for the majority of Medway's
development needs and there should be no outward expansion that
conflicts with strategic restraint policies. The role of substantial
areas of potentially surplus defence land at Chattenden/Lodge Hill
has been identified in supplementary Regional Planning Guidance
and this Plan provides for a new, village scale mixed use community
in this area in the period to 2016 and beyond.
3.13 Priorities include completing improvements to the A228 together
with providing rail access to the regionally significant port of
Thamesport. Such improvements are important to take forward strategic
scale industrial and commercial land allocations involving previously
developed land at Grain and Kingsnorth and the way they link with
the Medway urban area and Chattenden/Lodge Hill.
3.14 Although Medway has the largest labour force in Kent, many
people commute to London for work. There is a continuing need to
support local economic development and the growth of higher value
added economic activity. The development of the technology and knowledge
sectors will be encouraged at Rochester Airfield, Chatham Maritime,
and Chattenden/Lodge Hill.
3.15 Growth of the Higher and Further Education sectors will be
promoted, including support for a full-scale university campus in
Medway. The establishment of the Universities at Medway partnership
will bring 6000 additional higher education places to Medway, broadening
the range of opportunities available for local people and bringing
associated benefits to the economy.
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Policy NK2:
Proposals to regenerate Medway should focus upon the Medway
Waterfront including central Chatham, Rochester Riverside
and at Strood.
Expansion beyond the Medway urban area to meet development
requirements should be concentrated at a new, mixed-use community
at Chattenden/Lodge Hill.
Development for the Higher and Further Education sectors
including a full-scale university campus, will be supported.
Provision will be made for the technology and knowledge sectors
at Rochester Airfield, Chatham Maritime and Chattenden/Lodge
Hill.
Completion of improvements to the A228 together with rail
access improvements to support growth of Thamesport and industrial
and commercial development at Grain and Kingsnorth will be
promoted.
Major new town centre investment at Chatham on a scale appropriate
to one of the region's principal urban centres will be supported,
particularly in relation to new public transport capacity,
employment provision, retail, cultural, tourism and leisure
facilities.
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Swale
3.16 Swale will continue to play a significant role in the Thames
Gateway but there will be a stronger focus on development and improvements
in Sittingbourne and Sheerness. Most new housing in Swale should
be provided at the principal urban areas of Sittingbourne and to
a lesser degree Sheerness/ Queenborough/ Halfway/ Minster. A Second
Swale Crossing is critical to the regeneration of Sheppey. At Faversham,
situated between the eastern end of the Thames Gateway and the coastal
towns of the East Kent Triangle, the policy is to conserve its historic
environment and contain peripheral growth. Improving local job opportunities,
greater self-sufficiency for the town and meeting housing needs
in a manner commensurate with the urban housing capacity of the
area are prime considerations although the scale of land committed
for employment use, and reliant upon greenfield land, is substantial
and warrants review.
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Policy NK3:
Within the Thames Gateway part of Swale measures to support
economic regeneration and diversification at Sittingbourne
and Sheerness/ Queenborough will be pursued. Provision of
the A249 Second Swale Crossing and the Sittingbourne Northern
Relief Road (linking the A249 with the A2 to the east) are
prime requirements for this. Other strategic provisions include:
(a) opportunities for mixed business, industrial and
distribution and residential development already identified
at Ridham/Kemsley;
(b) expansion of the port of Sheerness in accordance
with Policy TP22;
(c) completion of the strategic expansion of Iwade
for c.1200 dwellings (including the initial phase previously
allocated through the Swale Local Plan). Provision for development
should ensure no infringement upon areas of wildlife importance
or on high quality agricultural land and maintain separation
between Iwade and Sittingbourne;
(d) mixed-use urban expansion at North East Sittingbourne
(including land currently allocated through the Swale Borough
Local Plan) in conjunction with the definition and phased
provision of the Sittingbourne Northern Relief Road from its
link with the A249. Provision for development should avoid
infringement upon areas of wildlife importance and minimise
the call upon high quality agricultural land;
(e) expansion of the Sittingbourne Research Centre
as an innovation hub.
At Faversham conservation of the historic environment remains
the prime consideration.
Peripheral growth of Faversham for residential development
is not envisaged. Improvement of local employment opportunities
will be pursued but should incorporate a review of the scale
and location of previous commitments which remain unimplemented
with a view to rationalisation, consideration of alternative
site provision and husbanding of land in established employment
uses.
Within this framework full and effective use should be made
of development capacity within the town providing for a balance
of business, commercial and residential development with particular
attention paid to meeting locally based needs for housing.
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North Kent
East Kent Triangle
Channel Corridor
West Kent
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3.17 East Kent includes the area now known as the East Kent Triangle
which is made up of the Districts of Canterbury, Dover and Thanet.
This is an area of generally very high quality landscape and includes
the historic city of Canterbury, the historic town of Sandwich and
the principal urban areas of the Thanet towns, Dover, Deal and Herne
Bay/Whitstable.
3.18 Parts of the area have persistent high levels of unemployment
which reflect structural changes to the economy following job losses
in the ports and former coalfield and the decline of traditional
seaside tourism. There are significant disparities in average wage
levels between this area and West Kent. Some coastal towns are characterised
by low property values, lower cost (but often poor quality) accommodation
and seasonal and/or low skill employment. These towns have seen
an increase in the proportion of vulnerable people, many dependent
on benefit, living locally and a spiral of deprivation.
3.19 A number of recent changes are helping to improve the area's
overall image as well as its accessibility. Investment in East Kent
has included: the expansion of the pharmaceutical industry in the
Sandwich Corridor at Richborough; growth in the Higher/Further Education
sectors in Canterbury and Thanet; major road improvements including
the £100m scheme for the Thanet Way; major retail projects
in Canterbury and at Westwood in Thanet; and seafront regeneration
schemes.
3.20 Alongside this investment Kent County Council's Public Service
Agreement with the Government focuses on reducing welfare dependency
and bringing about social regeneration in East Kent. Together with
the investment in physical infrastructure this will help to turn
around public perceptions of East Kent and allow it to capitalise
on its opportunities and build on its strengths. Much has been done
to improve road access to, and within, the area but there are outstanding
requirements to upgrade water supply, wastewater treatment and power
supply.
3.21 Improving the East Kent economy means more work on raising
skills, encouraging the pharmaceutical industry to invest further
and capitalising on a reinvigorated tourism sector. The prospective
expansion of Manston Airport provides further investment potential.
East Kent's close and convenient access to continental markets is
a further asset. Provision of CTRL domestic rail services to East
Kent, with the consequent reduction in journey times, would assist
in extending opportunities and encouraging regeneration.
3.22 Upgrading the quality of the environment to support these
efforts is important in parts of East Kent. Prospective environmental
enhancements include a new Regional Conservation Park located around
the Stour Valley and Wantsum Channel, a network of green open spaces,
and improvements to degraded landscapes on the urban fringe of towns
such as Whitstable and Herne Bay.
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Canterbury
3.23 The City of Canterbury is the predominant retail, cultural
and educational centre within East Kent and a principal focus for
professional services. Its education and cultural sectors represent
a potential catalyst for growth. The further and higher education
sectors in the City should be fostered by expansion of its universities
and colleges. This should include providing accommodation suitable
for an expanded student population. Diversification of the Canterbury
economy should be pursued through support for business and research
activity that has links with the Higher Education institutions in
the city. To this end, land should be released at Canterbury to
support knowledge and technology uses linked to the education sector.
Further investment is required in the cultural sector, in new hotels
and new office accommodation that is capable of supporting diversification
and regeneration of the urban economy.
3.24 The city currently depends on a large net inflow of commuters
to support the level of jobs in the area. Increasing housing capacity
within the city through fuller use of previously used land should
help to reduce the dependence upon car based travel to work. A range
of sustainable transport initiatives should tackle road traffic
pressures associated in large part with the number of commuters,
shoppers and tourists who visit the city. Herne Bay and Whitstable
have experienced significant housing expansion in recent years but
the emphasis at the coastal towns should now be on realising capacity
for housing within the urban area and securing a better local balance
between housing, population, jobs and facilities. With continuing
priority attached to regenerating the coastal towns there needs
to be a ready supply and choice of land both for local firms and
for inward investment.
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Policy EK1:
At Canterbury the location of new development will be governed
by the need to conserve the built environment and setting
of the historic city.
Expansion of the Further and Higher Education sectors in
Canterbury will be supported. Knowledge and technology uses
linked to this sector will be encouraged, initially through
the identification of a site not exceeding 10 hectares.
Proposals for major cultural facilities and high quality
tourism accommodation in, or with good access to, the city
centre will be encouraged. New office accommodation contributing
to diversification of the economy and urban regeneration will
be promoted in the city.
The transport strategy for the City of Canterbury will be
reviewed to bring forward further initiatives to provide for
enhanced public transport and facilities for cycling and walking
as alternatives to the use of the car. At Herne Bay/Whitstable
it is strategic policy to enhance and diversify the local
economy. A site, or sites, providing up to 10 hectares at
Herne Bay/Whitstable for the relocation and expansion of local
firms and inward investment, should be identified.
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Dover
3.25 Strategic policy for Dover centres upon economic growth and
the regeneration of the town and the former coalfield areas. The
innovation hub based on pharmaceuticals research and development
in the Sandwich Corridor will play an important role along with
bringing forward strategic employment land at Dover. Development
proposals should be brought forward to capitalise on the opportunities
afforded by Dover's European gateway role, including those at the
port. The regeneration of the former coalfield area remains a strategic
priority but the isolated nature of the former colliery sites makes
large-scale intensive development inappropriate. Some provision
is made for release of land for housing post 2006 in areas accessible
to the Sandwich Corridor. These aims for the District will need
a range of transport improvements to support them.
3.26 Aylesham is an established location for strategic expansion
involving up to 1000 dwellings together with job opportunities and
community services and infrastructure. This development will contribute
to wider housing provision for East Kent. Aylesham is reasonably
close to Canterbury and has a rail connection to it. The development
planned will offset some of the restraint on housing development
applied to the neighbouring District. Development at Aylesham will
also help the existing substantial community to be more sustainable.
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Policy EK2:
Development in Dover should strengthen and diversify its
economy and promote environmental enhancement. This will include
support for the innovation hub based on pharmaceuticals research
and development in the Sandwich Corridor at Richborough, implementation
of strategic employment land at Dover (White Cliffs Business
Park) and appropriate expansion and diversification of the
port of Dover.
Proposals supporting the regeneration of the former East
Kent Coalfield sites primarily involving the provision of
new employment and recreational uses should be continued.
The mixed-use expansion of Aylesham, incorporating provision
for up to 1,000 dwellings by 2016, is supported.
The housing provision for Dover District (Policy HP1) includes
300 dwellings for the post 2006 period to be accommodated
at a location, or locations, that can support, and offer good
accessibility to, business growth to the north of Sandwich.
Improvements to transport infrastructure and accessibility
should include early implementation of the East Kent Access
proposals in the A256 corridor, A2 improvements between Lydden
and Dover, rail access to the port of Dover, and rail infrastructure
and service improvements between Dover and Canterbury, Thanet,
and Ashford.
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Thanet
3.27 Strategic policy continues to seek employment-led regeneration
for Thanet. A better balance between housing and jobs is required
to reduce commuting out of the area and address the needs of deprived
communities. The significant growth in new homes proposed should
be phased and depend upon evidence that the local economy is generating
new jobs to accompany growth in the resident population. Established
strategic policies mean that there is a generous supply of employment
land already committed. Transport improvements, notably the dualling
of the Thanet Way linking to the M2/A2 and the Ramsgate Harbour
Access Road, have improved the accessibility of the area. Thanet
now needs better rail infrastructure and services including the
provision of high-speed domestic services on the CTRL from/to Ramsgate
via Ashford.
3.28 Tourism and culture can play an important role in regenerating
the existing towns of Ramsgate and Margate in particular. The proposed
Turner Centre in Margate is a flagship project in this regard. There
is potential for Manston Airport to attract significant inward investment
through major expansion for both freight and passenger services.
A new mixed-use town centre will be provided at Westwood, which
is already a major retail destination. A new Strategic Development
Location for housing beyond 2006 is also proposed for the Westwood
area. This is close to the new town centre and to substantial land
previously allocated for business development and is within the
principal transport corridor linking Margate and Ramsgate. Phasing
will be dependent on the outcome of detailed assessments of urban
housing capacity in the Thanet towns. Examination of Westwood should
also consider the housing provisions required by this Plan in Thanet
beyond 2016.
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Development in Thanet must address the long standing economic
and social problems of the area by strengthening and diversifying
the local economy and employment base.
Proposals for growth in Thanet should provide a better balance
between housing and employment by enhancing the rate of inward
investment in the economy. As a key catalyst for economic
growth the expansion of Manston Airport for passengers and
freight will be supported including the development of new
terminal and freight handling facilities.
Developments which will contribute to the regeneration of
the central and seafront areas of Ramsgate and Margate, including
cultural and tourism-related proposals, will be supported.
This includes initiatives for Ramsgate Waterfront and Margate
Old Town.
A new town centre for Thanet at Westwood will involve mixed
use retail, service and leisure uses and a new public transport
interchange, and be developed predominantly on previously
used land.
A Strategic Development Location of up to 1,000 dwellings
for the post 2006 period, adjoining the urban area at Westwood,
should be defined and phased through the Local Plan/Local
Development Document.
Improvements to infrastructure will be required to support
economic growth and improve accessibility, including East
Kent Access (within the A256 and A253 corridors), rail infrastructure
and service improvements between Thanet and Canterbury, Dover,
Ashford and London and an eventual direct rail link to Manston
Airport.
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3.29 The Channel Corridor comprises the three central districts
of Ashford, Maidstone and Shepway. It is an area of varied economic
and environmental characteristics united by the communications corridor
of the M20 and the existing international passenger and freight
railway line between London and the Channel Tunnel. The area extends
from the outer edge of Metropolitan Green Belt through to the coast.
3.30 Although not widespread, social deprivation is an issue across
the area. In general Shepway suffers the highest levels, particularly
in the northern and central wards of Folkestone, where indicators
of social exclusion include poor quality private rented housing
stock. There are also deprived communities on the outskirts of Ashford
and in South Maidstone. Some rural wards suffer higher than average
levels of deprivation, made worse, in the case of Romney Marsh,
by their remoteness.
3.31 The relationship between the principal urban areas of Ashford
and Maidstone and the rest of the sub-area will become increasingly
important. Ashford has long been identified for significant growth,
through successive Kent Structure Plans, and the town is now one
of the regional growth areas identified by Government in its Sustainable
Communities Plan. Implementing the recommendations of the Ashford's
Future Study will have significant sub-regional implications and
the strategy must not be allowed to prejudice growth and regeneration
in neighbouring districts including those within the East Kent Triangle.
3.32 Maidstone (along with the Medway Gap area in West Kent) occupies
a central location within Kent. Housing, labour markets and patterns
of movement transcend administrative boundaries in this area. Maidstone
is the County Town of Kent, a sub-regional shopping, employment
and service centre.
3.33 There is a continuing need to capitalise on the economic opportunities
afforded by growth at Ashford and the area's gateway role associated
with the M20, the Channel Tunnel and the Channel Tunnel Rail Link
international and domestic services. All parts of the community
including those currently suffering deprivation should benefit.
If the area is to fulfil its national role as a gateway whilst securing
essential community development and economic change, there will
be a need to increase capacity for the M20 west of Maidstone and
improve access to the motorway, through a series of junction improvements
and the removal of constraints such as those caused by Operation
Stack in the Ashford area. Sustainable transport links will also
be needed particularly to deal with the level of growth envisaged
for Ashford.
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Ashford
3.34 Ashford is recognised as a regional focus for growth both to
help stimulate inward investment to East Kent and to assist in addressing
the region's wider employment and housing needs. Despite a generous
supply of employment land the rate of recent housing development
has outstripped local economic performance. In coming years there
will be additional labour market pressures caused by improved rail
commuting capacity and faster rail journey times to London following
completion of the Channel Tunnel Rail Link in 2007. Targets for
employment growth under 'Ashford's Future' are ambitious and if
housing and employment are to be more balanced a step change in
recent investment levels will be required supported by a boost in
vocational skills provided by the town's Further Education sector.
3.35 If the exceptional scale and pace of growth at Ashford envisaged
by the 'Ashford's Future' study is to be achieved a number of constraints
need to be tackled and essential improvements secured ahead of housing
or other growth. The local authorities need central Government to
enable them to finance the community infrastructure required to
support the accelerated growth which is envisaged. This includes
major renewal and upgrading of the town centre and its environs
plus improvements to transport infrastructure and community facilities
in the town. Disadvantaged areas of Ashford must share in economic
and community improvements.
Environmental management measures will also be important to securing
sustainable growth, for example design standards for new development
that provide for conservation of water resources.
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Policy CC1:
Ashford is identified as a regional centre for growth. The
location and phasing of development will be comprehensively
planned. Expansion will be focused on high quality and sustainable
developments in and around central Ashford and, where further
greenfield development is required, in an arc to the south
of the town.
Early measures to improve the public realm and quality of
life in Ashford should include major investment in educational,
cultural, retail, leisure, convention and community facilities.
Provision will be made for up to 40 hectares of additional
land for business development to meet requirements beyond
2011.
Major investment in physical infrastructure, social and community
facilities, public transport enhancement, other sustainable
transport initiatives and environmental management will be
required to support the growth in residential and business
development proposed and the existing community. This will
include:
- Enhanced junction capacity on the M20 at or near Junction
10 (and, in the longer term, at Junction 9);
- Quality bus corridors, Park and Ride facilities and a
new centrally located bus interchange possibly linked to
the International Passenger Station;
- Measures to manage flood risk in the Stour Valley including
surface water drainage improvements;
- Provision for sustainable management of water resources,
including facilities for increasing water supply and the
treatment of wastewater in conjunction with the maintenance
of water quality standards.
- An enhanced network of water and public greenspaces.
An assessment will be undertaken to examine the potential
role of new transport links between the A2070 and the A28
to the south west of the town.
Following masterplanning of Ashford's growth, Local Development
Documents should identify the outer limit of Ashford's planned
expansion and measures to:
(a) protect the open countryside in the M20/A20
corridor towards Folkestone; and
(b) maintain the separate identity of rural settlements
around an enlarged Ashford urban area
In the rest of Ashford Borough the principal planning policy
will be to protect and enhance the character of the countryside
and the rural setting of its towns and villages.
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Maidstone
3.36 The role of Maidstone as the County Town will be underpinned
through major new retail, cultural and community uses. The town
remains the centre for administrative, judicial, and financial services
in the county and the range and quality of retailing in the town
centre will be enhanced through the Fremlin Walk development. Central
Maidstone has an important role to play in supporting diversification
of the local economy and enhancing the quality of the area as an
employment centre. Continued restraint to preclude net additional
release of greenfield land for economic development in the Maidstone
area remains appropriate in view of a tightening labour market and
the greater restraint now applied to housing provision. However
some substitution between existing and new allocations would be
appropriate, in line with Policy FP1 (e) to secure a supply of attractive
land for economic development that has both good accessibility to
the labour market of Maidstone and the national and strategic road
network.
3.37 The Strategic Gap, originally designated in the 1996 Structure
Plan, between Maidstone, the Medway Gap and Medway will be retained
in order to maintain the separation of these urban areas. Areas
of landscape importance limit the growth of Maidstone to the north
and north west, particularly to the north of the M20, whilst extensive
areas of high quality agricultural land lie to the east and south
of the Maidstone urban area. The priority will be to make best use
of urban capacity and to utilise opportunities for regeneration
within central Maidstone for redevelopment, re-use and more intensive
use of land near to town centre services and public transport. Transport
improvements will support these priorities and allow better traffic
management, provide opportunities for environmental enhancement
and improve accessibility for communities to the south of Maidstone.
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Policy CC2:
Proposals for new office and residential uses should focus
on the centre of Maidstone to provide close integration between
employment, housing and public transport facilities. Proposals
to enhance and broaden the town centre's retail, leisure,
tourism and cultural draw will be supported. Transport improvements
to support these initiatives will include the A229 Upper Stone
Street contraflow and All Saints Link.
No large-scale release of greenfield land for housing will
be provided beyond land already allocated for built development
in the Maidstone Local Plan.
Any re-appraisal of land provision for economic development
at Maidstone should not:
(i) involve net additional release of greenfield
land above land allocated or permitted for such purposes
at 2001;
(ii) undermine the principal role of the Strategic
Gap in separating north Maidstone, as defined by the M20,
from the Medway Towns urban area and the north western edge
of Maidstone from Aylesford/Ditton;
(iii) prejudice the role of the North Downs Special
Landscape Area in protecting the foreground of the North
Downs Area of Outstanding Natural Beauty.
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Shepway
3.38 The policy for Shepway seeks to regenerate Folkestone in order
to improve its shopping, service and residential functions, strengthen
its role as a tourist resort, attract further investment into the
town and address the needs of socially disadvantaged communities.
Redevelopment of the harbour and seafront for a mix of uses, but
incorporating a major residential element, will make a substantial
contribution. Alternative uses for the port area should be considered.
Some further provision of employment land to maintain a choice of
sites for inward investment and new enterprise is proposed where
well-related to the Folkestone/Hythe urban area or New Romney as
the key rural service centre for the Romney Marsh area.
3.39 Expansion of the Folkestone/Hythe urban area is limited by
the proximity of the North Downs AONB. As a precaution against long
term flooding risk significant additional residential development
on Romney Marsh should be avoided. The strategic expansion of Hawkinge
for residential and employment use, will be completed within the
settlement boundary previously defined through the Shepway Local
Plan and will depend on completion of the A260 Hawkinge Bypass.
Measures to stimulate the rural economy and strengthen the role
of the service centres at New Romney and Lydd should be pursued.
The potential to maintain and improve facilities at Lydd Airport
and Folkestone Racecourse should be investigated.
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Policy CC3:
Proposals which assist in regenerating Folkestone, including
improvement of its shopping, service and tourism functions
will be supported. Provision for mixed-use regeneration of
the harbour and seafront should incorporate a major residential
element and consider opportunities for alternative uses of
the port.
The strategic expansion of Hawkinge should be completed on
the basis identified in the Shepway Local Plan with no further
major development on the Downs. Provision for up to 20 hectares
of additional land for business should be identified and be
well-related to the Folkestone/Hythe urban area or New Romney.
Proposals to strengthen the rural economy of Romney Marsh
should be concentrated at New Romney and/or Lydd. Elsewhere,
protection of the environment and countryside will be foremost.
Proposals to retain and strengthen the current uses at Lydd
Airport and Folkestone Racecourse should be pursued.
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North Kent
East Kent Triangle
Channel Corridor
West Kent
KMSP Home
Contents
Chapter 2
Chapter 4
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3.40 West Kent (Sevenoaks, Tonbridge & Malling and Tunbridge
Wells) is the most prosperous of the four sub areas. It is economically
important for the county as whole but is also subject to long-standing
restraint through the Metropolitan Green Belt and important landscape
designations. The area is characterised by attractive countryside,
good quality housing, low unemployment, a shortage of labour and
a high dependence on commuting to work outside Kent, particularly
central London. Employment growth over the past decade has been
relatively strong despite the lack of major new sites for business
development. These have been largely confined to the Tonbridge and
Malling area (notably Kings Hill). Despite the general economic
strength of the area there are pockets of social disadvantage in
settlements such as East Malling, Snodland, Edenbridge and Swanley.
3.41 Constraints on greenfield development coupled with strong
housing markets and land values have resulted in substantial reinvestment
in the fabric of the principal urban areas to meet housing demands.
In some instances this has meant the loss of existing employment
land. Key workers have faced difficulties in entering the housing
market because of the high costs involved. In many instances the
pattern of housing and job markets does not follow local administrative
boundaries. Some rural communities are remote and lack services
or facilities and excessive levels of commuting can be detrimental
to community life. The legacy of the cement industry and redundant
institutional land available in the eastern part of the area provide
significant opportunities for regeneration and recycling of previously
used land.
3.42 Strategic policy for West Kent seeks to optimise economic
performance in a sustainable manner without any strategic release
of Green Belt land. This will rely strongly on making the best use
of land for housing in the principal towns and rural service centres,
while protecting existing employment land, particularly where it
is in central, accessible locations within those settlements.
3.43 Growth will focus upon a few key strategic sites. These include
several innovation hubs where links between research and business
are promoted and which provide an opportunity for Kent to increase
its share of regional economic inward investment. Some existing
developed sites within the Green Belt, such as company headquarters,
may offer redevelopment or other opportunities for optimisation
of use. In such cases the existing built footprint will be important
in establishing the future scale of development.
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Policy WK1:
In the West Kent Districts of Sevenoaks, Tunbridge Wells
and Tonbridge and Malling:
(a) there will be no release of land from the Metropolitan
Green Belt to meet strategic requirements and no major release
of additional greenfield land beyond land committed at 2001
for residential or business development;
(b) in seeking to make the best use of land within
the principal urban areas for housing the local planning
authorities should make provision to safeguard existing
and/or new employment land for more intensive (office) employment
uses at locations in, or close to, the town centres of the
principal urban areas.
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Sevenoaks
3.44 Diversification of the Sevenoaks economy through tourism and
leisure together with development in the knowledge and technology
sectors associated with defence research will be pursued. The emphasis
will be to maintain and secure a sustainable balance of job opportunities
and housing in order to reduce the need to travel/commute. This
will be done in a manner compatible with the District's position
lying wholly within the Metropolitan Green Belt. There will be a
particular focus on providing key worker housing to meet the needs
of the local economy. The viability of Sevenoaks and Swanley centres
should be secured through enhancement of the quality of their retail
and other consumer services.
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Policy WK2:
Within Sevenoaks District the scale of new housing development
reflects its location wholly within the inner Metropolitan
Green Belt, the relatively small scale of the principal urban
areas of Sevenoaks and Swanley and the character of their
built environments.
Fort Halstead is identified as a prospective business cluster
associated with its established role in defence related research.
Proposals to expand technology and knowledge activities will
be supported subject to the provisions of policy FP4.
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Tonbridge and Malling
3.45 The Strategic Development Locations identified for Tonbridge
and Malling under earlier Structure Plans have been reviewed. Changes
include:
- Commitment to a mixed-use new community at Kings Hill remains
but its land use mix should be reviewed to provide for a greater
residential element (some 750 additional homes) and business floorspace
reduced to 186,000 sq. metres. This will ease labour market pressures,
help to reduce demands elsewhere for additional housing land and
further improve the balance between residential and business use
within the development;
- The provision for development on the East Bank of the Medway
during the timescale of this Plan is limited to a new community
provided on previously developed land at Peters Pit. Undeveloped
land beyond this is to be included in the Strategic Gap between
the Medway Gap urban area and Maidstone which is retained to prevent
coalescence of these urban areas.
3.46 This Plan also identifies innovation hubs at Kings Hill and
HRI East Malling. At East Malling proposals relating to the land
based industrial sector will need to pay due regard to prevailing
policies of restraint applicable to greenfield land.
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Policy WK3:
Within Tonbridge & Malling Borough, housing and employment
growth will be concentrated at the following strategic development
locations:
- Kings Hill for continued development of a new mixed-use
urban community involving phased development of a campus
style business park, major residential development and associated
social and community facilities. A revised mix of land use
to reduce B1 employment provision and increase the housing
element will be pursued;
- Holborough Quarry, to the north of Snodland and west of
the A228, principally for housing and associated social
and community facilities;
- Leybourne Grange, to the south of the M20 and west of
the A228, for housing development and associated social
and community facilities;
- Peters Pit, on the East Bank of the Medway, principally
for housing and associated social and community facilities
and subject to the provision of transport infrastructure
including a new crossing of the Medway.
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Kings Hill and HRI East Malling are identified as innovation hubs
where links between research and business development will be encouraged.
HRI East Malling has a specific role for the land based industries.
The designated Strategic Gap between the Medway Gap urban area
and the Maidstone and Medway Towns urban areas will be retained
and extended to include undeveloped land not currently allocated
for development on the East Bank of the Medway.
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Tunbridge Wells
3.47 The prime consideration for Tunbridge Wells is the need to
ensure conservation of the town's setting, its high quality built
environment and to respect its location within the Metropolitan
Green Belt and High Weald AONB. Within these limits the emphasis
will be on maintaining business growth and prosperity within the
constraints of labour supply and addressing local housing needs.
There is a strategic requirement for a new general hospital at Tunbridge
Wells serving a wide area of West Kent (Policy QL13). There will
be a particular focus on the commercial and employment role of the
town centre and on careful management and husbanding of the supply
of land for business and industrial development.
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Policy WK4:
The prime consideration at the urban area of Tunbridge Wells
in the quantity and location of development will be the conservation
of the built and natural environment, the setting of the town
and its location within the Green Belt.
Within this framework full and effective use of development
capacity within the principal urban area of Tunbridge Wells/Southborough
will be pursued. This should provide for a balance of business,
commercial and residential development with particular attention
paid to meeting locally based needs for housing.
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