a-z of services  local plan poole local plan first alteration (adopted march 2004)

9: Employment

Introduction

9.01 The Borough of Poole has a diverse economic base, which provides a wide range of employment opportunities. This is important to the continued prosperity not only of Poole but also of Dorset. In 1997, 33.6% of the County's manufacturing jobs and 20.9% of its service industry jobs were provided by Poole. The importance of Poole as an employment centre is apparent in the fact that its economic activity rate of 83.9% (1997) is the fourth highest of any district in Dorset. In addition, unemployment levels have remained low for some time now, standing at 1.0% in the Poole travel-to-work-area in February 2004.

9.02 One aim of the Local Plan is to allocate adequate land for the future needs of all sectors within the economy. This should be achieved in a way which does not harm the urban or natural environment, or the amenities of residents.

Strategic Framework

9.03 Regional Planning Guidance for the South West, published in September 2001, recognises that the South West has a special and distinctive environment and that future development should not harm this. At the same time it is important to ensure that the region's economy remains competitive. It is essential that development plans "provide for a sufficient choice and range of employment land to meet the varying demands for different types of economic activity in the region". Groupings of particular activities, or 'clusters', should be supported, as should the needs of manufacturing industries, public sector services, and training establishments. The guidance emphasises the importance of making best use of brownfield land - a situation made more pressing by the restraints of designated habitats and Green Belt upon any further expansion of the urban area. This should be supported by a commitment to increasing the prospects for a better and more viable public transport system.

9.04 RPG10 supports continued economic growth in the Principal Urban Area of Bournemouth and Poole (which is identified as one of four subregional "capital" centres). This strategy, whilst requiring sufficient choice of available employment land, does not anticipate such high levels of inward migration as may have been associated with past economic growth. Improved productivity through innovation, the introduction of new technology, and increased training and skills among the existing workforce are seen as principal factors in reducing the economy’s reliance upon inward migration. These assumptions are common to both RPG10 and the adopted Bournemouth, Dorset and Poole Structure Plan.

9.05 Planning Policy Guidance Note 4: Industrial and Commercial Development and Small Firms, refers to the White Paper on the environment, "This Common Inheritance". To help achieve the objectives within this, development plans are now given the responsibility of balancing economic growth with environmental protection. Ways of achieving this include minimising the need to travel and making optimum use of energy-efficient forms of transport, thereby leading to reductions in the consumption of fossil fuels. Planning policies should support these objectives by encouraging new developments to locate in appropriate places.

9.06 Adequate land should be provided for commerce and industry, and planning policies should address the needs of small firms in a positive manner. Efficient use and re-use of land is advocated and, in some instances, it may be acceptable to allow mixed commercial and residential use.

9.07 Planning Policy Guidance Note 23: Planning and Pollution Control, gives guidance on the relevance of pollution controls to the exercise of planning functions. The planning system has a part to play in determining the location of potentially polluting development as well as ensuring that adjoining uses are compatible. It is the use of land itself which planning is concerned with; it is not the duty of the planning system to control pollution.

9.08 Planning Policy Guidance Note 12: Development Plans and Regional Planning Guidance states that planning authorities need to take account of economic considerations, such as revitalising and broadening the local economy and stimulating employment opportunities. In common with all other aspects of the Local Plan, policies should promote sustainable development in order to protect the best of today’s environment.

9.09 The Structure Plan recognises the Bournemouth-Poole Conurbation as the prime centre of the County. Economy Policy A states that provision will be made to ensure that about 29 hectares of land are developed in Poole for employment uses between 1994 and 2011. Local plans need to ensure that an adequate choice of sites is maintained in each district in order to provide for the needs of local firms and inward investment.

9.10 The Structure Plan advises in Economy Policy B that new employment development should occur in places that help to reduce commuting by car, are well related to residential and associated facilities, have good public transport and road links, and offer an opportunity to make use of derelict or under-used land. Policy B acknowledges, moreover, that sites with an established employment use are important. The policy states that such sites should be protected from other uses if they meet its locational criteria and/or could be significant in accommodating employment for the local area.

9.11 Economy Policy F of the Structure Plan restricts new commercial office development of more than 2,000 square metres gross floorspace to particular locations. In Poole such development should be located in the Town Centre.

Objectives

9.12 This Council is committed to the promotion and maintenance of economic prosperity within the Borough, but in a manner which also protects the environment. The Local Plan Strategy is set out in Chapter 3, the key aims of which apply to all aspects of land use planning.

9.13 Bearing these aims in mind, it is the intention of this Council to achieve the following employment objectives:

• to provide varied employment opportunities and retain economic balance by ensuring adequate land is provided for the needs of different economic sectors;
• to support a strong local economy by ensuring sufficient sites and premises are available to meet the needs of: local companies; strong-performing local clusters of economic activity; and firms with knowledge/expertise-based specialisms;
• to promote the Port as a vital link with Europe;
• to achieve an environmentally sustainable pattern and form of development by protecting the environment, making efficient use of land and other resources, reducing the need to travel and encouraging the use of efficient forms of transport; and
• to reduce the threat and impact of pollution by controlling the location of development and recognising the needs of potentially polluting uses.

Employment and Land Use

9.14 Poole has seen a rapid level of growth over the last few decades, with much land being developed for employment activities. Between 1998 and 2002, Poole's manufacturing sector saw an actual decrease in the workforce and relative to other sectors, also decreased from 20.2% to 17.4% over this period. This reflects an increase in other sectors, notably services. Manufacturing nevertheless is a vital element in Poole's economy and employs a higher proportion of the workforce than the regional or national average. It has also seen an increase in productivity per employee over the years. In 1996 the gross value added per employee in industry was about £28,871. By 2002 this had risen to £30,675.

9.15 Unemployment levels in Poole were affected by widespread economic recession in the late 1980s and early 1990s. Since then Poole’s economy has been performing well and unemployment rates have reflected this. Between February 2000 and December 2003, the unemployment rate in the Poole travel to work area (TTWA) reduced from 1.6% of the resident working age population to 0.9%.

9.16 The Structure Plan states that provision needs to be made to ensure that 29 hectares of land are developed for employment uses (classes B1 to B8 of the Use Classes Order) between 1994 and 2011. Table 9.1 shows development progress as at September 2003.

Table 9.1 - Employment Land Development Progress at September 2003

9.17 The rate of development in Poole between 1994 and 2003 has been significantly higher than that for the rest of Dorset in relation to the Structure Plan's employment land provision. Table 9.2 shows that, whilst Poole’s provision of 29 hectares represents 9.7% of the Structure Plan total, the actual rate of completions in Poole between 1994 and 2003 has made up some 20.2% of development in the entire Structure Plan area. If continued, such a growth rate would see Poole meeting its Structure Plan requirement by 2004. However, the Structure Plan is not seeking to restrict employment development in Poole. Indeed, its strategy and national and regional policy guidance promote the continued economic growth of the Principal Urban Areas in general and the South East Dorset Conurbation in particular. It is important, therefore, to ensure that the Local Plan allocates enough land to provide a sufficient choice of sites necessary to meet the Structure Plan requirement and ensure that Poole's economic future is not jeopardised.

Table 9.2 - Comparison of Structure Plan Allocations and Development Rates -Poole, Bournemouth and Rest of Dorset

9.18 Policy E1 of the Local Plan reserves employment land for uses within classes B1 and B2 of the Town and Country Planning (Use Classes) Order 1987. Table 9.3 provides a schedule of the sites identified on the Proposals Map which shows that some 42.52 hectares of employment land is identified in Poole by Policy E1. It is important to ensure that the Local Plan provides a substantial variety of appropriate sites in terms of location, size and quality in order to meet the requirements of different employment activities.

Table 9.3 - Schedule of Employment Land: Sites Identified by Policy E1 on Proposals Map

9.19 Future development in Poole will be limited physically by various constraints such as wildlife protection designations and the Green Belt. The current stock of employment land should thus be viewed as a finite resource. Retention of such land for employment-generating uses is vital to the economic prosperity of Poole both during and beyond the Local Plan period and offers associated benefits of efficiently utilising existing transport links while avoiding increased pressure on the urban fringe. Hotels may justify an exception to this approach: they can make a vital contribution to the economy by promoting tourism and offering facilities for business travellers and conferences. Policies for the Central Area include the development of four hotels (see policies CA3, CA6, CA7, CA11). It is considered that hotel development within or as part of employment areas can serve to compliment such provision. In considering applications for hotels on employment land the Council will need to be satisfied that the scale, location and cumulative impact of proposals does not threaten to undermine the diversity and immediate availability of the Borough's employment land stock.

9.20 On larger sites there may be an opportunity for a mix of employment uses and in some cases an applicant might propose that a small proportion of the site be dedicated to uses other than employment-generating activities. Alternatively, a temporary use could be proposed for a vacant employment site (see paragraphs 9.38 and 9.39 and Policy E7). Proposals such as these will only be acceptable if the Local Planning Authority is satisfied that the alternative uses would neither jeopardise the primary employment function of the site nor inhibit the long-term supply of employment land.

9.21 Land which is allocated on the Proposals Map under the provisions of Policy E1 is reserved for uses falling within classes B1 (offices, high tech, research and development and light industry), B2 (general industry) and B8 (storage and distribution) of the Town and Country Planning (Use Classes) Order 1987. Class B1 and B2 activities tend to generate high levels of employment relative to site area and/or involve the manufacture, production or assembly of goods. Storage and distribution (Class B8) uses, whilst generally not sharing these characteristics, provide an important service for many industries and are often well suited to employment sites. Similarly, there may be other activities which provide a support service to B1-B8 uses. In some cases it may benefit the local economy if such activities were to be situated on sites allocated for B1, B2 and B8 activities. These may be ancillary to, or part of, a commercial activity which incorporates a B1-B8 function or instead may be stand-alone operations. Where uses other than B1-B8 activities are proposed which provide a support service to those principal activities, these will be considered on their merits having regard to:

a) the suitability of the local highway network;

b) their compatibility with the location and neighbouring uses;

c) the benefits for the local economy in terms of the number and type of jobs provided and contribution to particular sectors or existing economic clusters;

d) the need for the proposal and the availability of alternative sites;

e) impact upon the range and availability of land capable of meeting the Structure Plan requirement for B1-B8 uses; and

f) compatibility with the Local Plan Strategy, particularly in relation to its environment and transport objectives.

9.22 As regards the use of employment land for service industry which does not provide a direct support for B1-B8 activities, paragraph 9.19 above explains that consideration will be given to hotels where this does not threaten the availability and diversity of land for employment purposes. Paragraph 9.20 goes on to state that larger sites may provide an opportunity for a limited element of alternative activities on condition that the predominant use of the site is retained for B1-B8 purposes. In addition to these circumstances, Poole Local Plan allocates a number of sites in the Central Area for a mix of uses and so there should be sufficient scope to accommodate the needs of most service industries without undermining the supply of land for B1-B8 activities. Major retail developments would not, however, be considered appropriate on sites allocated under the provisions of Policy E1.

9.23 The 42.52 hectares of employment land identified on the Proposals Map has to be capable of accommodating development for B1-B8 uses during the remainder of the Structure Plan period up to 2011. Of the 29 hectares to be developed between 1994 and 2011, 33.74 hectares had been completed or was under construction by September 2003. There needs to be a higher allocation than the actual land to be developed over this period to ensure that there is a choice of sites available. The sites allocated under the provisions of Policy E1 are generally part of, or adjacent to, established industrial estates and employment areas and so are particularly well suited to employment uses. It is important that these sites are retained to meet the Structure Plan requirement and to support the opportunity to attract new inward investment and the expansion of existing local companies. This land is reserved for B1-B8 uses, although in the case of B8 (storage and distribution) areas of open storage will not be considered appropriate unless only for a temporary period or as an ancillary function to other activities.

E1 EMPLOYMENT LAND

EMPLOYMENT LAND, IDENTIFIED ON THE PROPOSALS MAP, WILL BE RESERVED FOR USE CLASSES B1 AND B2 ACTIVITIES, AND B8 ACTIVITIES THAT DO NOT INVOLVE OPEN STORAGE UNLESS FOR ANCILLARY PURPOSES OR A TEMPORARY PERIOD. PLANNING PERMISSION WILL BE GRANTED ON SUCH LAND FOR HOTELS (SUBJECT TO SITE-SPECIFIC EMPLOYMENT POLICIES IN THIS PLAN), PROVIDED THAT:

i) THE OPERATIONS OF ANY ADJACENT B1-B8 USES ARE NOT PREJUDICED; AND

ii) THE IMMEDIATE AVAILABILITY OF A DIVERSE RANGE OF EMPLOYMENT LAND WOULD NOT BE THREATENED AS A RESULT OF THE SCALE, LOCATION OR CUMULATIVE IMPACT OF SUCH DEVELOPMENT.

(Note that the Central Area chapter sets out a development framework for the Holes Bay Basin and other Central Area sites. This promotes a mix of uses and so there may be opportunities for some employment development in addition to the allocated employment land.)

9.24 In addition to employment land the Proposals Map also identifies existing employment areas. These areas are principally the already established industrial estates in Poole. It is important to the continued prosperity of the Borough that these employment areas are retained for employment uses and so, where proposals for uses other than Use Class B1, B2 or B8 activities are submitted for sites or premises which have an existing B1, B2 or B8 use, planning permission will not be granted unless the Local Planning Authority is satisfied that the primary and long-term function of the sites or premises is not undermined as a consequence. Thus, in some cases permission may be granted for temporary uses (see paragraphs 9.38 and 9.39 and Policy E7) or for mixed proposals where the substantial majority of the site is retained in B1, B2 or B8 uses and any alternative use complements the viability of the comprehensive scheme. However, as with employment land, an exception may be made in the case of proposals for hotels. An exception, which needs to be assessed in each individual case, may be made if:

• the proposal is compatible with adjacent B1-B8 uses;
• the size and location of the site would not result in the loss of a prime opportunity for new investment or the expansion/relocation needs of existing firms unless that opportunity could be met elsewhere within the employment area; and
• the principal employment-related character of the area would not be undermined as a consequence of either the cumulative impact of hotel proposals or the proportion of the employment area in question that would be lost.

9.25 Within existing employment areas there will be some activities that do not fall within use classes B1, B2 or B8. Policy E2, whilst not affecting the existing use rights of such sites, will be a material consideration when considering proposals for redevelopment or change of use. If a site has an authorised 'non-employment' use but is within an existing employment area, proposals for the redevelopment or change of use for purposes other than B1, B2 or B8 activities will be considered having regard to the principal character of the current permitted activity and the site’s location. (For example, some sites may currently be used for a mix of uses, or may have operations that do not fall neatly within a specific use class, such as car showrooms, but may nevertheless have similar characteristics to employment uses). Proposals for such sites should not compromise the opportunities for employment development on nearby sites and so will need to be compatible with the employment-related character of the surrounding area. It is also important to ensure that uses which might result in an adverse impact upon the amenities of prospective occupants, or potentially could inhibit the normal permitted activities of existing uses, are not introduced.

E2 EXISTING EMPLOYMENT AREAS

WITHIN EXISTING EMPLOYMENT AREAS IDENTIFIED ON THE PROPOSALS MAP, DEVELOPMENT PROPOSALS FOR USES OTHER THAN THOSE FALLING WITHIN USE CLASSES B1, B2 OR B8 WILL NOT BE PERMITTED UNLESS THEY:

i) ARE FOR A TEMPORARY USE WHICH COMPLIES WITH POLICY E7;

ii) CONCERN SITES OR PREMISES WITH SPECIFIC POLICIES FOR ALTERNATIVE USES WITHIN THE PLAN; OR

iii) CONCERN SITES OR PREMISES WHOSE CURRENT/PREVIOUS USE DOES NOT FALL WITHIN USE CLASSES B1, B2 OR B8. IN SUCH CIRCUMSTANCES PROPOSALS WILL ONLY BE ALLOWED IF THEY ARE COMPATIBLE WITH NEIGHBOURING USES AND WOULD NOT PREJUDICE THE EMPLOYMENT-RELATED CHARACTER OF THE EXISTING EMPLOYMENT AREA.

HOTELS WILL BE PERMITTED WITHIN EXISTING EMPLOYMENT AREAS PROVIDED THAT THE OPERATIONS OF ANY ADJACENT B1, B2 OR B8 USES, OPPORTUNITIES FOR NEW B1-B8 INVESTMENT, AND THE PRINCIPAL EMPLOYMENT-RELATED CHARACTER ARE NOT PREJUDICED IN THOSE EMPLOYMENT AREAS AS A RESULT OF THE SCALE, LOCATION OR CUMULATIVE IMPACT OF SUCH DEVELOPMENT.

9.26 Existing employment sites and premises that are outside of the identified employment areas may play an important part in Poole’s economy. Equally, they may pose certain problems if, for example, they are not compatible with neighbouring uses. The reuse of such sites could deliver a variety of benefits to the surrounding area. Under these circumstances it would be appropriate to consider proposals for alternative uses on condition that the resulting benefits would be sufficient to outweigh the loss of employment land or premises, and that the proposal complies with other policies in the Local Plan. In considering whether alternative uses to B1, B2 or B8 activities are appropriate, weight will be given to those proposals which generate employment such as service, leisure or retail activities, having regard to the circumstances of the site and subject to other policies in the Plan.

E3 EXISTING EMPLOYMENT SITES AND PREMISES OUTSIDE IDENTIFIED EMPLOYMENT AREAS AND ALLOCATED SITES

IN CASES WHERE EXISTING EMPLOYMENT (B1-B8) SITES OR PREMISES ARE LOCATED OUTSIDE OF THE EMPLOYMENT AREAS AND ALLOCATED SITES IDENTIFIED ON THE PROPOSALS MAP, PROPOSALS FOR ALTERNATIVE USES WILL BE CONSIDERED IF THEY WOULD RESULT IN BENEFITS SUFFICIENT TO OUTWEIGH THE LOSS OF EMPLOYMENT SITES/PREMISES IN TERMS OF AMENITY, VITALITY, DESIGN, COMMUNITY NEEDS, TRAFFIC, OR ENVIRONMENTAL ENHANCEMENT.

9.27 The policies in this chapter generally seek to retain land and premises in commercial and industrial areas for employment uses falling within classes B1-B8 of the 1987 Use Classes Order. Proposals for such uses may also be permitted in other locations, on condition that they comply with all relevant policies in the Local Plan and are appropriate to the area.

9.28 Proposals will also be expected to comply with the objective of reducing both the need to travel and congestion. This Council will have regard to the capacity of the highway network, the proximity of sites to train stations and high frequency bus routes, including those that connect with park and ride facilities, and the inclusion of cyclist facilities (see Chapter 7 - Transportation). In general, a site that is 800 metres walking distance from a railway station (approximately 10 minutes walk) and 400 metres from a bus stop (5 minutes walk) can be considered to be within comfortable walking distance of it.

E4 NEW EMPLOYMENT DEVELOPMENT OUTSIDE ALLOCATED SITES AND EMPLOYMENT AREAS

PROPOSALS FOR B1, B2 AND B8 DEVELOPMENT WILL BE PERMITTED OUTSIDE THE ALLOCATED SITES AND EMPLOYMENT AREAS WHICH ARE IDENTIFIED ON THE PROPOSALS MAP, ON CONDITION THAT, IN THE CASE OF PROPOSALS INVOLVING A NET INCREASE IN TRIP GENERATION, THE DEVELOPMENT IS CAPABLE OF BEING SERVED BY ENERGY-EFFICIENT FORMS OF TRANSPORT.

Small Firms

9.29 Small firms play an important part in the economy, often employing local people and providing a vital service to larger firms through sub-contracting. It is therefore beneficial to ensure that a suitable range of premises is available, not only to perform as "nursery units" for new small firms, but also to accommodate expanding companies. Government advice (Planning Policy Guidance Note 4) endorses the support for such firms through the planning system.

9.30 The 2002 Annual Business Inquiry for Poole revealed that in the manufacturing sector, 36.2% of the workforce was employed in firms of up to 24 staff (compared to 39.6% in 2001), while 23.5% belonged to firms of up to 10 employees (24% in 2001). The role of small firms is even more pronounced in the service sector employment structure, with 25.2% in firms of up to 24 staff (22.9% in 2001), and 15.3% in those employing up to 10 workers (14.3% in 2001).

9.31 The 1998 Dorset Business Survey sampled 1,005 manufacturing or service companies in the County. Nearly a quarter of all surveyed businesses expressed that they would possibly or definitely be seeking new premises, and, of this quarter, 90% employed up to 24 staff, while 71% had under 10 employees. The most critical factor affecting the desire to find new premises (mentioned as a reason for 55% of the respondents expressing a desire to move) was that more space was required. However, 59.9% of firms operating from premises of less than 2,000 square feet did not require premises of more than 2,000 square feet (186 sq. m), while 18.9% were looking to move into premises of between 2,000-4,999 square feet (186-464 sq. m). For firms in premises of between 2,000-4,000 square feet, 33.7% expressed a desire to move to premises within the same size band. This suggests that demand exists, purely from relocations, for premises up to 200 square metres as well as for those between 200 and 500 square metres.

9.32 The Government is keen to promote innovation, enterprise and the use of information technology by businesses. In particular, new business start-ups and the expansion of small businesses are seen as being areas of potential improvement in terms of supporting rapid economic growth. In this context the Government is supporting the development of business clusters and incubators for new firms within the English regions.

9.33 When dealing with applications for B1-B8 activities or for proposals affecting existing employment (B1-B8) sites and premises, the planning system can support the needs of small firms by seeking a proportion of the gross floorspace in the form of small units or by resisting the loss of existing small premises, through conversion or redevelopment, in appropriate cases. Premises of up to about 200 square metres would be suitable for a range of new firms and small businesses which are relocating, while slightly larger premises of between 200-500 square metres would suit a number of small companies looking to expand. Meeting the needs of such companies helps to maintain a strong local economy by retaining businesses that are performing well and assisting their expansion plans. Some provision for small units may be sought when planning applications are submitted for larger developments, conversions or mixed use schemes. However, the availability of, and demand for, small premises is likely to fluctuate during the plan period and so, in assessing whether it is appropriate in particular cases to negotiate for this and, if so, for what proportion of the total site area or floorspace, regard will be had to:

i) the scale of development which is proposed (generally, larger schemes that are not designed specifically for the needs of a single occupant will provide more opportunities for including a proportion of small units, while developments on sites of less than 0.5 hectares or in buildings of less than 1,000 square metres gross floorspace will tend to be occupied by smaller units in any case);

ii) whether there are existing small premises on the site which, as a result of the proposed development, would be displaced;

iii) whether, in the case of conversions, there are particular site constraints which might render the provision of mixed unit sizes impractical;

iv) the potential for achieving localised employment opportunities and amenity benefits in cases where there are nearby small businesses which are known to be in need of relocation;

v) the availability of vacant small units; and

vi) current demand for small premises at the time of the application (using the latest available market information).

9.34 The size of units will influence the design, layout and scale of buildings and may also affect traffic levels and vehicle types. In addition, the needs of different businesses may have implications for employment land availability. For instance, if provision for small firms within a development proposal can be achieved, this may reduce the need to accommodate small units on other, perhaps less appropriate sites. Such issues are material planning considerations and so it is important to make adequate provision for the needs of small firms i.e. those up to 500 square metres in size. In appropriate cases (having regard to criteria (i) to (vi) of paragraph 9.33), the Local Planning Authority will negotiate for the provision of a mix of adaptable units, which may be as small as 50 square metres to meet the needs identified through the Dorset Business Survey.

E5 SMALL FIRMS

PLANNING PERMISSION WILL NOT BE GRANTED FOR THE DEVELOPMENT OR CONVERSION OF ALLOCATED OR EXISTING EMPLOYMENT SITES/ PREMISES GREATER THAN 0.5 HECTARES IN AREA OR 1,000 SQUARE METRES GROSS FLOORSPACE, UNLESS PROVISION IS MADE FOR UNITS OF UP TO 500 SQUARE METRES GROSS FLOORSPACE. THE PROPORTION OF THE SITE/FLOORSPACE TO BE PROVIDED FOR SMALL BUSINESS UNITS WILL BE CONSIDERED IN RELATION TO THE SCALE AND TYPE OF DEVELOPMENT PROPOSED, THE CHARACTERISTICS OF THE SITE, AND IDENTIFIED LOCAL BUSINESS NEEDS AT THE TIME OF THE APPLICATION.

Major B1 Office Development

9.35 The Central Area provides a large number of office-related jobs and is the most accessible part of the Borough in terms of train and bus links. It is, therefore, well equipped to accommodate high levels of employment. Major office development (defined in the Structure Plan as those proposals exceeding a floorspace of 2,000 square metres) is suited to the Central Area, and indeed it would be contrary to the objectives of this Plan, which seek to minimise both the need to travel and congestion, if such schemes were to be located in places that were not adequately served by energy-efficient modes of transport.

9.36 Class B1 of the 1987 Use Classes Order includes high tech, research and development and light industrial uses as well as offices. Central Area locations are often prominent and may be capable of accommodating large-scale buildings. In this respect it is essential for developments to be of a high quality specification in terms of design, scale, materials and relationship with the street scene and surrounding area. Major purpose-built office (class B1a) developments are likely to offer the highest standards relative to the needs of Central Area locations while other types of B1 activity, as a result of their functional design requirements, may be inappropriate.


The new Royal National Lifeboat Institution Warehouse/Offices, West Quay Road.

9.37 The intention of Policy E6 is to ensure development that has the potential to generate a significant number of trips is located in the area of the Borough that is best equipped to serve it by methods of transport other than the private car. Consequently, proposals for major offices will be expected to take place within Parking Zone 1 and that part of Zone 2 within the Central Area of Poole (i.e. West Quay Road and Lower Hamworthy). An exception will only be made if there are no immediately available sites that would suit major office development within the Parking Zone 1 or the Central Area part of Parking Zone 2, the proposed site is capable of being served by energy-efficient forms of transport, and steps are incorporated in the proposal to minimise dependence upon the private car. Major office development outside of Parking Zones 1 and 2 (Central Area part of Zone 2 only) thus will only be considered if: i) there are no suitable and available sites in Parking Zone 1 or the Central Area part of Parking Zone 2; ii) the proposal is in a location that is well-served by public transport links; iii) a package of measures is built into the development proposal to accommodate the needs of employees and visitors choosing to travel to and from the site by means other than the private car. This should include cycle parking, showers and changing facilities, provision for improved pedestrian and cycle links; iv) a travel plan is included with the proposal. This should demonstrate how a shift from car trips to alternative modes can be achieved and sustained. It will be necessary to satisfy the Local Planning Authority that there is a commitment to the implementation of these measures by the developer.

E6 MAJOR B1 OFFICE DEVELOPMENT

PROPOSALS FOR MAJOR B1 OFFICE DEVELOPMENT IN EXCESS OF 2,000 SQUARE METRES GROSS FLOORSPACE WILL NOT BE PERMITTED ON SITES OUTSIDE OF PARKING ZONE 1 AND THE POOLE CENTRAL AREA PART OF PARKING ZONE 2, AS SHOWN ON THE PROPOSALS MAP. AN EXCEPTION WILL ONLY BE MADE IF:

i) NO ALTERNATIVE SUITABLE SITES ARE READILY AVAILABLE IN PARKING ZONE 1 OR THE CENTRAL AREA PART OF PARKING ZONE 2;

ii) THE PROPOSAL IS IN A LOCATION THAT IS WELL-SERVED BY A RANGE OF TRANSPORT MODES, INCLUDING HIGH-FREQUENCY BUS ROUTES, LINKS WITH A RAIL STATION/ TRANSPORT INTERCHANGE, AND PEDESTRIAN/ CYCLIST ROUTES;

iii) A PACKAGE OF MEASURES IS INCORPORATED IN THE PROPOSAL TO ENSURE THAT TRIPS GENERATED BY THE DEVELOPMENT CAN BE MADE BY A RANGE OF TRANSPORT MODES; AND

iv) A TRAVEL PLAN IS SUBMITTED AS PART OF THE PROPOSAL TO DEMONSTRATE HOW A REDUCTION IN TRIPS BY THE PRIVATE CAR, THROUGH THE PROMOTION OF ALTERNATIVE TRANSPORT MODES SUCH AS TRAIN, BUS, CYCLING AND WALKING, CAN BE ACHIEVED.

PLANNING PERMISSION WILL NOT BE GRANTED UNLESS PROPOSALS ARE OF A HIGH QUALITY DESIGN APPROPRIATE TO THE LOCATION.

Temporary Uses

9.38 Vacant sites that are identified as "employment land" by Policy E1, existing employment areas identified by Policy E2, and other vacant sites or premises that were previously used for B1-B8 activities, sometimes provide cheap accommodation for temporary uses in locations which are acceptable in terms of residential and visual amenity. In such cases it may be appropriate to allow some form of temporary use on condition that this does not prevent the long-term availability of land and premises for suitable B1-B8 uses. Policy E7 only applies to sites or premises which are the subject of Policies E1 and E2 (i.e. allocated employment land, existing employment areas and other sites/premises used for B1-B8 activities). Shopping policy S9 deals with temporary retail uses and, where these are proposed for employment sites or premises, its criteria will also apply.

9.39 When proposals for temporary uses are granted planning consent, it will be important to make sure that appropriate and reasonable conditions are attached. These must be sufficient to ensure that the use does not have an adverse impact and that it ceases on a given date, unless renewed.

E7 TEMPORARY USE OF VACANT EMPLOYMENT SITES

PROPOSALS FOR THE TEMPORARY USE OF VACANT EMPLOYMENT LAND AND PREMISES WILL BE PERMITTED ON CONDITION THAT THE USE, BY REASON OF THE PHYSICAL ALTERATIONS OR PERIOD OF TIME PROPOSED, DOES NOT PREJUDICE THE AVAILABILITY OF THE LAND OR PREMISES FOR B1-B8 USES.

The Port

9.40 Poole Harbour has been used as a base for maritime trade and industry since before Roman times and by 1810, over 90% of the workforce derived their livelihood from the sea or harbour. This proportion reduced to 20% a hundred years later with the arrival of the railway and industrial development. The port activities increased again from 1973 when the "Truckline" freight ferry service to Cherbourg was inaugurated and again with the introduction of passenger services to Cherbourg and the Channel Islands.

9.41 For the purposes of this Plan the port includes: land on New Quay Road up to the east side of Bridge Approach. This area is shown on the Proposals Map.

9.42 There are various industrial, storage and other uses which rely largely upon the port location, such as boat building and repairs, the freight/ passenger ferry service, and a marine aggregates wharf. The port area also contains various tourist and leisure related uses including sightseeing cruises from the Town Quay.

9.43 The relaxation of trade barriers within the European Community at the end of 1992 has led to an improvement in the speed of Customs processes with effect from January 1993. An additional 9 influence, which affects the port’s administration, is the 1991 Ports Act. The Government is reviewing the composition of the Boards of Trust Ports (of which Poole is one) and is seeking to make them more accountable. National standards for Trust Ports were issued by the Department of the Environment, Transport and the Regions in 2000. It is feasible that it may have some influence over the cargo-handling operations of the Harbour Commissioners and this may have a knock-on effect in terms of land use.

9.44 The port deals with conventional cargo and roll-on/roll-off freight traffic. Conventional cargo has declined to about 51% of its highest levels in the 1970s to around 730,956 tonnes in 2002/2003. In contrast, roll-on/roll-off freight has increased from 75,305 tonnes a year (6% of total cargo) when Truckline Ferries was introduced in 1973/1974 to 1,153,044 tonnes a year (61% of total cargo) in 2002/2003 (see Table 9.4). Despite this shift, the past few years have seen a reversal of this trend, with an actual increase in the amount of conventional cargo-handling.

Table 9.4 - Cargo Analysis 1973/1974 & 2002/2003

9.45 The "South Coast Metropole", which Poole Borough is involved in, is a partnership which has been set up to build cooperation between various bodies at local and regional level on both sides of the Channel. In addition to these is the European Communities "ARC Atlantique" scheme which includes the south west. These initiatives should assist in promoting effective competition with the congested south east: Poole's port could thus see some benefits from these initiatives.

9.46 The Structure Plan supports the role and future improvement of Poole Port but acknowledges that the benefits of securing the economic prosperity of the port need to be balanced against other considerations (Transportation Policy R). For example, much of Poole Harbour including Holes Bay is designated as a Site of Special Scientific Interest and undue disturbance of this could have an adverse impact upon its wildlife (see Policy NE16 of this plan). Recreation and tourism also need to be considered. General matters relating to infrastructure are dealt with in Chapter 16.

9.47 Regional Planning Guidance for the South West supports in principle the improvement of land-based links to the region’s ports (Policies TRAN 6, TRAN 8), with the proviso that this includes the integration of road and rail transport. The Structure Plan acknowledges the importance of improving national road links to the Port of Poole. Borough of Poole is aware of this constraint and supports the provision of an alternative crossing to the existing lifting bridge.

9.48 For the purposes of Policy E8, activities which constitute a port and harbour-related use include industries such as boat repairs, dredging, aggregates-handling, manufacture of building materials following the import of aggregates, storage of cargo, manufacture of products reliant upon imports from the harbour, boat storage for larger vessels, and rail freight uses associated with the port rail link. There will also be scope to provide for the flexible use of quays and loading facilities to serve other port-related uses such as boat-building, on condition that such activities require access to deep water frontage. Other parts of the port could serve to support general port activities. For example, the provision of lorry parking facilities would be compatible with the freight handling role of the port.

9.49 The port rail link offers an opportunity to promote intermodal freight traffic to link rail, road and sea based transport. Policy T7 (see Transportation Chapter) states that first priority will be given to the enhancement of rail freight and that development which prevents this will be resisted. Equally, the port is a vital resource in terms of providing an opportunity for aggregate handling. Hence, any development that would hinder the port’s ability to provide a deep water quay frontage for the handling of aggregates will be resisted.

E8 PORT-RELATED DEVELOPMENT

WITHIN THE COMMERCIAL PORT OF POOLE, AS DEFINED ON THE PROPOSALS MAP, DEVELOPMENT PROPOSALS WILL BE PERMITTED PROVIDED THAT:

i) THEY ARE FOR A PORT-RELATED ACTIVITY;

ii) THE PORT’S ABILITY TO PROVIDE A SITE WITH DEEP WATER FRONTAGE FOR AGGREGATE HANDLING IS NOT PREJUDICED;

iii) THEY WOULD NOT UNDERMINE THE ECOLOGICAL VALUE OF THE HARBOUR OR ITS USE FOR RECREATION; AND

iv) THE CAPACITY AND SAFETY OF THE HIGHWAY NETWORK, BOTH BEFORE AND AFTER COMPLETION OF THE PROPOSED POOLE HARBOUR CROSSING, WOULD NOT BE COMPROMISED AS A RESULT OF SUCH PROPOSALS.

9.50 In addition to freight transit, passenger ferry services have become an important element in the operations of the port, and the accessibility of Lower Hamworthy is vital to both activities. In 1991/1992, the Poole ferry links carried over 830,000 passengers, their highest annual number to date. In 1996/1997 the total dropped to 366,400, principally as a result of the cessation of Poole’s Channel Island link. However, in 1997 Condor Ferries moved its Channel Island link to Poole and so the number of passengers increased to over 804,000 in 1997/1998. This fell to 744,000 in 2002/2003, which was due largely to Condor Ferries reopening its service from Weymouth to the Channel Islands in parallel to the Poole service. The proposed Poole Harbour Crossing and associated A31 to Poole Link will improve vehicular access to the port and, due to the importance of Poole and its port/ferry operations, this Council will encourage the provision of appropriate road signage by the relevant authorities. In addressing the issue of accessibility, and bearing in mind the need to protect the environment, it is proper that this Plan should consider how to encourage an energy-efficient method of transferring goods to and from the port. This would serve to reduce congestion, noise and vehicular emissions. The existing railway caters only for limited freight traffic and so there is scope to increase the share of goods transported via this mode. Policy T7 identifies an area of land prioritised for rail freight handling which will support this objective. A passenger service linking the ferries would also contribute towards Local Plan objectives and will be encouraged in principle. PPG Note 13: Transport, advises that local plans should seek to maximise the proportion of materials moved by rail or water. In the Port of Poole the opportunity exists to support both modes of transport.

E9 PORT RAIL LINK

PLANNING PERMISSION WILL NOT BE GRANTED FOR DEVELOPMENT IN THE PORT AREA WHICH WOULD PREVENT OR HINDER THE USE OF THE RAILWAY AND THE ASSOCIATED AREA IDENTIFIED FOR RAIL FREIGHT USE (SEE POLICY T7).

9.51 The majority of port activity, in the form of Roll-on/Roll-off freight, passenger traffic and conventional cargo handling, has consolidated in the Lower Hamworthy peninsula. In recognition of this, Policy E9 above identifies the Lower Hamworthy peninsula as being suited to port-related activities. This area is geographically well defined and is served by readily accessible deep water frontage. It is vital to the economic prosperity and general operation of the port that sites on the Lower Hamworthy peninsula with deep water frontage are reserved for uses which retain, and require access to, such frontage and that these are not lost to more footloose operations.

9.52 Outside of the Lower Hamworthy peninsula there are locations - principally the Town Quay and sites to the north of the lifting bridge - which have access to deep water frontage. Whilst detached from the primary area of the commercial port, these frontages are nevertheless a resource in terms of providing access to the harbour. The Town Quay is used by a variety of smaller private and leisure boats, and occasionally larger vessels. It is no longer fronted by buildings which require access to deep water frontage and its quayside is largely within the control of the Poole Harbour Commissioners. The sites to the north of the bridge offer opportunities to improve public access to the water and to create attractive frontages. (The Central Area Chapter contains policies relating to the comprehensive development framework for the Holes Bay Basin, which incorporate sites north of the lifting bridge.)

9.53 Poole Local Plan does not propose to reserve sites outside of the Lower Hamworthy peninsula for uses which require access to deep water frontage. Having said this, it would be reasonable for the Local Planning Authority to permit a form of development which, where practicable, ensures that optimum use is made of the water frontages of these sites. This approach will require a degree of flexibility and will be pursued only insofar as it does not conflict with the objectives of the policies relating to such sites.

E10 DEEP WATER FRONTAGE

SITES ON THE LOWER HAMWORTHY PENINSULA WHICH ARE ANNOTATED ON THE PROPOSALS MAP AS HAVING A DEEP WATER FRONTAGE WILL BE RESERVED FOR APPROPRIATE PORT/ HARBOUR-RELATED USES WHOSE OPERATIONS REQUIRE DIRECT ACCESS TO SUCH A FRONTAGE. IN CASES INVOLVING OTHER SITES WHICH HAVE A DEEP WATER FRONTAGE, THE LOCAL PLANNING AUTHORITY WILL PERMIT DEVELOPMENT PROPOSALS WHICH RETAIN SUCH FRONTAGE FOR USES WHICH REQUIRE IT WHERE THIS CAN BE ACHIEVED IN ACCORDANCE WITH OTHER RELEVANT POLICIES IN THE PLAN.

9.54 New Quay Road and the port have, in recent years, attracted an increase in office activity. These offices are predominantly associated with port activity and have brought some visual improvements. However, there is scope for more improvement to the area around New Quay Road, which would benefit local residents as well as the ferry passengers using the port, and could help attract investment.

9.55 The Council can assist in upgrading the environs through its environmental improvement programme. This will be used for the street frontages of New Quay Road to increase landscaping and improve the visual quality of buildings.

Mannings Heath

9.56 Mannings Heath is one of the most important employment sites in South East Dorset. It is largely industrial in character, with extensive factory development on the upper part of the Heath to the west of Ringwood Road. The restoration of gravel workings and the construction of Dorset Way in the 1980s enabled the western slopes of Mannings Heath to be developed, and applications for industrial, leisure and retail developments quickly followed. The area remains appropriate for general manufacturing and service industry and so Policies E1 and E2 will apply.

9.57 The Fulcrum site (previously referred to as land at Broom Road) is the location of a former major chemical plant, which has become available for development. The site adjoins, and partly incorporates, an undeveloped area of land at the junction of Canford Way and Dorset Way. As the site currently enjoys access to good road links and occupies a prominent location, its redevelopment for a high quality scheme would be appropriate. Being part of Mannings Heath, any number of manufacturing activities would be suitable, as would a use falling within Class B1 of the 1987 Use Classes Order (office, research and development, high tech and light industrial uses). Given the good road linkages that exist, the site would also be attractive as a location for storage and distribution (class B8) uses. However, due to the visual prominence of the site at a gateway into Poole it is important to ensure that development is of a high standard appropriate to the setting. Hence, B8 uses will only be permitted where they do not hinder the ability to secure a suitable scale and quality of development across the most prominent parts of the site.

9.58 The Fulcrum site is outside the Central Area and so developments of a significant scale potentially could be in conflict with the sustainability objectives of the Local Plan. Consequently, proposals for office development in excess of 2,000 square metres will only be permitted if they comply with the provisions of Policy E6 (major B1 office development). Such development will be expected to have regard to the site’s proximity to the proposed adjacent park and ride site when incorporating appropriate measures to reduce the need to travel by car.

9.59 Any proposal would be expected to have regard to the amenities of the nearby residential properties and Alderney Hospital. Also, the as yet undeveloped land is host to some potentially important flora and fauna, so agreement will have to be reached on methods of relocating any particular habitats, as well as providing appropriate protective landscaping (Policy NE21 in The Natural Environment Chapter).

E11 THE FULCRUM

LAND AT THE FULCRUM IS RESERVED FOR ACTIVITIES FALLING WITHIN USE CLASSES B1-B8, PROVIDED THAT:

i) THE SCALE, LAYOUT AND ACCESS ARRANGEMENTS OF PROPOSALS ARE APPROPRIATE TO THE SITE IN TERMS OF THE HIGHWAY NETWORK CAPACITY;

ii) A LANDSCAPING SCHEME IS INCORPORATED AS AN INTEGRAL PART OF THE LAYOUT, INCLUDING A BUFFER ON THE BOUNDARY;

iii) PROPOSALS ARE APPROPRIATE FOR THE SITE IN TERMS OF THEIR DESIGN, SCALE AND MASSING. IN DETERMINING APPROPRIATENESS, PARTICULAR REGARD WILL BE GIVEN TO THE PROMINENT LOCATION OF THE SITE; AND

iv) PROPOSALS FOR MAJOR B1 OFFICE DEVELOPMENT WILL BE PERMITTED SUBJECT TO THE PROVISIONS OF POLICY E6 BEING MET.

9.60 Much of Mannings Heath comprises filled or made up ground, or has a sloping terrain. Where appropriate, planning conditions will be applied on outline applications requiring information on the physical ability of the ground to accommodate development to be submitted as the first 'reserved matter'. Planning permissions will also carry further conditions to ensure that roads and sewers built to serve new developments are satisfactorily constructed with ground conditions taken fully into account.

9.61 The sewerage system serving the older developed areas on the eastern side of Mannings Heath drains in an easterly direction and does not have the capacity to serve further development. Where significant development or redevelopment takes place, it is desirable that foul sewage is discharged into the new sewerage system on the Heath. This Council will seek to ensure that infrastructure is adequate to meet the needs of development proposals (See Chapter 16).

9.62 Mannings Heath is an important employment area and its operational efficiency has been aided by improved road links, both within the area and to Dorset Way, which have also provided a good base for additional industry. Despite this, there remains a number of residential properties which front Ringwood Road and Old Wareham Road. This location is not ideally suited to residential use; both roads are heavily trafficked, while the nearby industrial operations can cause problems of noise and other pollution.

9.63 The economic importance of Mannings Heath should not be undermined, and so this Council positively encourages further industrial growth here. In the case of existing residential properties, their location is likely to remain problematic for residents and may continue to impose constraints upon the operations of industry. For these reasons, redevelopment of the residential units for employment uses on the north western side of Old Wareham Road and Ringwood Road (and including Broom Road, St. George's Avenue, Mannings Heath Road and Fancy Road) would not be discouraged. However, this needs to be comprehensive in nature and must not have a detrimental impact upon remaining residential properties. With these considerations in mind, and in the interests of minimizing traffic problems, development proposals would normally be required to gain access from Mannings Heath rather than from Ringwood Road or Old Wareham Road.

9.64 In determining the suitability of any proposal involving the redevelopment of residential properties on Mannings Heath, this Council will require schemes to include all dwellings which are within a terrace, row or group of houses. In this way, proposals should not involve the piecemeal loss of houses or the fragmentation of definable residential blocks.

9.65 Applications for developments that in some way have an adverse impact upon residential amenity will not be permitted. Consequently, the immediate frontages of Old Wareham Road and Ringwood Road, together with any other parts of the defined area that are close to remaining dwellings, shall be reserved for uses that are deemed to be acceptable in residential areas. Proposals will be required to exhibit a high quality design and make provision for suitable landscaping and boundary treatment.

E12 MANNINGS HEATH -RESIDENTIAL PROPERTIES

PROPOSALS FOR THE REDEVELOPMENT OF RESIDENTIAL PROPERTIES FOR USE CLASS B1 ACTIVITIES AT OLD WAREHAM ROAD (EVEN NUMBERS), RINGWOOD ROAD (EVEN NUMBERS BETWEEN 544-670), BROOM ROAD, ST. GEORGE’S AVENUE, FANCY ROAD AND MANNINGS HEATH ROAD WILL BE PERMITTED PROVIDED THAT:

i) PROPOSALS DO NOT RESULT IN THE FRAGMENTATION OF ANY TERRACE, ROW OR GROUP OF DWELLINGS. PIECEMEAL REDEVELOPMENT WILL NOT BE PERMITTED UNLESS THE DEVELOPMENT SITE IS IN AN ISOLATED POSITION WITH NO ADJOINING DWELLINGS;

ii) A LANDSCAPING SCHEME, FORMING A BUFFER ALONG THE BOUNDARIES TO SOFTEN AND ENHANCE THE VISUAL IMPACT OF NEW DEVELOPMENT, IS INCORPORATED AS AN INTEGRAL PART OF PROPOSALS; AND

iii) WHERE VEHICULAR ACCESS TO SITES IS CURRENTLY VIA MANNINGS HEATH, OR IS CAPABLE OF BEING PROVIDED FROM
MANNINGS HEATH, ACCESS WILL NOT BE PERMITTED FROM RINGWOOD ROAD OR OLD WAREHAM ROAD.

The Nuffield Estate

9.66 The Nuffield Estate contains a good range of unit sizes and a mix of commercial and industrial activities, accessed from the Dorset Way dual carriageway. The area remains appropriate for additional employment activities and land is available to accommodate this. Between Canford Heath Road and the Nuffield Estate lies an area of land from which mineral extraction has taken place. Part of the land has since been developed, but there remains an area of about 2.53 hectares. However, this site also abuts residential and community uses and special attention should be paid to the design, appearance and setting of development. The nearby residential area would also be sensitive to noise disturbance arising out of traffic movement, particularly if involving large vehicles. For this reason storage and distribution (class B8) will not be permitted if they would be likely to cause excessive disturbance to residents in the area. Where proposals for B8 uses are submitted, the Local Planning Authority will only grant planning permission if vehicular access is gained via Hatch Pond Road and not Canford Way, and delivery/movement times are restricted to appropriate times (having regard to the scale of the development proposed).

E13 NUFFIELD ESTATE EXTENSION

THE DEVELOPMENT OF LAND BETWEEN CANFORD HEATH ROAD AND THE NUFFIELD INDUSTRIAL ESTATE FOR USE CLASS B1-B8 ACTIVITIES WILL BE PERMITTED PROVIDED THAT:

i) VEHICULAR ACCESS SHALL BE GAINED VIA HATCH POND ROAD, STINSFORD ROAD AND WITNEY ROAD; AND

ii) IN THE CASE OF PROPOSALS FOR B8 ACTIVITIES, THE AMENITIES OF NEARBY RESIDENTS WOULD NOT BE ADVERSELY AFFECTED BY THE AMOUNT, SCALE OR TIME OF VEHICULAR MOVEMENTS.

PROPOSALS FOR HOTELS WILL BE CONSIDERED HAVING REGARD TO THE PROVISIONS OF POLICY E1.

Land South-east of Cabot Lane

9.67 Adjacent to Balena Close and south of Cabot Lane is a former landfill site, part of which is now occupied by a cash and carry warehouse. An area of 1.15 hectares remains, which is suitable for a range of industrial and commercial uses. Proposals will be expected to comply with policies contained in other chapters regarding design, landscaping, access and parking.

E14 CABOT LANE

THE LAND SOUTH-EAST OF CABOT LANE IS RESERVED FOR ACTIVITIES FALLING WITHIN USE CLASSES B1-B8. PROPOSALS WILL BE EXPECTED TO:

i) HAVE REGARD TO THE AMENITIES OF NEARBY RESIDENTIAL PROPERTIES AND INCLUDE A LANDSCAPED BUFFER BETWEEN THE DEVELOPMENT AND PORTER ROAD, STALBRIDGE ROAD, HAZELBURY ROAD, PERGIN CRESCENT AND CREEKMOOR LANE; AND

ii) INCLUDE MEASURES TO IDENTIFY AND, WHERE NECESSARY, EFFECTIVELY DEAL WITH THE PRESENCE OF METHANE GAS.

Land at Sterte Avenue West

9.68 To the east of Holes Bay is an area of vacant reclaimed land which is bounded to the north by the railway and to the west by the Holes Bay Road. It is particularly suitable for a single large employment activity (but not major B1 office development in excess of 2,000 square metres of gross floorspace), or alternatively could accommodate a mix of unit sizes.

9.69 The site is visible from Holes Bay, the railway line and Holes Bay Road, and will be prominent when viewed from the proposed replacement Poole Bridge. A high quality design, especially for main frontages, will thus be essential. The design of roof forms will also need particular care due to the elevated views of the site from much of the existing and proposed highway. Existing sites could benefit from this and should themselves play a part in visually enhancing the area. This Council will seek to encourage environmental enhancements in the locality and will expect new planning applications to support this objective.

9.70 The size and strategic importance of the Sterte site is such that a comprehensive approach to development is required. It is vital that proposals affecting only part of the site do not prejudice the development of the remainder. Issues such as internal servicing and access arrangements need to be planned to maximise development opportunities and ensure that the site's transport needs are met without causing problems elsewhere in the highway network. At the same time, the visual prominence and size of the site demand a good quality, visually integrated approach to development.

E15 STERTE AVENUE WEST

LAND AT STERTE AVENUE WEST, SHOWN ON THE PROPOSALS MAP, IS SUITABLE FOR A SINGLE EMPLOYMENT-GENERATING ACTIVITY OR A MIX OF EMPLOYMENT USES. A COMPREHENSIVE APPROACH TO DEVELOPMENT WILL BE REQUIRED AND, ACCORDINGLY, DEVELOPMENT WILL ONLY BE PERMITTED IF:

i) IT DOES NOT PREJUDICE THE FUTURE DEVELOPMENT OF ANY REMAINING LAND OR NECESSARY TRANSPORT LINKS AND OTHER INFRASTRUCTURE BY REASON OF ITS SITING, LAYOUT OR ASPECT;

i) IT PROVIDES TRANSPORT LINKS NECESSARY TO SERVE THE DEVELOPMENT; AND

iii) THE SCALE, LAYOUT AND QUALITY OF DESIGN BOTH REFLECTS THE PROMINENT LOCATION AND VISIBLY ENHANCES ALL PRINCIPAL FRONTAGES.

Pollution

9.71 In 1990, the Environmental Protection Act was brought into effect, giving powers to local authorities and other agencies to achieve certain standards in pollution control. Since then, Government guidance has sought to clarify the role of the agencies which are involved while stating that the planning system has a part to play.

9.72 It is not the role of planning to control pollution or enforce legislation covered by other bodies such as the Environment Agency. Rather, local plans should accommodate the needs of industries and utilities, which may present a risk of pollution, whilst ensuring that proposals for such uses comply with the need to protect amenity interests and the environment. In this way, potentially polluting uses will not normally be permissible in residential areas or in locations where interests of acknowledged importance might be adversely affected. However, in the same way, development which would be sensitive to such uses should not be permitted in locations where it might impose restrictions upon the otherwise reasonable functions of potentially polluting uses.

9.73 For the purposes of the Local Plan, pollution refers to the unwanted secondary effects of a development or use of land, namely the waste substances, in terms of impact upon health, the natural environment, or general amenity. This impact may occur as a result of harmful releases to water, land or air, or from dust, vibration, light or heat. Visual impact and noise are not included, as they would not normally be caused by the release of potentially harmful substances. They would, however, be considered as material amenity issues and as such will be assessed having regard to relevant policies in this Plan and other material considerations.

9.74 The quality of Poole's environment and the pattern of residential development mean that suitable locations for potentially polluting operations are mainly limited to existing industrial areas which are large enough to provide an appropriate buffer between the proposal and potentially affected uses. This is not to say that a high concentration of potentially polluting operations might be acceptable. The Council would not accept a reduction in the quality of design, nor would it wish to allow the viability of industrial areas to be undermined due to the impact of potentially polluting operations upon other commercial uses.

9.75 It would seem appropriate to assess proposals involving hazardous substances in a similar way to development which has the potential to cause pollution. In both cases there are other bodies responsible for detailed control and the Local Planning Authority is able to restrict its involvement to land use matters such as the site implications of accommodating necessary pollution control measures and the desirability of proposals being allowed in a particular location. Policies are, therefore, concerned with reducing the risk of harm being caused by pollution or hazardous substances as well as minimising the possibility of a pollution or hazardous occurrence.

9.76 However, proposals for hazardous substances may not necessarily involve development. In such circumstances proposals are brought under planning control by the Hazardous Substances Act 1990 which allows the relevant authority to consider the land use implications of proposals upon both the application site and other land in the vicinity, having regard to the risks arising to people in the surrounding area.

9.77 It is relevant for the Local Planning Authority to consider the ability of proposals to deal effectively and safely with potential risks and to ensure that they are appropriately distanced or buffered from adjoining uses. In determining what provision needs to be made within the site layout to accommodate appropriate measures the Local Planning Authority will consult with the relevant bodies concerned with controlling pollution. There may be cases where additional provisions are needed to satisfy general planning considerations.

E16 LOCATION AND LAYOUT OF POTENTIALLY POLLUTING USES

PROPOSALS WHICH HAVE THE POTENTIAL TO CAUSE POLLUTION AND/OR INVOLVE THE STORAGE OR USE OF HAZARDOUS SUBSTANCES WILL ONLY BE PERMITTED IF:

i) THE LOCATION IS APPROPRIATELY DISTANCED AND/OR BUFFERED FROM USES WHICH MAY BE ADVERSELY AFFECTED BY POTENTIAL HAZARD OR POLLUTION WHICH MAY OCCUR; AND

ii) THE LAYOUT OF THE SITE MAKES ADEQUATE PROVISION FOR NECESSARY OR APPROPRIATE MEASURES DESIGNED TO MINIMISE THE POTENTIAL FOR, AND IMPACT OF, POLLUTION OR HAZARD.

9.78 It is important to make sure that potentially polluting uses which are appropriately located and have taken proper measures to prevent pollution occurrences are not hindered by new development which is incompatible. Many industrial processes have the potential to cause pollution and suitable new sites are becoming scarce. These businesses may play an important part in the economy of the town and, consequently, the Council will resist proposals for sensitive uses in proximity to those otherwise reasonable activities, which have the potential to cause pollution. The most likely use which could hinder industrial activity is residential, but there are other sensitive operations to which the following policy would also apply.

E17 SITES NEAR TO POTENTIALLY POLLUTING USES

IN AREAS WHERE THERE ARE EXISTING USES WHICH HAVE THE POTENTIAL TO CAUSE POLLUTION OR WHICH DEAL WITH HAZARDOUS SUBSTANCES, PROPOSALS FOR NEARBY OR ADJACENT SITES WILL NOT BE PERMITTED IF:

i) THE AMENITIES OF THE PROPOSALS’ OCCUPANTS WOULD BE ADVERSELY AFFECTED BY THE NORMAL PERMITTED OPERATIONS OF THOSE EXISTING USES; AND/OR

ii) THOSE EXISTING USES MIGHT HAVE TO COMPROMISE THEIR CURRENT OR FUTURE OPERATIONS AS A RESULT OF THE PROXIMITY OF SUCH PROPOSALS.

9.79 Applications involving extensions to existing uses which have the potential to cause pollution or which currently store or use hazardous substances will be considered on the basis of their location and the ability to provide adequate protective measures. Where the likely impact could be minimised through the introduction of reasonable measures, then applications will be considered on their planning merits. In considering whether a particular location is suitable for such proposals and in determining both potential risk and appropriate measures, the Council will have regard to:

• advice received from the Consumer Protection Services Unit and the scope of control offered by the 1990 Environmental Protection Act in mitigating any potential impact upon interests of acknowledged importance; an
• other planning considerations, such as noise, visual impact, parking, design, landscaping and materials.

E18 EXISTING POTENTIALLY POLLUTING USES

IN DETERMINING PLANNING APPLICATIONS TO EXTEND OR CONSOLIDATE USES WHICH EITHER HAVE THE POTENTIAL TO CAUSE POLLUTION OR DEAL WITH HAZARDOUS SUBSTANCES, REGARD WILL BE HAD TO THE LOCATION OF THE PROPOSAL SITE. SUCH PROPOSALS WILL ONLY BE PERMITTED IF ADEQUATE MEASURES ARE INCLUDED TO PROTECT THE AMENITIES OF OTHER LAND USERS IN THE LOCALITY AND THE ENVIRONMENT IN GENERAL FROM THE POTENTIAL IMPACT OF POLLUTION.

9.80 Development on redundant sites and contaminated land, whether for employment uses or for other urban activities, can contribute to the widely accepted objective of making the best use of urban land and assists in reducing the need to develop green field sites. Much of the contaminated land in Poole has already been developed or allocated, but there are additional areas, which may come forward for development during the Plan period. If a development proposal is put forward for a site which is suspected of being contaminated, planning permission will only be granted if a scheme of remedial measures is submitted to, and approved by, the Local Planning Authority. Remedial measures should be appropriate for the scheme proposed having regard to the physical and chemical contamination which is present. The responsibility of providing information concerning the level of contamination of the site, together with the scheme of remedial measures, is the responsibility of the developer. It is important to note that the Local Planning Authority will adopt a cautious approach if there is any doubt about the potential existence of contamination of a site. This is consistent with Planning Policy Guidance Note 23 (Planning and Pollution Control), which stresses that the Government’s approach to pollution issues is a precautionary one.

E19 CONTAMINATED SITES

ON SITES SUSPECTED OF BEING CONTAMINATED, PLANNING PERMISSION WILL BE GRANTED ONLY WHEN THE LOCAL PLANNING AUTHORITY HAS APPROVED ANY NECESSARY SCHEME OF REMEDIAL MEASURES, WHICH IS APPROPRIATE FOR THE DEVELOPMENT PROPOSED, TO BE IMPLEMENTED AS PART OF THE DEVELOPMENT.