Please oppose the consultation about the Rye Common new village development

Rye Common new village proposal, Odiham, Hart District, Hampshire

Rye Common new village proposal near Odiham and Crondall in Hart District Hampshire

Bell Cornwell have launched a consultation on proposals to build a 1,600-1,900 new houses on around 140 hectares to form the so-called Rye Common New Village to the south of the A287 between Odiham and Crondall. We urge all We Heart Hart supporters to oppose the proposals by responding to the consultation that can be found here, on the grounds that it is not needed as there are plenty of brownfield sites available and Hart’s declared strategy is to prioritise brownfield development ahead of green field development.

More details about the plans can be found in Bell Cornwell’s consultation microsite,  leaflet and vision document.

We suggest you utilise some of the following arguments in your answer to the first question:

This development is not required as there are plenty of brownfield sites available, as can be seen here:

https://wehearthart.co.uk/2015/11/there-is-a-brownfield-solution-to-harts-housing-needs/

There are at most 2,350 more homes to be granted permission in the plan period (and according to a recent press release from Hart DC this may be further reduced by 1,500), and close to 4,000 dwellings that could be built on brownfield sites.

Hart’s declared strategy is to prioritise brownfield development before green field development as can be seen on page 2 of the recent Refined Housing Options paper.

Thank you for your help.

 

Keep calm and count to 1,500: housing reduction may not be all that it seems

Keep Calm and Count to 1,500

After yesterday’s apparently good news from Hart Council saying that Hart would have to build 1,500 fewer homes, We Heart Hart sought some clarification on how the 1,500 fewer homes had been calculated. Sadly, the answer we received sheds no light at all on the problem and only adds to the confusion. In fact it does appear as though the claimed 1,500 reduction might be entirely made up. It seems that only one day after claiming a 1,500 reduction on housing numbers it is now “inappropriate to speculate about where we stand with regard to housing numbers”.

We asked:

I have just seen the press release about Hart being asked to build 1,500 fewer homes than previously thought.  However, the release is a bit ambiguous as to what the baseline is.

Going back to the previous SHMA, the housing requirement was 7,534.  Is the 1,500 reduction from this baseline, giving a new requirement of 6,034?

Or is the baseline 7,534 plus the potential 1,600-1,800 additional requirement from Rushmoor’s unmet need? If so, then the 1,500 reduction is in fact a net increase on the 7,534 figure.

Can you explain please?  Also, does this mean that the new SHMA is ready to be published, and can I have a copy?

The response we received is as follows (our emphasis):

In light of the unexpected good news from Rushmoor we are reworking all the figures. It now removes any immediate threat that Hart may have to take up to 3,000 overspill homes from either Rushmoor or Surrey Heath.

2014 SHMA is out of date and in our view analysis of the figures is not helpful. Our Planning Officers are concentrating their time on dealing with the nearly but not quite finished new one. In this regard, the new 2016 SHMA is close to sign off but the consultant is doing a last adjustment to reflect what is currently an informal agreement between the respective local authority officers over the approach to employment uplift. It will then require formal sign off at a Duty to Cooperate meeting between the lead councillors of all three Housing Market Area partners. At that point a decision will be have to be made by the three authorities to either publish it straight away or to await the forthcoming Hart Local Plan consultation and release it as part of the draft Local Plan evidence base so that it is not used out of context with its interpretation.

In the meantime, we just have received notification from the M3LEP that it will support our proposed purchase of Bramshott Farm to create a SANG.  Whilst it has no immediate effect it does allow the Planners to revisit the Brownfield Land Register to see if the purchase of the land allows us to include in our Local Plan sites currently in the Register but otherwise held back for lack of SANG reasons only.

At this stage therefore, it would not be appropriate to speculate about where we now stand with regard to housing numbers but I can assure you that the information will be published at the right time and that you will be able to comment on it though the proper consultation channels.

 

 

Breaking News: Hart needs to build 1,500 fewer houses as timeline slips again

Breaking News: Hart needs to build 1,500 fewer houses for the Local Plan

Hart Council has published a press release that suggests Hart will have to build 1,500 fewer houses than was previously thought. This should bring the overall requirement that was stated in the last SHMA down from 7,534 to 6,034. If this is confirmed it is brilliant news and vindicates the independent expert findings and what the We Heart Hart campaign has been saying for months – indeed our target was around 6,100 dwellings.

[Update: The Hart press release may not be all that it appears to be]

However, in other news, the council has also stated that the draft Local Plan will not now be ready for consultation until the New Year. Until today, it was expected that the draft plan would be approved by a special Cabinet on 19 October and endorsed by a special meeting of the Council the following day. This latest delay is just the latest slippage in a long list of missed deadlines. However, the delay in the publication of the draft Local Plan puts the Council at odds with the Government who have threatened to step in and produce Local Plans for Councils who do not have them in place by ‘early 2017’.

Andrew Renshaw, chairman of Winchfield Parish Council, and Hart Councillor for Hartley Wintney ward is delighted at the reduction in overall housing requirement. But he is angry that the draft Local Plan and associated papers have not been made available as promised today. He has been led to believe that the plans for a new town at Winchfield have failed testing, largely due to the significant risk of groundwater flooding amongst other issues. He believes the dark cloud of planning blight that has been hanging over Winchfield residents for over two years should now be lifted by Hart Council without delay.

The consequences of the reduction in housing need are many, including:

  1. We can now build our remaining housing need (less than 1,000 up to 2032) on brownfield sites – all that is required is for a planning application to be made and granted for at least 1,500 dwellings at Hartland Village (Pyestock), which will more than cover our remaining requirement.
  2. Further efforts should be made to identify further brownfield sites in the brownfield register to build up a backlog of unbuilt sites ready for future decades.
  3. The Council should make clear that it will turn down the existing and forthcoming planning permissions at Netherhouse (Nether House) Copse (Grove Farm), Pale Lane (Elvetham Chase), Rye Common and Murrell Green on the grounds that they are not required to meet our housing need.
  4. The 5-year land supply calculation should be revised without delay, because the reduction in overall housing requirement means we have over-built for the past few years and need to build fewer houses into the future, so the number of years of land supply will increase dramatically.

The full press release can be downloaded below:

Hart needs to build 1,500 fewer houses
Hart needs to build 1,500 fewer houses

Rushmoor says it won’t ask Hart to build extra houses

Time to celebrate we don't need so many houses

Time to celebrate we don’t need so many houses

We Heart Hart asked a number of questions at Hart Council’s 29 September meeting. We will come to those in a moment, but the most significant news came from the Leader’s announcement that he had received a letter from Rushmoor Borough Council stating that they would no longer be asking Hart to build extra houses for them.

This is good news in that it either shows that the overall housing numbers for the combined area has been reduced or Rushmoor have found extra capacity, or a combination of the two.

The significance for Hart is that there was a threat that Rushmoor may ask us to build an extra 1,800 houses, on top of our already large allocation of 7,534 houses.  We now know that our remaining requirement will not exceed the current number of around 2,350, and this number may in fact go down if the overall housing target in the new Strategic Housing Market Assessment (SHMA) reduces as we believe it should.

The other significant news from the meeting was that the council believes it will have a SANG capacity of 1,500 homes, over and above the SANG required to deliver Hartland Village (Pyestock). This means that there is now sufficient SANG capacity to bring forward more brownfield sites (of which there are plenty), so we shouldn’t need to grant permission to build on any more of our green fields before 2032 at least.

We also learned that Hart Council has no plans to introduce policy measures to restrict the redevelopment of brownfield sites in the district.

However, we share the council’s concern that if the brownfield sites are delivered as office conversions (as opposed to redevelopments), then there may be a shortage of infrastructure funding.

We await the publication of the revised SHMA, the new policies and the draft Local Plan with interest.

Hart outlines new timetable for the Local Plan

Hart District Local Plan delayed again

Hart Council has outlined a new timetable for delivery of the Local Plan after the most recent delays. The new timetable looks quite ambitious:

27 September2016 – There is to be a workshop to go through the draft overarching policies, but not the spatial distribution strategy itself.  The papers for the workshop are due to be published shortly.

17 October 2016 there will be a special meeting of the Local Plan Steering Group,  open to all councillors, to discuss the Spatial Distribution strategy and the final version of the draft Local Plan. It is not yet clear when the documents related to this meeting will be published. [Update: We now expect the spatial strategy to be released on 11 October].

19 October 2016 – Special Cabinet to decide to go to consultation on the draft Local Plan.

20 October 2016 – Special Council to endorse Cabinet decision to go to consultation.

The dates for the Special Cabinet and Council meetings have been added to the official meeting schedule on Hart’s website.

It is not yet clear when the new Strategic Housing Market Assessment will be published, nor is it clear what the process will be if there are disagreements about the draft plan at the LPSG on 17 October.

Frustration at Local Plan delay

frustration-at-local-plan-delay-fleet-nm-7-sept-2016

Fleet News and Mail have covered our story about the further delays in the Hart Local Plan. The full article can be found here.

It is good to see the leader of the council committing to producing a robust plan based on robust evidence.  We look forward to seeing the new Strategic Housing Market Assessment (SHMA) when it is produced.

Hart Local Plan delayed again

Hart District Local Plan delayed again

Hart’s Local Plan has been delayed again. Councillors who were due to go to a Local Plan Steering Group meeting on 30 August have been told that the meeting has been deferred. The reason given is that they cannot decide the ‘spatial strategy’ until the new Strategic Housing Market Assessment (SHMA) has been agreed.

Apparently, Rushmoor are still holding out for Hart to build 1,600 Rushmoor’s allocation. This could be changed by the new SHMA, but the SHMA remains incomplete because they are changing the methodology is being changed and a new piece of work has been commissioned from the consultants, Wessex Economics. Readers may remember we were first promised the new SHMA in February, then May, and subsequently, Rushmoor have indicated the SHMA would be ready in July 2016. But now we don’t have a date for completion.

This is the latest in a long line of delays:

In October, 2013, when the earlier version of the plan was rejected by the planning inspector, the council said:

“Cllr Parker said that while the council operates under the interim strategy, it is working on an updated Local Plan.

“We expect to put this out for consultation early next year, and would look to submit it to an inspector next autumn[2014],” he added.”

In April 2014, the plan was to have a resubmission plan ready for consultation in October 2015.

In February 2015, the plan was to have a resubmission plan ready for Autumn 2015.

In April 2016, the plan was delayed yet again, with the timetable clearly stating that a draft version of the Local Plan would be published in September 2016. No revised date has yet been given for the draft to be published. The timetable they were working to was:

Full Draft Local Plan – September 2016 (Summer 2016, a couple of months slippage) [now slipped again]

Submission Plan – March 2017 (Autumn 2016, at least 3 months slippage)

Submit to Secretary of State – TBA (Winter 2016, unknown slippage)

Examination – TBA (Spring 2017, unknown slippage)

Adoption – TBA (Summer 2017, unknown slippage)

Of course, there is now a significant risk of the Government stepping in and doing the Local Plan for us.

In the light of the loss of the Moulsham Lane appeal, Hart are working hard on a revised set of policies. These will be discussed by councillors at a special meeting on 27 September, but in the meantime, developers will have a field day. because without a Local Plan and without up to date policies, Hart Council is essentially defenceless.

Don’t hold your breath.

 

Hart Council loses Moulsham Lane, Yateley Appeal Decision

Proposed development at Moulsham Lane Yateley Hart District Hampshire GU46 7RA

It has been announced that Hart Council have lost the developer’s appeal about the proposed development at Moulsham Lane in Yateley.

The significant part of the decision is that the inspector has decided that Hart’s five year land supply is not sufficient grounds to turn down the application.  This is contrary to the decision made by the inspector in last year’s Owens Farm, Hook appeal.

The other worrying aspect of the appeal is that the inspector has ruled that the council’s RUR2 policy which seeks to limit development in the countryside has been ruled to be out of date and partially inconsistent with the NPPF so will not offer significant protection until the new Local Plan is in place. This puts at risk place like Winchfield, Hares Lane in Hartley Wintney, Hook and Pale Lane Farm.

This decision shows the damage that can be done by the council not having a Local Plan in place. They have missed all of their self imposed deadlines as documented here. A new draft Local Plan is due to be published next month, but as we have not yet even seen the new SHMA, which was originally promised for February, then May, this timeline needs to be called into question.

We can only hope that they do get a plan published and that it focuses on the plentiful brownfield sites that will more than meet our requirement for decades to come.

Hart still not building enough smaller properties to meet local needs

Hart District Completions compared to target by number of bedrooms

Back in May we wrote about how housebuilders were not building enough smaller properties to meet local needs. We have now received the latest data for completions in 2015-16. The chart above shows that although there has been some improvement we are still not building enough 1 and 3-bed properties and are significantly over-building 4+bed properties.

The analysis to support these conclusions is shown below.

First, according to the current Strategic Housing Market Assessment (SHMA), Hart needs to build 7,534 dwellings in the plan period running from 2011-2032. The SHMA is also very clear on the sizes and types of housing that needs to be built, including the number of affordable homes for the young and specialist housing for the elderly.

Hart Surrey Heath and Rushmoor SHMA Figure 9.8

Hart Surrey Heath and Rushmoor SHMA Figure 9.8

Working through the arithmetic, and using Hart’s target of 40% affordable homes, we need to build in total the following number and proportion of properties by number of bedrooms:

Hart District Housing need by number of bedrooms

We can compare these proportions to the dwellings that have been built since 2010-11:

Hart District Completions by number of bedrooms 2010-2016

This shows that we have built around 80% of 1-bed properties that we should have done and around three quarters of the targeted proportion of 3-bed properties. We have built nearly twice as many 4+bed properties compared to the target.

Overall we think this means that Hart needs to get smarter about how it monitors planning permissions so that we get as close as possible to meeting the needs of local people set out in the SHMA, as opposed to simply building houses that will maximise developer profits. However, it does seem clear that more redevelopment of vacant offices on brownfield sites would create more opportunities for more smaller properties to help young people get on the housing ladder.

 

Rail capacity is significant barrier to Winchfield new town and Hart development

 

A concerned resident has written to South West Trains asking a series of questions about the capacity of the mainline railway that travels through Hart District and the alternative strategies for increasing capacity. The answers are a significant cause for concern and call into question not only the viability of the proposed Winchfield new town, but also further large scale development across Hart District.

In summary the mainline up to London already is 20% over-crowded at peak times and is forecast to have a 60% capacity shortfall by 2043.  There are no plans to have more trains stopping at Winchfield (and by implication no plans for more trains at Hook or Fleet). There are no plans to extend the station at Winchfield (and by implication Hook too) properly to accommodate 12-car trains. There are no plans to increase car-parking capacity at Winchfield. The mooted solution of double-decker trains is a non-starter because of the infrastructure requirements and increased dwell times. Network Rail would not be responsible for the costs of widening the three tunnels under the railway in Winchfield, nobody has estimated the cost, but it is known to be considerable.

All this leaves the proposal for a new town in Winchfield in tatters, but it also calls into question the viability of so many more houses across Hart as there simply is not the rail capacity to accommodate the increased population.

The answers to the questions were produced under the supervision of a senior executive in South West Trains and in consultation with Network Rail’s Wessex Route Strategy team and are reproduced below:

Q1: Is my assertion that the planning authorities should be considering the capacity of the whole Southampton to Waterloo line rather than the capacity of individual stations is correct?

A1: Network Rail would always look at the capacity of the whole line, particularly in relation to additional services. This is because the impact of increasing capacity through additional services does not just affect an individual station. Additional stops for existing services will have an impact on journey times owing to the time taken to accelerate/ decelerate and dwell time at the platform all adding in time. Those existing services may also be close to capacity and adding extra stops would impact upon the ability for passengers further down the line to get on to the train. Network Rail would encourage a joined up approach between local authorities to ensure that capacity is looked at across the whole line.

Q2: If I am correct, is the line under, at or over capacity? If it is over capacity by how much and when you plan to bring it down to safe levels?

A2: The Wessex Route Study, published in August 2015 (http://www.networkrail.co.uk/long-term-planning-process/wessex-route-study/), states that there is currently 20% overcrowding on Main Line services and that growth to 2043 will see an additional 40% capacity being required. Therefore in the period to 2043 we expect to be required to accommodate 60% extra capacity. The Wessex Route Study sets out the strategy for meeting this growth and mitigating overcrowding. Unfortunately there is no quick fix for what is needed and therefore there are a number of incremental steps that will be taken, including a flyover at Woking, track reconfiguration works between Clapham Junction and London Waterloo, and a major infrastructure such as Crossrail 2. The summary Chapter 6 sets out what is required and Chapter 5 has a bit more of the detail.

Q3: Do you have plans to increase the frequency of trains stopping at Winchfield to soak up additional passengers? It has been suggested that some of the fast trains from Southampton might stop there. If this is not the case are there impediments to so doing?

A3: There are presently no plans to increase the frequency of stopping trains at Winchfield as there is insufficient route capacity and no physical capacity on trains which would take the additional calls. Furthermore to have the faster services calling at Winchfield would be detrimental to journey time from longer distance locations to London such as Salisbury, Winchester and Southampton.

Q4. Are any plans to extend the station at Winchfield? If this did occur would this be the responsibility of SW Trains, Network Rail or the Local Council? Have you any indicative costs for such an activity?

A4: Network Rail currently have no plans to lengthen the platforms at Winchfield. Automatic Selective Door Opening (ASDO) is employed at some stations where the platforms are not long enough to accommodate all carriages of a train; Winchfield is an example. ASDO allows for only some of the doors to open at stations with short platforms negating the need for expensive platform extensions. This is only employed where it is deemed safe to do so. Where platform pedestrian capacity is a problem then ASDO may not be the correct solution because it wouldn’t allow passengers to spread along the platform to spread a crowd waiting for a train.

Q5. Are there any plans to increase the car parking capacity at Winchfield? Again, if this were to occur where would the costs lie and how much would they be?

A5: There are no plans in the present franchise to increase car park capacity at Winchfield.

Q6: Are double-decker trains a serious option to overcome the overcrowding on this line? If they are not please can you tell me if there are any single major obstacles that will preclude their adoption on this line?

A6: Double Decker Trains were investigated as part of the Wessex Route Study. The study looked at Waterloo to Basingstoke as the scope area. This was decided upon as there are relatively few limited clearance structures on this stretch of line and therefore if it wasn’t feasible here, then it wouldn’t work on other parts of the network such as between Basingstoke on Southampton where there are a number of tunnels. In short, the Route Study concluded that the combination of needing to operate bespoke rolling stock (as no rolling stock operated elsewhere in the world would work on our infrastructure), the cost of modifying the infrastructure to accommodate the trains (track lowering, bridge rebuilding, platform adjustments and lineside infrastructure moves and adjustments), the impact on dwell times and the fact that double deck services would only be necessary in the peak mean that the business case was not strong enough to warrant such investment.

Q7: There is an embankment running east of Winchfield Station pierced by three road tunnels. Should road widening be deemed necessary for any or all of these tunnels, what would your reaction be? Who would pay for such works? What would be the indicative costs please?

A7: Network Rail would need to assess the impact of widening the tunnels on the embankment and if it was deemed safe. The Network Rail Asset Protection team would need to be satisfied that Network Rail’s assets were not damaged or compromised in anyway. We do not have foresight of costs for such a scheme and this would not be a cost that Network Rail would expect to be accountable for.