INTRODUCTION
9.1 The Blyth Area typifies much of rural Suffolk - small, scattered
and, in some cases, quite remote settlements set in undulating, attractive
landscape. The river valleys, which give the inland part its character,
are designated as Special Landscape Areas. The coastline itself is unique
and designated as part of the Suffolk Coast and Heaths Area of Outstanding
Natural Beauty and a Heritage Coast.
9.2 There are four historic towns which act as service centres - Aldeburgh,
Framlingham, Leiston and Saxmundham. Each has its own strikingly individual
character and each is dealt with separately in this part of the Plan.
9.3 Almost all of the Blyth Area is within the Rural Development Area,
and unemployment rates are generally above the county, but below the national
average, although the construction of the Sizewell `B' Nuclear Power Station
temporarily provided a large number of jobs.
9.4 The area lies within the Halesworth/Saxmundham Policy Area, as defined
in the Suffolk Structure Plan. Because of the high quality of the environment,
large numbers of outstanding planning consents and consistent with the
strategic policy of restraint, further large-scale releases of housing
land are not appropriate, other than in exceptional circumstances. This
is outlined further in paras 9.6 to 9.11.
9.5 This Chapter of the Local Plan is structured as follows:
The Area Generally (paras 9.6 to 9.50)
• Housing (including the Villages)
• Employment
• Conservation
• Countryside
• Transport
• Sizewell
Aldeburgh |
(paras 9.51 to 9.102) |
| (paras 9.51 to 9.102) |
(paras 9.103 to 9.139) |
Leiston |
(paras 9.140 to 9.169) |
Saxmundham |
(paras 9.170 to 9.219) |
Implementation |
para 9.220 |
THE AREA GENERALLY
HOUSING
HOUSING REQUIREMENTS
9.6 The Suffolk Structure Plan (Incorporating Alterations 1, 2 and 3)
does not include specific housing requirement figures for the Blyth area
part of the Suffolk Coastal District. It is, therefore, not possible to
identify any specific housing requirements for the Blyth area, or for
the four towns of Aldeburgh, Framlingham, Leiston and Saxmundham. However,
as stated earlier in paragraph 3.11 and demonstrated in Table 1, there
is an overprovision of houses in the District as a whole in relation to
requirements for the period up to 2006.
9.7 The overprovision of housing, caused by the existence of planning
consents and inevitable development of 'windfall' sites, suggests that
it is unnecessary, in statistical terms, to make allocations in this Local
Plan. However, there are particular circumstances in Framlingham and Saxmundham
which require an exception to this strategy, and these are considered
in this section. These would be the only exceptions.
NEW HOUSING: SCALE AND LOCATION
9.8 Within the Blyth Area are four Towns - Aldeburgh, Framlingham, Leiston
and Saxmundham - and policies for each of these are set out later in this
section, as well as the general Policy AP26 after para 3.17 earlier.
9.9 There are a considerable number of Villages within the area. The
scale and character of each individual village will determine the scale
of new development appropriate to that settlement. Because of the nature
of the Villages in the Blyth Area, which has high quality built and rural
environments, large-scale development in the form of estates is better
located and more able to be absorbed into the four Towns.
9.10 Within the Villages, new housing development will be considered
in the light of the general policy AP27. This provides for development
normally to take the form of either infilling or small groups, as specified
in the following policy:
POLICY AP118
Development in Blyth Area Villages
In order to implement Policy AP27, the following settlements are
defined as Villages; the appropriate scale of development being:
| (a) |
Infilling only within the Villages of: |
|
Bruisyard Church |
Little Glemham |
|
Chediston Church |
Parham |
|
Chediston Green |
Saxtead Green |
|
Dunwich |
Stratford St Andrew |
|
Farnham |
Theberton (Church) |
|
Heveningham |
Theberton (Eastbridge) |
|
Huntingfield |
|
|
|
|
| (b) |
Infilling or Groups within the Villages
of: |
|
Aldringham |
Kelsale-cum-Carlton |
|
Badingham (Church) |
Kettleburgh |
|
Benhall Green |
Knodishall |
|
Blythburgh |
Marlesford |
|
Bramfield |
Middleton |
|
Brandeston |
Peasenhall (with part of Sibton) |
|
Cransford |
Rendham |
|
Cratfield (Bell Green) |
Snape |
|
Darsham |
Sweffling |
|
Dennington |
Thorpeness |
|
Earl Soham |
Walberswick |
|
Easton |
Walpole (with part of Cookley) |
|
Friston |
Wenhaston |
|
Great Glemham |
Westleton |
|
Hacheston |
Yoxford |
'Infilling' and `Group' are defined earlier in para 3.5. The
presence of particular areas to be protected from development is also
covered earlier in Policy AP28 after para 3.26 and these areas, where
known, are shown on the Proposals Map.
9.11 The following parishes do not contain a settlement which meets the
criteria set out in para 3.19 and Policy AP30 will apply in respect of
new residential development:
Cookley |
Sibton |
Linstead Magna |
Sternfield |
Linstead Parva |
Thorington |
|
Ubbeston |
EMPLOYMENT
GENERAL
9.12 The lack of employment opportunities over much of the Blyth Area
has been recognised for some time and this largely led, in 1984, to the
designation of the Suffolk Protection Area (formerly Rural Development
Area) (see para 4.10). With this in mind, the District Council will particularly
encourage the provision of new employment opportunities, as set out in
the General policies in Chapter Four of the Plan.
9.13 Where appropriate, specific allocations of land for employment purposes
are made in the Towns, and these are referred to in the relevant paragraphs
later in this section.
PARHAM AIRFIELD
9.14 The disused Parham airfield straddles a number of parishes. Today,
there remain principally two concentrations of wartime buildings which
were once associated with the airfield; at Silverlace Green, Parham and
a short distance away in Marlesford parish. These have for some time been
utilised by businesses orientated towards agriculture and those which
have proved to be `bad neighbour' uses elsewhere. The main concentration,
in Marlesford parish, is visually prominent in the landscape and remote
in terms of communication links.
9.15 There are also a number of other buildings previously associated
with the airfield, but these are scattered rather than in groups, and
have been quite acceptably converted to agricultural outbuildings.
9.16 In recognition of the existence of the employment provision at Parham
airfield, a physical 'employment' limits boundary has been drawn around
the areas, where the District Council considers such development is acceptable
and within which any further provision should be concentrated. The physical
limits boundary is drawn tightly to acknowledge that the buildings are
located in an agricultural setting. The boundary has also been drawn to
divide the groups of buildings to recognise that different characteristics
and issues exist within the area.
9.17 At Silverlace Green, there are essentially two areas of buildings
served by separate accesses. The first area (marked A on the Proposals
Map) is accessed off the Moat Hall Drive, while the second (marked B)
gains access from the C242. Both accesses appear reasonable but could
be improved if necessary. Along the C242 there is a dense Hawthorn hedge,
approximately 15 ft high, forming a good visual screen and noise barrier.
9.18 Within Area A the main buildings are former Nissen huts, and it
is in this area where existing employment provision is concentrated. Some
of these buildings have fallen into a state of disrepair. In Area A, the
District Council believes that a significant increase in floorspace would
not be appropriate, although a replacement of obsolete buildings may be
acceptable.
9.19 Currently, there is no employment provision within Area B. However,
subject to structural surveys, the buildings on this site are considered
appropriate for conversion to employment use. As well as the revitalisation
of existing buildings, there is also a small thinned-out, wooded area
in the south of the site where further business premises could be sited,
provided the peripheral trees are retained to provide a mature screen.
9.20 In visual terms, an advantage of that part within Marlesford Parish
is that the majority of premises, especially those buildings to the south,
are located within a dense Poplar plantation, thus providing an excellent
visual and noise barrier to the activities occurring within.
9.21 Area C is owned by the MoD and no public access is permitted. It
consists of two large hangars which are exposed in the landscape. In this
area there should be no further increase in floorspace.
9.22 A variety of employment-generating businesses exist in Area D, most
of which are well screened. As well as the revitalisation of existing
buildings, the District Council believes that in the south of this area
(Area D1 on the Proposals Map) the woodland is of a sufficient density
and acreage (approximately 3 acres) to accommodate further small-scale
business developments, providing peripheral trees are retained to afford
an essential mature screen.
9.23 In the north of this area (Area D2) the District Council considers
that a significant increase in the floorspace would not be appropriate
because of a lack of screening along the western and southern boundaries,
which means that the site is clearly visible from the surrounding area.
In addition, no further structures should be erected on this site.
9.24 In considering proposals at Parham airfield, the following Policy
will apply:
POLICY AP119
Parham Airfield
The following criteria will be applied when considering proposals
at Parham Airfield:
(i) the proposal must be within the defined boundary, as shown on
the Proposals Map;
(ii) the proposed use must be:
(a) within Class B1 (Business) of the Town and Country Planning
(Use Classes) Order, 1987 with the exception of the erection of new
buildings where `office' uses will not normally be permitted unless
ancillary to an industrial use; or
(b) within Class B2 (General Industrial) of the Town and Country
Planning (Use Classes) Order, 1987 and the District Council is satisfied
that there will be no serious loss of residential or rural amenity
and no significant generation of lorry movements; or
(c) directly allied to agriculture, provided there is no significant
generation of lorry movements;
(iii) warehousing, storage (including large-scale, agricultural
storage) and haulage uses involving significant generation of lorry
movements, will not normally be permitted;
(iv) the proposal does not involve the use of existing buildings
or land for retail purposes;
(v) in Areas B and D1, proposals for the erection of small-scale
industrial premises will only be acceptable where they conform to the
provisions of this policy and retain a significant element of the existing
trees on site, supplemented by adequate landscaping proposals;
(vi) In Areas A, C and D2, with the exception of replacement buildings,
no new buildings, extensions to existing buildings, or other works will
be permitted, unless they are of a minor and wholly ancillary nature;
(vii) the replacement of existing buildings will only be acceptable
where the proposed building and use conforms to the provisions of this
policy, there is no significant increase in the size or shape of the
building, and adequate landscaping takes place;
(viii) the proposal must have no materially detrimental impact on
residential or rural amenity.
CONSERVATION
9.25 Within the Blyth Area the following Conservation Areas are currently
designated, proposals within which will be assessed against policies in
Part One of the Local Plan:
Aldeburgh
Blythburgh
Bramfield
Brandeston
Darsham
Dennington
Dunwich
Earl Soham
Easton
Framlingham
Great Glemham
Huntingfield (St Mary's Church)
Leiston
Marlesford
Peasenhall
Saxmundham
Saxtead Green
Thorpeness
Walberswick
Westleton
Yoxford
9.26 The boundaries of these Conservation Areas are shown on the Proposals
Map. As resources permit, the District Council will consider opportunities
for Enhancement Schemes in all of the Conservation Areas.
9.27 The Blyth Area contains the whole of one Historic Park and Garden
included in the Register compiled by English Heritage (Heveningham Hall)
and part of another (Henham Hall). The appropriate policy in respect of
these, and others, is AP4.
THE COUNTRYSIDE
LANDSCAPE
9.28 The landscape importance of the Suffolk Coast and Heaths Area of
Outstanding Natural Beauty and Heritage Coast has been outlined earlier,
in para 1.60, Chapter One. Similarly, the valleys and tributaries of the
Rivers Alde, Blyth, Deben, Minsmere and Yox are designated as Special
Landscape Areas and the appropriate policy is AP13.
BLYTHBURGH HOSPITAL
9.29 The Blythburgh Hospital has closed. Its remoteness from existing
settlements makes it inappropriate for community use, as provided for
by Policy AP88. The re-use of the existing buildings for another institutional
use would be the preferred alternative use, but a range of other uses,
either singly or as a mix could also be acceptable, including employment
use, such as business, recreational, hotel, or some form of residential
conversion. Additional new buildings in association with any re-use will
not be acceptable unless of a complementary character, of a small scale
and ancillary to the existing building. Recreational use should be judged
against Policy AP109 and use as a golf course would be contrary to Policy
AP114 and would be likely to be resisted.
POLICY AP120
Blythburgh Hospital
The re-use of the Blythburgh Hospital through the conversion of
the existing buildings to a range of uses is considered acceptable in
principle, subject to a Design Brief for the whole site being agreed
with the District Council prior to any consent being implemented. The
range of uses can comprise one or a mix of the following:
(i) institutional
(ii) business (Class B1)
(iii) leisure uses
(iv) residential
Any proposals should not have a major impact on the landscape, compromise
highway safety or the free flow of traffic and should not conflict with
existing uses within the area.
NATURE CONSERVATION
9.30 The Blyth Area is of national importance for nature conservation,
with the following designations (for a definition and relevant policy,
see paras 1.66 to 1.70):
• National Nature Reserves
Walberswick
Westleton Heath
• Special Protection Area
Alde/Ore Estuary
Minsmere/Walberswick
Sandlings
• Wetland of International Importance
Alde/Ore Estuary
Minsmere/Walberswick
Minsmere/Walberswick extension
• Sites of Special Scientific Interest
a number have been designated
and are listed in Supplementary Planning Guidance
9.31 There are also a number of sites of local importance -
• County Wildlife Sites
a number have been designated and are listed in Supplementary Planning
Guidance
The policy relating to these sites is AP16 in Chapter One
• Local Nature Reserves
Aldeburgh Haven
Alde Mudflats, Iken
Darsham Marshes
Framlingham Mere
Hazelwood Marshes, Aldeburgh/Friston
TRANSPORT
9.32 The A12 Trunk road runs through the Blyth Area. In the event of
the Department of Environment, Transport and the Regions intending to
improve this route, the criteria against which the District Council will
comment on those improvements are outlined in Policy AP77 in Chapter Five.
Driver facilities are also considered in the same chapter, para 5.10.
9.33 In the Blyth Area any improvements to the A12 at Blythburgh would
require particularly sensitive treatment, bearing in mind the quality
of the village itself (which is a Conservation Area) and the area on either
side, especially the estuary and river valley.
SIZEWELL NUCLEAR POWER STATIONS
BACKGROUND
9.34 Although the construction of a power station requires a planning
consent, the decision on the application is not made by the Local Planning
Authorities - in this case Suffolk Coastal District Council and Suffolk
County Council. A planning consent is deemed to have been given if and
when the Department of Trade and Industry grants consent under Section
36 of the Electricity Act, 1989 and deemed planning consent may also be
granted under Section 90(2) of the Town and Country Planning Act, 1990.
The role of the Local Authorities in this application procedure is as
consultees, and in the event of an objection by the Local Planning Authorities,
a Public Inquiry is held. For Sizewell 'B' however, the Secretary of State
for Energy stated at the time when the application was made under the
Electric Lighting Act 1909, Section 2 that a "full and thorough Public
Inquiry will be held". It is not known what circumstances may apply
in the event of a Section 36 submission for Sizewell 'C' if it is made.
SIZEWELL 'A'
9.35 National policy for nuclear power stations has required that they
should be located in areas of sparse population. Siting requirements include
availability of abundant cooling water. The Suffolk coastline was considered
to meet these requirements and in 1958, the CEGB consulted the former
East Suffolk County Council on five alternative sites in East Suffolk.
Following local consultations, East Suffolk County Council considered
Sizewell to be less objectionable than any of the others, objected strongly
to three of the other four, and requested that in the event of a second
station being built eventually, it should be combined with the first station.
9.36 Following this, an application for Sizewell 'A' (the present Magnox
reactors) was considered by East Suffolk County Council in 1959. Very
little comment was received as a result of publicity and consultation
and the Council considered that a Public Inquiry was unnecessary. Construction
of Sizewell 'A' began in 1961 and the two reactors were commissioned in
1966.
9.37 Nuclear Electric have no definite closure plans at present. On the
basis of the original planned life of the 'A' station, however, phased
decommissioning would have commenced in 1996. The District Council will
consider the detailed proposals for the decommissioning of Sizewell 'A'
and any consequences arising from it at the appropriate time.
SIZEWELL 'B'
9.38 In January 1981, the CEGB applied to the Secretary of State for
Energy for Section 2 consent to the extension of the Sizewell Nuclear
Power Station by the construction on the existing site of an additional
station to be known as Sizewell 'B'. This new station would have a capacity
of 1,200 megawatts, based on the Pressurised Water Reactor (PWR) system.
On receipt of this Section 2 application, a joint Suffolk Coastal District
Council/Suffolk County Council public consultation programme was established.
Following consideration of all the representations received, the District
Council decided to accept Government policy on nuclear power and the principle
of the use of the site for additional nuclear power, but to object to
the proposal to extend the power station by the construction of an additional
generating station based on a pressurised water reactor, on the basis
of information then available.
9.39 A Public Inquiry took place from January 1983 to March 1985. By
the end of this Inquiry, the Local Authorities had secured adequate safeguards
to enable them to withdraw their objections to the safety aspects of the
proposal. The two Councils also secured Undertakings from the CEGB and
agreement on the contents of draft Conditions.
9.40 The Inspector's Report was presented to the Secretary of State for
Energy in December 1986. Following a debate in the House of Commons, the
Secretary of State announced approval of Sizewell 'B' in March 1987, subject
to the conditions which were sought by the local planning authorities
with the exception of the 'new access road', which was rejected by the
Inspector.
9.41 Following the issuing of a Nuclear Site Licence by the NII, construction
of Sizewell 'B' commenced in May 1987. Construction was scheduled to take
7 years, with completion in late 1994. In accordance with the Secretary
of State's deemed planning consent and the attached Schedule of Conditions,
various consents are required from the District Council as the construction
proceeds. Similarly, the Undertakings given to the District and County
Councils require their consent to various matters as the development progresses.
9.42 A number of highway schemes have been carried out with financial
assistance from the CEGB, which were considered necessary as a direct
consequence of the construction works. These include improvements to the
B1122, Lovers Lane and the A12/B1122 junction at Yoxford.
9.43 The B1122 is the designated route for commercial vehicles travelling
to the power station. The Inspector, in his report on the Public Inquiry,
concluded that this was a most unsatisfactory route for a large volume
of heavy goods vehicle traffic. He also considered that a study of alternative
options should be undertaken in order to identify the best possible route.
9.44 Consulting Engineers were subsequently commissioned to carry out
a study into the feasibility of a new access route from the A12 to Sizewell.
Their conclusions and recommendations were the subject of public consultation.
In considering the Consultants' Report and the various consultation responses,
the County Council endorsed the County Surveyor's view that none of the
routes should be adopted, and that the B1122 route should be confirmed
as the preferred route in the context of the 'B' station construction.
Since that time, improvements have removed some of the inadequacies of
the road.
POLICY AP121
Sizewell 'B'
The District Council will monitor the construction of the Sizewell
`B' nuclear power station in order to ensure that it is carried out
in accordance with the conditions attached to the planning consent by
the Secretary of State for Energy and with the undertakings agreed between
the CEGB and the Local Planning Authorities.
SIZEWELL 'C'
9.45 In 1989, the then National Power Division of the Central Electricity
Generating Board submitted a consent application on which the District
Council sought public comment prior to carrying out its own assessment
of the proposal and of the necessity or otherwise to object formally to
the development. Part of that had involved consideration of a further
highway study which took into account the possibility of a consent and
subsequent construction of Sizewell 'C' overlapping with, or subsequent
to, the construction of 'B'. In considering the conclusions of that report,
the District Council resolved to support a comprehensive package of highway
improvement measures, including the early construction of a new southern
approach to Sizewell passing to the north of Leiston. For its part in
this matter, as Highway Authority, the County Council resolved to give
further consideration to the environmental implications and infrastructure
requirements associated with a Sizewell 'C' PWR Power Station, following
the formal submission of an application to the Secretary of State and
in the autumn of 1989 resolved to adopt the new link road to the A12 as
the preferred, and sole route for construction traffic between the A12
and the Sizewell 'B' and 'C' power stations.
9.46 Before the District Council had taken its decision on the Section
2 consent application, it was formally withdrawn following the Government's
review of the nuclear power programme. In the event of the further review,
promised in 1994 following completion of the construction of Sizewell
'B', resulting in a decision to proceed once again with a third station
at Sizewell within the period of this Local Plan, the District Council
will wish to review all aspects of its policy and experience in accommodating
the construction of Sizewell 'B' and implementation of Policy AP121. If
necessary, a review of the Local Plan would be undertaken.
SIZEWELL GAP
9.47 Sizewell Gap and its car park, beach and facilities is increasingly
popular with both residents and tourists. It does, however, require improvement
if it is to continue to cope with the pressures imposed upon it. The following
policy, therefore, is intended to address this problem:
POLICY AP122
Sizewell Gap
The District Council will seek to improve and enhance the appearance
of the Sizewell Gap area, as shown on the Proposals Map, for the benefit
of residents and tourists.
COASTAL EROSION
9.48 The issue of Coastal Erosion is discussed in paragraphs 6.33 to
6.40 of Part One.
9.49 The Shoreline Management Plan has concluded that average, long term,
historical rates of erosion may be expected to accelerate in consequence
of predicted sea level rise and lead to a further cliff retreat in the
next 75 years of the order of 150m at Dunwich Village to 190m at the Greyfriars
Wood. For the benefit of the built environment and certain conservation
interests the shoreline management strategy will be to seek a means of
controlling and slowing down the rate of cliff erosion.
9.50 Until such means have been identified and a programme for their
implementation has been drawn up, it must be assumed that uncontrolled
erosion could occur as predicted and that, hence, for this length of the
coast, a policy which generally prohibits development within the area
indicated on the Proposals Map should be maintained.
POLICY AP123
Coastal Instability: Dunwich
Pending the establishment of the means and programme for the implementation
of the managed retreat of the shoreline, the local planning authority
will not permit further new development within the area indicated on
the Proposals Map unless it can be demonstrated that the design life
of the development is commensurate with historically observed and predicted
future rates of coastal erosion.
ALDEBURGH
9.51 Aldeburgh is a small coastal town with a population of about 2,800
located entirely within the Heritage Coast and Area of Outstanding Natural
Beauty. The surrounding landscape, therefore, is of an extremely high
natural quality.
9.52 The town itself is also highly attractive. The medieval street pattern
is closely-knit and buildings are generally small, with varying roof pitches,
and constructed from a wide range of materials. The older part of the
town is designated as a Conservation Area.
9.53 Aldeburgh has a number of functions:
(i) the coastal location and high environmental quality makes it a
popular place in which to live, particularly to retire to. The population
structure is, as a consequence, unusual with a high proportion of the
elderly. However, this may alter slightly as new development takes place,
particularly Church Farm. Opportunities for further development are
extremely limited;
(ii) the town is a market centre in which to shop serving a wide, rural
catchment area. However, the employment base is extremely limited, largely
because of the low economic activity rate resulting from the age structure;
(iii) Aldeburgh is well known as a place to visit, particularly because
of its environment and its musical connections. This causes traffic
and car parking problems.
9.54 These and other matters are addressed in this section, as follows,
although it must be emphasised that the greater proportion of policies
which will apply to Aldeburgh are general ones contained in Part One of
the Plan:
• Housing (including the Garrett Era Area)
• Traffic Management and Car Parking
• Town Centre (including Opportunities for Enhancement)
• Recreation and Tourism (including Slaughden)
• Education
• Community facilities
ALDEBURGH - GENERAL
HOUSING
New Development
9.55 Reference has already been made (paragraph 9.6) to the lack of any
necessity to allocate land specifically to meet the Structure Plan housing
requirement for the Suffolk Coastal District as a whole. There will, however,
be opportunities for infilling, groups or even small estate-scale developments.
These may be acceptable, provided they are within the physical limits,
as defined on the Proposals Map.
9.56 As Aldeburgh is situated within the AONB and Heritage Coast and
there is, in any event, virtually no potential for further development
beyond its present physical limits which would not conflict with overriding
conservation objectives, there is, therefore, no obvious location for
future expansion. In the longer term interests of the town, it is desirable
to safeguard existing sites within the physical limits. There will, therefore,
be a presumption against any development in excess of a group, unless
there is a clear environmental gain in that particular case, or until
such time as major residential planning consents in and around the town
are completed. This will include 'windfall' sites, including redevelopment.
9.57 Policy AP26 of the Local Plan will not apply to the Town of Aldeburgh
. Instead, applications for residential development in Aldeburgh will
be judged against the following policy:
POLICY AP124
Aldeburgh: New Housing
Within Aldeburgh, new housing development will only be permitted
where it takes the form of infilling or groups, is located within the
physical limits, as defined on the Proposals Map, and causes no problems
to residential amenity, the environment or highway safety. Estate scale
development or redevelopment will not normally be permitted, but the
Council will have particular regard to the following material considerations:
(i) Any clear environmental gain;
(ii) The substantial implementation of major residential commitments.
'Infill', 'Group' and 'Estate' are defined in para 3.5.
Areas to be Protected from Development
9.58 Within the physical limits there may be sites, gaps or areas which
it is desirable to retain in an undeveloped form and to which Policy AP28
would apply. This would certainly include the 'Garrett Era' Area.
The Garrett Era Area
9.59 That part of the town built in the mid-19th century, largely as
a result of the efforts of the Garrett family, now presents a unique character.
Large houses in equally large gardens, well planted with trees, occupy
a prominent position to the west of the original town. Much of the character
of this area, approached through its own private road, is afforded by
the trees and the spaces they occupy, rather than the buildings which,
from many aspects, are well hidden by the wooded nature of the area.
9.60 Specific policies for the area will ensure that pressures for sub-division
of plots resulting in the loss of trees, or the ability to provide additional
planting in appropriate places to maintain the character of the area,
will be resisted.
9.61 The District Council feel that a replanting requirement for trees
which are felled as they end their useful life is not sufficient for this
sensitive area, and that property owners should be encouraged to undertake
additional planting to an agreed programme to secure the continuity of
the well-wooded appearance. A number of trees are reaching maturity and
it would be regrettable if, in future years, large numbers were removed
before replacements became established.
POLICY AP125
Aldeburgh: The Garrett Era Area
The area known as the Garrett Era Area in Aldeburgh, as shown on
the Proposals Map, is defined as an Area to be Protected from Development
to which Policy AP28 will apply. In particular, proposals to substantially
enlarge existing properties or sub-divide existing plots will be refused
where they would:
(i) Materially adversely affect the character of the area;
(ii) Materially adversely affect the setting of existing buildings;
(iii) Result in the serious loss of existing trees; or
(iv) Prejudice replanting schemes of suitable species once existing
trees die or are removed.
The District Council will advise and seek to encourage property
owners to manage existing trees and carry out appropriate new planting
to secure the continuity of the well-wooded character of the area.
The Community Hospital
9.62 The only exception to this policy would be in respect of extensions
to Aldeburgh and District Community Hospital. This is a small acute hospital
with 17 beds providing medical, rather than surgical treatment. The hospital,
which provides limited casualty facilities and also has a number of Out
Patients clinics, is supported by a very active League of Friends. Funds
raised by the League help to provide extra equipment and amenities for
both patients and staff and it is the objective of the League to further
improve facilities to support the hospital.
9.63 It is necessary for the Local Plan to recognise that any improvements
to the Community Hospital could require additional buildings within the
grounds or on adjacent land owned by the League of Friends. Provided that
such proposals are compatible with the objectives of the Garrett Era Area,
as expressed in Policy AP125 they will normally be supported.
POLICY AP126
Aldeburgh: Community Hospital
Any proposals to improve facilities at Aldeburgh and District Community
Hospital, as shown on the Proposals Map, will be judged on their merits
against the objectives of preserving the character of the 'Garrett Era
Area' and the established need for health care facilities.
TRAFFIC MANAGEMENT
9.64 The pedestrian link between the town centre and Fort Green alongside
the southern end of High Street should be improved and consideration might
be given to affording greater priority to pedestrians in Brudenell Street,
while recognising the need to access property (see paragraph 9.89).
POLICY AP127
Aldeburgh: Slaughden Road
The District Council will seek the co-operation of the Town Council,
local people, Suffolk County Council as the Highway Authority, Environment
Agency and the Coast and Heaths Joint Advisory Committee, to improve
the environment of the Slaughden Road by:
(i) restricting vehicular movement to a well-defined area;
(ii) suitable 'landscaping' or 'earth' moving to keep vehicles off
other areas.
9.65 Whilst any increased use of the Slaughden area involves more traffic
passing through the High Street, the creation of a new route is not considered
practical, necessary or desirable without considerable detriment to the
existing residential and employment uses in the area.
9.66 Some limited traffic relief may be afforded in the town centre by
the completion of the link road between the Thorpe Road and the A1094/B1122
junction in conjunction with the residential development of Church Farm.
Local residents wishing to travel between the Thorpe Road and the Saxmundham
Road may use it as an alternative to Victoria Road and it could prove
an attractive alternative to those using the `sea front' at Aldeburgh
and wishing to head westward. It is not likely to discourage tourists
from visiting Aldeburgh by acting as a bypass and would be an economic
dis-benefit to the town if it did so.
9.67 Overall the fundamental traffic problem of Aldeburgh is a seasonal
one. The town must encourage visitors for its economic wellbeing, but
finds it difficult to cope with the influx of cars at peak periods. As
there is very little potential to relieve the situation close to the town
centre, perhaps the only solution is to make better use of the existing
facilities, particularly the Thorpe Road Car Park. This can only be achieved
by positive measures to encourage such use, perhaps by locating a Tourist
Information Point on the car park. The District Council will, therefore,
in co-operation with Aldeburgh Town Council and the Suffolk Coast and
Heaths project, investigate what might be done to make better use of the
facility.
ALDEBURGH - TOWN CENTRE STRATEGY
EXTENT OF TOWN CENTRE
9.68 The Town Centre is defined on the Proposals Map and the General
Policy which will apply to the area is AP56 in Part One of the Local Plan.
TOWN CENTRE PROFILE
9.69 The diversity of uses, retailer representation, vacancy levels,
accessibility and the state of the shopping environment are the key indicators
of the current vitality and viability of Aldeburgh, Framlingham, Leiston
and Saxmundham. The towns are limited in their retail provision and cater
predominantly for the local needs of their resident population, although
Aldeburgh and Framlingham also perform an important tourist function.
The single most important competing centre is Ipswich; other competing
centres outside the District include Norwich and Lowestoft.
9.70 In terms of its profile, Aldeburgh, is a small coastal town located
within the Heritage Coast and Area of Outstanding Natural Beauty. The
town centre is based on its medieval street pattern with a wide variety
of attractive small buildings. The older part of the town is designated
as a conservation area.
9.71 The town has a high proportion of elderly people and relies upon
expenditure generated from tourism to supplement its income from its resident
population. Retailing is concentrated on the High Street, principally
between Crespigny House and Victoria Road. It is estimated that the town
centre has approximately 5,950 square metres of gross ground floorspace
(A1, A2 and A3 uses).
9.72 The percentage of convenience related stores is almost double the
national average. This emphasises the important role that food retailers
play in underpinning the vitality and viability of the town. Even so,
the town centre has one modest supermarket on the High Street, while the
remainder of convenience related shops are small independent traders.
In this respect, Aldeburgh differs from Leiston, Framlingham and Saxmundham
in that it does not have a modern supermarket.
9.73 The proportion of comparison retailers in the town centre is slightly
above the national average, though a large proportion of these are geared
towards the tourist market. In particular, the town has a large proportion
of antique shops and exclusive fashion shops. The specialist nature of
these retailers means that for a large proportion of the resident population,
their comparison needs are met elsewhere in the higher order centres.
9.74 The representation of services in the town centre is slightly below
average, with a relatively poor provision of financial and professional
services. However, the town is well provided for in terms of eating places
and public houses, which is consistent with the town's role as an important
tourist destination.
9.75 With only three vacant shops, Aldeburgh is well below the national
average, which suggests that retailers are attracted to the centre and
that they are able to trade relatively successfully and that Aldeburgh
town centre is a relatively strong trading location.
9.76 Car parking is adequate during non-peak periods but may be problematic
during peak holiday periods. The constraints of the sea on one side and
residential areas on the other side mean that opportunities to incorporate
additional off-street parking are extremely limited, apart from at either
end of the town centre. It is considered that initiatives to improve the
appearance and pedestrian access to existing car parks, particularly Fort
Green car park, need to be implemented where possible. It is considered
vital that appropriate measures are taken to deal effectively with the
seasonable influx of traffic, while maintaining the attractive environment
of the town.
9.77 A principal reason for people visiting Aldeburgh is because of its
attractive environment. It is considered that opportunities for further
enhancement, particularly of the High Street by way of improved paving,
planting and street furniture, would further enhance the appearance of
the town.
9.78 In terms of the scope for new comparison goods development, it is
considered inappropriate to promote any major comparison goods development
in the town. The exceptionally low vacancy level is considered to be indicative
of a vital and viable town centre with no obvious deficiencies. Even so,
the possibility of some small scale comparison goods scheme in the town
centre should not be ruled out; this would complement and enhance the
role of Aldeburgh as an attractive tourist destination. Opportunities
in the town centre for even a modest development are seen as strictly
limited and any proposal would need to be carefully considered against
the possible implications for additional traffic congestion in the town
centre, and the need to continue to ensure sufficient town centre car
parking.
TOWN CENTRE OBJECTIVES
9.79 The town centre strategy for Aldeburgh, therefore, needs to include
the following objectives:
• Actively promoting, through a co-ordinated strategy, the town
centre as a tourist destination;
• Enhance the town centre, particularly High Street, by way of
improved paving, planting and street furniture.
• Reduce traffic congestion in the town centre during peak holiday
periods, without prejudicing the amount of available car parking or
adversely affecting the attractive environment of the town;
• Improve the appearance of and pedestrian access to existing
car parks, particularly the Fort Green car park.
• Subject to below, facilitate an appropriately located modern
supermarket to reduce the outflow of convenience trade and to meet the
identified qualitative deficiency in the town's retail facilities;
• Maintaining a policy which defends any loss of retailing (in
particular, foodstores), but which recognises the importance of services
in underpinning the town centre's vitality and viability.
TOWN CENTRE POLICIES AND PROPOSALS
Housing
9.80 Aldeburgh Town Centre contains a wide mixture of uses and activities
dispersed in a somewhat random but, nevertheless, harmonious manner. This
pattern of uses, which has evolved slowly, gives the town its character,
particularly where there is a strong element of living accommodation in
close proximity to business uses. There is, therefore, the need to safeguard
the continued existence of the residential element of the town centre,
which helps to make it a living community.
9.81 There may well be some opportunities within the town centre to make
additional housing provision. Proposals will be considered against Policy
AP57.
Opportunities for Enhancement
9.82 The town centre is entirely within, and forms the greatest proportion
of the Conservation Area, and Aldeburgh is fortunate that the majority
of buildings within the Conservation Area are generally well maintained
and are serving a useful purpose. Opportunities do exist, however, to
enhance the area and make it a more pleasant place in which to live and
work. When such improvements can also be of economic and commercial benefit
they are doubly important. Projects can range from the undergrounding
of unsightly overhead wires, a reduction in the proliferation of traffic
and parking signs, through to more ambitious schemes to give a greater
emphasis to the needs of the pedestrian rather than traffic.
POLICY AP128
Aldeburgh: Enhancement of Town Centre
The District Council will seek the co-operation of Suffolk County
Council as the Highway Authority, the Town Council and any other groups
or individuals in promoting the enhancement of Aldeburgh Town Centre.
In particular, measures to ameliorate the impact of traffic and car
parking, particularly 'on-street' parking, will generally be supported.
9.83 Car parking in the High Street has proved difficult at peak
periods for many years and even if additional peripheral provision can
be made, there appears to be little likelihood of alleviating the problem.
Several suggestions to improve the situation have been made in the past,
but no entirely satisfactory solution has been found which does not significantly
reduce the number of parking spaces available.
9.84 Most of the current problems are caused by two things:
(i) the hazard created by vehicles backing out of parking spaces on
the eastern side of the High Street into the stream of moving vehicles,
and
(ii) delivery vehicles often have to off-load in the middle of the
highway because access to the pavement is blocked by parked cars.
Further traffic hazards are caused by cars manoeuvring out of parking
spaces when visibility is obscured by delivery vehicles.
9.85 As many shops and business premises fronting the High Street have
no rear servicing facilities, deliveries will still need to continue from
the front, and perhaps some car parking spaces should be sacrificed to
ensure that delivery vehicles can unload safely. Such measures, combined
with relatively simple extensions to the paved area and 'landscaping'
could substantially improve the environment of the main shopping street.
Recognition could also be given in such measures to the needs of cyclists.
POLICY AP129
Aldeburgh: High Street
The District Council, in consultation with the Town Council, local
people and the Highway Authority, will examine means to reduce vehicular
conflict in the High Street, as shown on the Proposals Map, and to improve
the environment and floor scape of the area. Measures to improve unloading
facilities for goods vehicles and to improve the area available to the
pedestrian will need to be investigated.
9.86 There is no potential to pedestrianise the High Street, but the
opportunity may well exist to give greater priority to pedestrians in
parts of Brudenell Street, King Street and Crabbe Street, and some of
the links which exist between them, Crag Path and the High Street.
9.87 These cross-town routes between the seafront and the main shopping
street are vital to the life of the town and many are well used. Simple
enhancement, for example, by a different surface treatment and attention
to detail on buildings, could be relatively straightforward and benefit
the resident and tourist alike.
9.88 It has to be recognised that many of the 'back streets' of Aldeburgh
must be available to vehicles for access and servicing, but a form of
pedestrian priority already exists because of their narrowness and, often,
a lack of proper footpaths, which keeps necessary traffic at low speeds.
A fuller recognition of this by the use of paving, or other appropriate
surfacing materials, if undertaken after full consultation, could prove
very beneficial, particularly if some reduction of traffic in these streets
could be achieved.
9.89 An example of where this might also usefully be applied is Brudenell
Street, which has a car parking problem and greater use of the Fort Green
Car Park could be made by improving the pedestrian link to the town centre
at the southern end of High Street.
POLICY AP130
Aldeburgh: Pedestrian Priority
In consultation with the Town Council, local people and Suffolk
County Council as the Highway Authority, the District Council will seek
ways to give greater priority to pedestrians in parts of Aldeburgh Town
Centre by discouraging non-essential traffic from certain areas. Such
an exercise will need to recognise the requirement for vehicular access
for those living and working within the area.
New Supermarket
9.90 As indicated in the town centre profile, Aldeburgh does not have
a modern supermarket. It is considered that the provision of such a supermarket
would be likely to enhance the viability of the town by reducing the amount
of trade currently going to the nearby towns of Leiston and Saxmundham,
but would not have a significant adverse effect on the existing town centre
food outlets. However, opportunities in the town centre are very limited.
9.91 A site exists on Saxmundham Road for an out-of-centre supermarket.
If built, it would be likely to claw back modest levels of trade currently
going to Leiston and Saxmundham but would also divert some trade currently
going to foodstores in the town centre. It is considered unlikely that
the effect on the existing supermarket would be severe enough to force
its closure, nor to affect adversely the existing inter-relationship of
the small towns. In the unlikely event that it did close, the town centre
could support another comparable food retailer. It is thought unlikely
that other convenience food stores would be affected, though the closure
of one or more outlets could not be ruled out. Even if it occurred, such
closures would not adversely affect the vitality and viability of the
town centre. There is no quantitative need for additional foodstore provision
in Aldeburgh, assuming the supermarket is built. In the event of it not
being built, then there would be a requirement for a modern supermarket
of approximately the equivalent size.
9.92 Therefore, a site at Saxmundham Road for a small supermarket of
up to 470 square metres (5,000 square feet) is identified on the Proposals
Map. A larger store would be acceptable only if it could be shown that
it would have no detrimental impact on the vitality and viability of the
town centre. Planning permission was issued in October 1998 for the development
of a supermarket of about 437 sq m (4650 ft2) net floor space.
POLICY AP131
Aldeburgh: Development of a Supermarket
Subject to a safe highway access and appropriate parking provision
being provided, land at Saxmundham Road, as shown on the Proposals Map,
is identified as being suitable for the development of a supermarket.
This shall not exceed 470m2 (5000 ft2) net floorspace
and be built to a high standard of design and materials with appropriate
landscaping.
GENERAL TOWN CENTRE POLICIES
9.93 The Town Centre policies will need to be read in conjunction with
Policy AP56, which seeks to locate and promote activities in the Town
Centre; Policy AP58 which sets out the Council's intention to continuously
monitor car park demand bearing in mind the need to encourage the use
of a range of transport modes in addition to the car; Policy AP61 which
expects development to be in town centres unless suitable sites are not
available; and Policy AP57 which seeks to encourage the establishment
of residential accommodation within town centres, particularly on upper
floors.
RECREATION AND TOURISM
9.94 The greatest pressure for recreation occurs on or near the river
and the number of people using the river for leisure purposes has increased
steadily for many years.
9.95 In addition to the shore-based facilities at Aldeburgh Yacht Club,
Slaughden Sailing Club, the boat-yard and the quay, (which is owned by
the District Council and leased to a local company), there are a considerable
number of moorings on the river. These are strictly controlled by the
Moorings Committee of the Aldeburgh Yacht Club and by a Moorings Charges
Advisory Committee, which includes representatives of all river users.
There is no evidence at present that the moorings cause any serious impediment
to other river users.
9.96 However, pressures on the river are extending upstream and there
is already some informal use of the Brick Dock area and jetty. Access
is currently limited, with improvements impractical or undesirable. In
any event, providing easier access to this location could encourage greater
use of the river even further upstream, including the likely increase
in moorings.
BRICKWORKS JETTY
9.97 It is therefore considered that while the existing informal use
of the brickworks jetty by a comparatively small number of people does
not cause any undue problem, to encourage its greater use by improving
the access would be unacceptable. The following policy is, therefore,
suggested:
POLICY AP132
Aldeburgh: Brickworks Jetty
Proposals which would significantly increase the use of the brickworks
jetty, as shown on the Proposals Map, to gain access to the river for
recreational purposes, or would substantially increase use of the access
track, will be resisted.
SLAUGHDEN
9.98 On the other hand, it might be necessary to accept some increased
use of the Slaughden area by examining, with landowners and others, ways
of making more effective use of the land, including the District Council
car park.
9.99 Some aspects of this have already been undertaken in that the boat
storage areas have been rationalised and the remaining area available
for public car parking has been reconstructed.
9.100 Any increased use of shore-based facilities is unlikely to reduce
the number of moorings on the river but, in fact, there may not be a need
to do so as they appear to be well managed. There may, however, be merit
in seeking a management plan for the whole river under the auspices of
the Heritage Coast/AONB project. Co-operation would be sought from the
Orford Town Trust, which owns the river bed from the northern boundary
of the Parish of Orford to North Weir Point, together with sailing clubs
and other major river users and interest groups, such as the Alde and
Ore Association.
9.101 Any measures to enhance the environment of Slaughden and further
manage its recreational potential will need to involve all those with
an interest in the area, and will also need to be appraised in the context
of Slaughden Road and Fort Green.
COMMUNITY FACILITIES
9.102 The provision of community facilities will generally be encouraged,
although each will be judged on its individual merits and against other
policies of the Local Plan.
FRAMLINGHAM
9.103 Framlingham lies on the upper reaches of the River Ore at the heart
of a predominantly agricultural area. Although it is situated at the focus
of several minor traffic routes, it is relatively isolated. This isolation
gives the town an atmosphere of independence and almost self-sufficiency.
9.104 The central area, together with the castle, school and extensive
water meadows around the Mere, have been designated as a Conservation
Area because of their importance and relationship to each other.
9.105 On account of its position and character, it fulfils several functions:
(i) a local shopping, education and service centre with an extensive
sphere of influence;
(ii) a minor employment centre, originally based largely on old-established
agricultural and service industries. Several employment uses are now
located in unsatisfactory locations with poor access, amenity problems,
etc.;
(iii) a residential town, with increasing commuting out to larger centres
such as Ipswich and Woodbridge;
(iv) a tourist centre, reflecting the special character and attraction
of its historic core and castle.
These and other matters are addressed in this Section as follows, although
it must be emphasised that the greater proportion of policies which will
apply to Framlingham are general ones, contained in Part One of the Plan:
• Housing
• Employment
• Town Centre
• Conservation (including The Castle/Mere and Market Hill).
FRAMLINGHAM - GENERAL
HOUSING
Housing Requirements
9.106 Reference has already been made (paragraph 9.6) to the lack of
any necessity to allocate land to meet the Structure Plan housing requirements
for the Suffolk Coastal District as a whole. However, it is considered
appropriate to make some provision to meet the future housing needs of
Framlingham.
North and South of Brook Lane
9.107The site to the north of Brook Lane is an area of about 0.74 hectares
(1.85 acres). Access would be from Brook Lane by means of an extension
to Warene Close to the east and some peripheral landscaping would be necessary
and existing features retained. The site to the south of Brook Lane is
an area of about 5.4 hectares (13.5 acres) which could accommodate about
160 dwelling.
POLICY AP133
Framlingham: Brook Lane
Land at Brook Lane, Framlingham, as shown on the Proposals Map,
is suitable for housing which shall be developed to a density commensurate
with the need to retain existing natural features and implement a landscaping
scheme to the satisfaction of the District Council.
New Road and College Field
9.108 On the western side of New Road are two employment sites. The southern
one is a depot associated with a garage company in the town, who have
now relocated. The owners of the northern site have similarly indicated
a desire to relocate.
9.109 Both sites are unsuitable for commercial use, in that they are
in close proximity to residential properties and a primary school, and
are located on a narrow road. Behind both sites is College Field; this
rises northwards and is prominent along its northern edge, which also
abuts the Conservation Area.
9.110 At Vyces Road are the playing fields of the primary school referred
to above. The separation of the school from its playing fields, with a
busy road in-between, is far from ideal.
9.111 The redevelopment of the employment sites for residential purposes
would considerably improve the environment of the area. Whereas there
are sound reasons for such residential development in their case, the
same is not true of College Field, particularly bearing in mind the lack
of a strategic need to allocate housing land (see para 9.7). However,
an exception could be made if the development of the site made provision
for a replacement school playing field. This should be at the northern,
more sensitive end, which should be left 'open'. A link to the school
would be essential.
9.112 The development of the three areas should be on a comprehensive
basis. Altogether, about 50 dwellings could be accommodated, and elderly
persons' units or sheltered accommodation would be encouraged, in view
of the need to keep traffic flows in New Road to a minimum.
POLICY AP134
Framlingham: New Road and College Field
The following land at New Road, Framlingham, as shown on the Proposals
Map, is suitable for development for housing purposes:
(i) employment sites along New Road;
(ii) The TAVR building, if not required for community purposes
in accordance with Policy AP88;
(iii) part of College Field, if provision is made for playing
fields to serve the Primary School to the south, on land shown on
the Proposals Map, and a pedestrian footway links the two.
Development shall take place on a comprehensive basis, retaining
existing natural features. Accommodation for the elderly will be encouraged.
Vyces Road
9.113 The provision of new playing fields would release the Vyces Road
site for development, but only when the new facility is in place. The
Vyces Road site could accommodate about 15 dwellings. The following policies
will apply to these areas:
POLICY AP135
Framlingham: Vyces Road
Land at Vyces Road, Framlingham, as shown on the Proposals Map,
is suitable for housing development when compensatory playing field
provision has been provided at College Field, in accordance with Policy
AP134.
Mount Pleasant
9.114 The College playing fields lying between Mount Pleasant and College
Road, are recognised as having some potential for residential development.
For convenience, the playing fields can be considered as three separate
areas. One part, fronting Pembroke Road, has the benefit of a valid planning
consent for 6 dwellings. The smaller playing field fronting Mount Pleasant
has been accepted for housing, in principle, in previous informal planning
policy documents. The remaining playing field area is considered to make
an important contribution to the character of the locality particularly
the eastern part, which creates an open green area and contributes to
the setting of the College opposite. The District Council considers that
any future development of these playing field areas should only be carried
out in accordance with a Planning Brief. This Brief will need to consider
the location, form and density of any development and the precise boundaries
of any Area to be Protected from Development to which Policy AP28 would
apply. The following policy will apply:
POLICY AP136
Framlingham: College Playing Fields
The College playing fields, as shown on the Proposals Map, are accepted
as having some potential for residential and other development, the
amount of which will be determined by the need to make compensatory
provision for the loss of playing fields. The District Council will
prepare a Planning Brief for the area and this will define the location,
scale and form of development, taking account of:
(i) any extant planning consents;
(ii) the need to retain the eastern part in an undeveloped form
because of its contribution to the character of the locality and the
setting of the College.
Areas to be Protected from Development
9.115 As stated in General Policy AP26, new development in Framlingham
must be located in the physical limits boundary, as shown on the Proposals
Map. However, there may be sites, gaps, or gardens which should be retained
in their open form. These are defined as "Areas to be Protected from
Development", to which Policy AP28 will apply. The more significant
areas are shown on the Proposals Map.
EMPLOYMENT
Station Road and Woodbridge Road
9.116 There are two industrial estates in Framlingham - at Station Road
and Woodbridge Road. The former includes former allotment land to the
west. The latter includes land to the west of Broadwater Road, where potential
exists for more intensive use of the southern part. It also includes land
known as Holgate Hill at the southern end of the area and on the edge
of a Special Landscape Area. Consistent with policies for other parts
of the District, both are identified as General Employment Areas, where
most forms of employment activity will be encouraged.
POLICY AP137
Framlingham: General Employment Areas
The Station Road and Woodbridge Road industrial estates, Framlingham,
as shown on the Proposals Map, are identified as General Employment Areas
to which Policy AP51 will apply. Any further development at the southern
end of the Station Road area (also known as Holgate Hill) will require
a high standard of design and a landscaping scheme along the western boundary.
Land between Station Road and Fairfield Road
9.117 An area of land is identified for employment purposes between
Station Road and Fairfield Road. This is opposite existing industrial
development and provides opportunities to meet the future employment
needs of the town. Part has already been taken up.
POLICY AP138
Framlingham: Land between Station Road and Fairfield Road
An area of land between Station Road and Fairfield Road, Framlingham,
as shown on the Proposals Map, is identified as an Employment Area suitable
for B1 and B2 uses only.
