Agenda item

(1)       The report advised the Board on scheme progress to re-configure Dover Priory Station forecourt and the easterly section of Folkestone Road (from the railway bridge to Effingham Street junction), Dover. The report presented the detailed designs including the art interventions; examined traffic and environmental issues; feedback from the consultation process; clarified funding sources; and outlined the delivery programme.

(2)       The Board was asked to support the detailed designs and subsequent procurement process for reconfiguring Dover Priory Station forecourt and the easterly section of Folkestone Road into a quality urban space that acted as a key ‘gateway/arrival space’ into Dover town centre, and recommended to the Cabinet Member for Regeneration & Supporting Independence that the scheme goes out to tender along with all the necessary approvals. 

(3)       The Dover Pride Regeneration Strategy, Dover’s town centre Masterplan and the Public Realm Strategy were key drivers in transforming the perception of the town centre. The improvement of the public realm was an integral part of an overall strategy for Dover town centre, which built on the 9 major projects outlined in the Public Realm Strategy (July 2006) for Dover town centre.

(4)       Throughout the extensive consultation process to date many stakeholders, interest groups and local residents had recognised that Dover town centre’s current transport infrastructure presented physical and psychological barriers that severed the town centre from its environs.  The current road network hindered a comprehensive approach to outward and connected expansion that should place a strong emphasis on high quality public transport, a safer walking environment (for both the able bodied and the disabled) and safer cycling routes rather than car use.

(5)       A comprehensive and innovative approach to implementing high quality design to all new and existing areas of public realm, public open space and traffic/pedestrian management within Dover town centre was acknowledged as a high priority by Dover Pride.  The quality of improvements to the public realm would be critical in setting the context and a benchmark for the transformation of the town centre, whilst at the same time avoiding abortive work.

(6)       More importantly, if not implemented, it was unlikely that businesses, developers and new residents would be attracted to the town in sufficient numbers to achieve this transformation.  Development sites would remain empty, external investment would be harder to attract and the town centre will not improve.

(7)       The Dover Pride Board on 14 July 2006 considered a report on the Public Realm Strategy and its 9 major projects, and agreed to the importance of preparing concepts and detailed designs for Dover Priory Station Approach and the easterly section of Folkestone Road, the first major project emerging from the Public Realm Strategy (July 06).

(8)       The first public realm project needed to create a positive identity, and act as a visible sign of Dover Pride’s commitment to transforming Dover town centre. The area was currently secluded and isolated from the town centre despite being a key gateway to the town centre. When emerging from the station there was little sense of arrival and routes between the station and the various town centre facilities were not immediately obvious. There was an opportunity through the proposal to create a stronger sense of place and arrival, and change perceptions of the area of the town centre, and set a benchmark for future works elsewhere.  The expenditure had been well planned over a number of years and only recently had the contribution from Network Rail been confirmed, thereby allowing the project to proceed to the next stage. This public realm project fitted well with the longer-term aims and recommendations of Dover Pride’s Regeneration Strategy, the town centre Masterplan and the Public Realm Strategy.

(9)       In overall terms, the project was very much an exemplar and innovation project, which aimed to radically change the station’s external environment. The scheme had a number of aims and objectives, which could broadly be summarised as follows:-

·                    increasing ‘connectivity’ by creating better links between the railway station (to be linked to the CTRL in 2009 when the rail passenger usage by local people as well as visitors to Dover would increase considerably above existing levels by some 400,000 per annum), the docks, the town centre and surrounding neighbourhoods such as Tower Hamlets (one of the most deprived areas of east Kent);

·                    tackling the road network and creating a pedestrian & cyclist friendly environment;

·                    ensuring a positive sense of arrival by train and/or bus at key nodes, including the railway station forecourt as an external reception space whilst providing adequate parking for commuters, where a high quality entrance to the town centre was required; and

·                    improving public safety and help reduce crime in the locality.

(10)     The scheme goes beyond the requirements of a traditional highway design by incorporating the facets of good urban design in order to deliver high quality public realm which would compliment the future development aspirations in the town centre. There was considerable overlap and interaction between the public highway space, the station forecourt, existing links to adjacent neighbourhoods, nearby development opportunities, and the mutual benefits were highlighted as follows:-

·                    Character – a place with its own identity.

·                    Continuity – a place where public & private spaces were distinguished but complimentary.

·                    Quality – a place with attractive and successful public realm and outdoor areas.

·                    Ease of Movement – a place that was easy to get to and move through.

·                    Legibility – a place that had a clear image and was easy to understand.

·                    Adaptability – a place that easily changed.

·                    Diversity – a place with variety and choice.

(11)     The proposals were exciting and traditional highway standards could not be applied in the normal way. As the detailed designs had developed, a balance had been struck between the purist urban design aspirations and the operational, buildability and maintenance aspects, and all alongside innovative and high quality.

(12)     An Integrated Design Team (IDT) had been set up to deliver the project, with  consultants Jacobs UK Ltd (Maidstone office). The team included engineers, landscape architects, a Public Art Project Manager (Sarah Wang) and a Lead Artist (Jacqueline Poncelet), both of whom were of international repute. Building on an Art Plan for the project, Public Art was an integral part of the engineering design; it also included specifically commissioned art works in appropriate spaces created by the scheme design; and an outreach project to engage with the local community. All members of the IDT worked closely together with the ultimate goal that the scheme be a well-balanced multi-functional project of the highest standard.

(13)     The need to de-clutter, make safe, minimise road signage & markings, improve wayfinding, introduce better landscaping, use quality materials and create an enhanced and widened public realm for increased social interaction had been maintained throughout the scheme development.

(14)     Over a period of months, an outline design scheme/masterplan had evolved in close consultation with the Client Group and wider stakeholders. Elements intrinsic to the concept design included:-

·                    the concept of a “arrival space” onto the main station forecourt where there was better balance between the pedestrians, buses, taxis and motorist;

·                    improved access, facilities and service penetration for buses and taxis within the station environs and beyond, to strengthen the overall transport hub;

·                    an improved pedestrian and cyclist environment enhancing existing routes and facilities between the station and the town centre, and adjacent communities such as Tower Hamlets (including improvements and realignment of the southerly section of the Priory Steps footpath (a Public Right of Way) as phase 1), and landmarks such as Western Heights;

·                    opening up views into and out of the station environs, to enhance visual links and sightlines in all directions, in order to aid navigation, improve actual and perceived safety and security within the area, through the regrading of the embankment;

·                    improvements to signage and wayfinding, street furniture and features that helped to define routes and links to nearby landmarks;.

·                    improvements to lighting generally (both strategically and detail), tree planting and pavement improvements along Folkestone Road;

·                    removing any unnecessary clutter and general clearance (including large advert boards and self-seeded trees for example); and the

·                    removal of outdated traffic and pedestrian management schemes including a reconfigured entrance/junction arrangement with Folkestone Road.

(15)     The concept design/masterplan had evolved further, and the detailed designs were being finalised in preparation for procurement at the end of March 2008.

(16)     Advanced vegetative site clearance works had been carried out during January and February 2008 to satisfy ecological restrictions regarding nesting birds. Advanced works were also being carried out to the Priory Steps to improve the footway surfacing and lighting to this vital pedestrian link to the Tower Hamlets area.

(17)     The main works delivery programme aimed to go out to tender at the end of March 2008 and award a contract by early June. On-site construction was estimated to take approximately nine months, from July 2008 to the end of March 2009. The programme took into account all the approvals required through Network Rail, Dover District Council and Kent County Council.

(18)     A new drop off/pick up facility had been incorporated close to the main station entrance and the car park layout had been improved. The taxi rank had been moved closer to the station entrance adjacent to the improved Port Bus stop area. On Folkestone Road, the signal controlled crossing had been moved to allow for better direct access, and an additional bus stop had been introduced.

(19)     The proposal would help reduce reliance on the private car and promote other more environmentally friendly and sustainable forms of transport such as walking, cycling, and use of passenger transport including rail & port. Reduction of traffic speeds into and from the forecourt, would create a more pedestrian friendly environment.

(20)     The existing landscape structure would also be radically altered, and the proposed introduction of new landscaping, a new and more formalised public open space and the use of quality materials would provide notable benefits to the overall street scene environment. The scheme itself also provided an opportunity to stimulate appropriate development opportunities (in the long term) and would therefore provide benefits for social, cultural, physical and visual connection.

(21)     The scheme would change the whole perception of the station forecourt and surrounding links by creating a quality public open space, with improved accessibility, lighting, landscaping, and close-circuit television. Increased usage would result in better natural surveillance for both pedestrians and cyclists.

(22)     Community severance had been a problem for many years and the lower section of the Priory Steps was known as a crime hot-spot for burglaries, drug use and serious sexual assault (during the period of 2002 - 2005 there were 150 reported crimes and 2000 calls to Kent Police related to crime and disorder incidents). The creation of a new pedestrian access between the Priory Steps and the station forecourt, combined with the removal of vegetation and upgraded lighting would improve public safety and help to reduce crime in the locality, and was supported by Kent Police, Dover District Council and the local community. The improvements would reinstate and reconnect this key space and access route with surrounding neighbourhoods. In overall terms, it was anticipated that the scheme would enhance community safety and usage, and deter anti-social behaviour along with its undesirable consequences.

(23)     The total cost of the project was estimated at £2,800,000.  Most of the capital funding had been secured from a range of partners/sources, some of which would be committed by the end of 2007/8 financial year on advanced clearance works on the embankment and the Priory Steps.  Through the Basic Asset Protection Agreement between Kent County Council and Network Rail, Kent County Council would be the accountable body for all the funding and delivery of the project. The financial breakdown was set out in the report.

(24)     As well as the build costs, there were financial implications for future scheme maintenance for areas within Kent County Council’s ownership, and the public art installations (as Network Rail under the Basic Asset Protection Agreement between the two parties had no responsibility for the features). A working group of officers had been set-up to assess maintenance costs and it was likely that the available budget would be top-sliced to ensure that adequate funding was available for scheme maintenance over the first 3-5 years. After that, it was hoped that a suitable developer tariff system would be considered and adopted by the County Council which would be imposed on town centre development to cover the ongoing maintenance costs of the scheme. The detailed cost implications would be reported at a future meeting of the Board.

(25)     An extensive consultation process had been conducted including a stakeholder workshop in June 2007 with organisations such as the Guide Dogs for the Blind, the Kent Association for the Blind and other local disability and access organisations. The scheme was well received  at the event, as well as at the Public Exhibition held at the Dover Discovery Centre between 1 and 4 September 2007 and the numerous one-to-one liaison meetings; the scheme had also been modified to take on board queries/concerns from the stakeholders who attended, and the Client team. Outstanding issues to be resolved included:-

·                    moving the signal controlled crossing on Folkestone Road, which could have an impact on 4 guest houses; and

·                    agreeing a maintenance package (including protocols such as registering the project as a special surface and revenue funding) for a defined period for the enhanced materials, landscaping and art installations on the land owned by Kent County Council.

(26)     The Public Realm Strategy for Dover town centre set the vision, policy context and design principles for a rolling programme of phased works and demonstration projects throughout Dover town centre. The quality of the projects would be critical to providing a benchmark for the transformation of Dover’s town centre public spaces. In particular, they were intended to instil confidence and attract business, developers and visitors to Dover, and to reinvigorate a local community and town centre that had been in slow decline.

(27)     Dover Priory Station Approach would be the first of the major projects to be implemented in the short term, and as a result was very important in leading and altering the way pedestrians and cars used urban space in Dover town centre. The detailed design scheme developed was an innovative and far-reaching public realm proposal that was not only functional but also aesthetically pleasing. It would also challenge conventional ways of building highway and environmental improvement schemes, whilst championing quality urban design and public realm, to the benefit, uplift and regeneration of Dover town centre.

(28)     Reports had been submitted to Dover’s Joint Transportation Board (JTB) meetings on 26 March 2007 and 8 November 2007, and Dover District Council’s (DDC) Executive seeking support for the concept scheme and progression to detailed scheme design. The recommendation from both JTB’s and subsequently DDC’s Executive was supportive of the scheme concept and progression to detailed design.

(29)     As both the Cabinet Member for Regeneration and Supporting Independence and Chairman of Dover Pride, Roger Gough was strongly supportive of the proposals. The County Council and its partners had already given significant support to the enhancement of the station, and this was an important development for both the station and Dover town centre.

(30)     The Board supported the proposal for recommendation to the Cabinet Member for Regeneration and Supporting Independence that the detailed designs be progressed through the procurement process, and the scheme delivered on site within the proposed programme, whilst the future maintenance implications (funding and protocols) of the section of the scheme within Kent County Council’s ownership and the public art elements are considered with a further report submitted to the Board.