Hestercombe Gardens

Transcription

Hestercombe Gardens

EUROPEAN
GARDEN
HERITAGE
NETWORK
European Garden Heritage Network – Hestercombe Gardens
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European Regional Development Fund - INTERREG IIIB Community Initiative
Action 4: Access - Baseline Review of Transport and Access Conditions
Concerning Transnational Co-operation On Spatial Planning 2000-2006
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Hestercombe Gardens
Action 4: ACCESS
Baseline Review of
Transport and Access
Conditions
Compiled by Hestercombe Garden Staff and
1
Somerset County Council
December 2003
European Regional Development Fund -INTERREG IIIB Community Initiative Concerning Transnational Co-operation On Spatial Planning 2000-2006
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Contents
1.0
Page
Introduction
3
Background
Location and Study Area
Content of this Report
Context of Hestercombe Gardens within Emerging Town Strategies
2.0
Current Access Points and Transport Provision
6
Current and Historic Access Points
Walking
Cycling
Car
Bus
Coach
Rail
Taxis
3.0
Current Internal Arrangements
9
Parking
Public Transport Infrastructure/Awareness
Access for people with disabilities
Signage
4.0
Existing Travel Patterns/Demands
11
Staff/Volunteers
Visitors
5.0
Current Transport Related Problems, Issues & Limitations
12
Pedestrian/Cycle access
The Highway Network
Public Transport
Integration and accessibility
School Congestion
Travel Plan requirement
6.0
Current Internal Accessibility Problems, Issues and Limitations
17
Accessibility for people with disabilities
Parking
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7.0
Policy Implications
17
Transport Policy Context
Local Transport Plan Objectives
Structure Plan Objectives
Regional Planning Guidance (RPG)
Planning Policy Guidance (PPG) Note 13
Appendices
Appendix 1 - Visitor Flow Analysis (January 2001)
List of Figures
Figure 1Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 -
Location Plan
Rights of Way network
Bus Timetable (winter)
Speed Limits on Public Highway network
Cheddon Fitzpaine Primary School
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1.0
Introduction
Background
1.1
Hestercombe Gardens is taking part in a European-funded transnational project entitled the
“European Garden Heritage Network”, in which Somerset County Council is a project
partner alongside Cheshire and Surrey County Councils. The project is led by a German
partner from Northrhine-Westphalia and also involves Somerset’s French partner region of
Pays de la Loire in a joint approach aimed at raising the profile of parks and gardens and
making them more accessible in every sense of the word.
1.2
Surrey County Council is the lead authority on Access with Somerset County Council being
a supporting partner on this issue. In terms of Access, the main sub-actions of the project
are about creating models of best practice with a view to improving physical access, with all
implementation based on transnational expertise. They are to: •
•
•
1.3
Identify options for an improved bus service to link to gardens to make them more
easily accessible for new target groups
Develop a ‘Slow Traffic Strategy’ as an integrated approach for slow traffic routes
in gateway areas and promote their inclusion in sustainable tourism concepts
Create and implement a fully accessible route for visually impaired users as a pilot
for future models to improve access for disabled visitors and other target groups.
Other objectives/actions include the development of a spatial strategy, inter-regional
gateways, transnational themes, interpretation and education.
Location and Study Area
1.4
Hestercombe is situated on the southern slopes of the Quantock Hills (see Figure 1).
Somerset County Council owns Hestercombe house, the ‘formal gardens’ and
approximately 12 additional acres around the site. The ‘landscape gardens’ (woodlands)
and surrounding land, farms and buildings form the Hestercombe Estate, which is owned
by the Crown. From March next year the management of all the gardens and surrounding
estate will become the responsibility of the Hestercombe Gardens Trust. The house will
remain within the ownership of SCC. It is currently the headquarters of the Somerset Fire
Brigade who, in addition to using rooms as offices, also let out larger rooms for conferences
and functions.
1.5
While this study will concentrate on access and transport movements connected with the
Gardens (being the subject of the INTERREG project), improvements to access for
Hestercombe as a whole would benefit the running and operation of the functions
connected with the house.
1.6
Despite its rural setting in open countryside, Hestercombe is located just 2km from the
edge of Taunton and 5km from the centre of the town. The study mainly encompasses the
area between the Gardens and the town, but also includes links to the M5 motorway and
Bridgwater to the east, and to the Quantock Hills to the north and north-west.
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Figure 1 – Location Plan
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Content of this Report
1.7
The main purpose of this report is to present baseline information on current transport
provision to Hestercombe Gardens and the associated issues and problems that are
encountered. This should provide a basis for reaching agreement with other stakeholders
on the key issues affecting ‘access’ to the Gardens. While it is acknowledged that one of
the main sub-actions of the INTERREG project is to improve bus service provision, the
location of Hestercombe Gardens close to the urban fringe of Taunton may give rise to the
use of other sustainable modes of transport, such as walking and cycling, if infrastructure
improvements can be made.
1.8
The report will also establish the current highway conditions in respect of developing a
‘Slow’ Traffic Strategy for the approach roads to the Gardens. Finally an investigation will
be made into the current level of provision for visually impaired users and access
arrangements for disabled visitors. Once the baseline assessment has been accepted,
investigations can be made in to the feasibility and deliverability of measures to improve
access to the site, both externally and internally, in the context of this project.
Context of Hestercombe Gardens within Emerging Town Strategies
1.9
Taunton is the largest town in the region and also the County Town of Somerset. The town
has attained Principal Urban Area (PUA) status under Regional Planning Guidance (RPG),
and will therefore be the subject of significant new development over the next 25 years.
There are a number of strategies and initiatives that will help facilitate the town’s expansion
but could also affect the accessibility of the Gardens to the public:
o Taunton Vision - In 2002, Councillors from Taunton Deane Borough Council and
Somerset County Council set up the Taunton Vision Commission to ask local
residents and businesses how they wished to see the town develop in the future.
The end product was the Taunton Vision, which identified how the town should
move forward and the key issues for any significant new development.
o Master-planning - Urban Design Framework/ Urban Extension Study –
Following on from the Taunton Vision the master-planning exercise, undertaken by
planning consultants, Terence O’Rourke, is seeking to; identify how much
development should take place in Taunton over the next 25 years; identify the mix
of uses for the Tangier and Firepool sites and produce detailed design guidelines;
identify the best locations on the outskirts of Taunton for new development; and
assist with the review of Taunton’s transport strategy.
o Review of Taunton Town Transport Strategy – Given the potential for significant
growth in the future highlighted above, SCC has commissioned a review of the
current transport strategy for Taunton.
o North West Taunton Package – This is a package of transport related measures
including Taunton’s first Park & Ride, a new road bridge over the rail mainline, bus
priority routes/lanes into town, new cycle routes and traveller information points
due for implementation in 2005.
o SWARMMS – Multi-Modal studies were undertaken to examine the pressures on
the national strategic transport network. The SWARMMS report was published by
Halcrow in May 2002. The report included a Preferred Strategy, which addressed
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in strategic terms improvements to rail, coach and bus routes, and identified further
work needed on options to dual either the A358 between Ilminster and Taunton or
the A303 from Ilminster to Honiton as well as improving capacity/providing a new
motorway junction on the M5.
2.0
Current Access Points and Transport Provision
2.1
The main access to Hestercombe for the general public runs along a tarmacadem private
drive from the west, off Pitchers Hill. A track to the east from Gotton and one from the
south off Hestercombe Road (access to Hestercombe Farm) provide alternative entry
points to the estate but do not link directly to the car park and House itself. The former 19th
century drive runs to the south west of the site linking to the village of Cheddon Fitzpaine
via Sandilands (see Figure 2). The middle section of this drive has been grubbed out.
Walking
2.2
The Gardens are accessible on foot using the public highway network (roads). The rights
of way network in the vicinity of the Gardens provides an alternative off-road means of
access to the estate by foot but none lead directly into the House/Gardens. Public
footpaths T5/4, T5/6, T5/16, T32/23 and T32/24 (see Figure 3) offer the nearest routes to
the Gardens. A permissive path has been created to the north-east of the site but does not
currently link into public footpath T32/24.
Cycling
2.3
The roads also provide access for cyclists. Most of the rights of way in close proximity to
the Gardens are footpaths only and therefore do not permit use by bicycle. As a
consequence, there are no off-road cycle routes to and from the site. Hestercombe,
however, is featured on the round Taunton Cycle Route. It is understood that some
organised cycle groups access Hestercombe from local towns. Equally it has been noted
that some local people visit the site by bicycle.
Car
2.4
The site is accessible by car using the highway network. The most direct route from
Taunton is via Cheddon Road and Lyngford Lane, and then Pitchers Hill to the south.
Other routes exist from Cheddon Fitzpaine and Monkton Heathfield via Hestercombe Road
and Maidenbrook to the east and south-east, and from the Quantock Hills via Volis Hill to
the north. There is also a minor route through to Kingston St Mary to the west. Visitors
arriving by car are directed to the site using standard tourist attraction highway signs along
the A38, A3259 and Cheddon Road.
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Figure 2 – Current and Historic Access Points
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Figure 3 – Rights of Way Network
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Bus
2.5
The County Council subsidises bus transport through its green tourism initiatives. The
operator, Cooks Coaches, runs a Monday to Saturday service (624) from the end of May to
the end of September between Taunton and the outlying villages of Cheddon Fitzpaine,
West Monkton and Blagdon Hill incorporating Hestercombe Gardens. During the winter
months the service runs on Mondays, Tuesdays and Thursdays (see Figure 4). In addition
to the villages mentioned above, the service also stops at the railway station in town.
Passengers enjoy a reduction on entrance fees available on production of a valid bus
ticket.
Coach
2.6
The Garden’s management has restricted the number of coach trips to four per day
because of the limited provision for catering on site. These coach visits are always booked
in advance and attract discount on entry tickets. Some coaches have called at
Hestercombe on a speculative basis but this is not encouraged due to the pressure that a
large group of people arriving unexpectedly together puts upon facilities such as catering.
The coaches are encouraged, using highway signs, to access the site from Cheddon Road
rather than the narrower approach roads/lanes. They are also instructed to avoid main
afternoon school hours (3.00pm – 3.30pm) in order to reduce conflict at Cheddon Fitzpaine
Primary School (see paragraph 5.15).
Rail
2.7
The nearest main line station is Taunton, which has direct links with Bristol and London,
and therefore the rest of the national network. The Hestercombe website is linked to
Trainlink. As mentioned above, rail passengers can use the bus service that stops at the
railway station.
Taxis
2.8
Travel to and from the site is possible by taxi, particularly from the railway/bus stations and
the centre of town where taxi ranks can be found.
3.0
Current Internal Arrangements
Parking
3.1
For the Gardens the car park can accommodate approximately 100 cars. There are two
over-flow car parks that can accommodate a further 60 cars. Within the main car park
there are currently four coach parking spaces and six racks capable of catering for the
parking of twelve bicycles. In addition the Fire Brigade has private parking to the front and
rear of the house for approximately 40 vehicles. There is an arrangement with the Fire
Brigade that allows their staff to use the Gardens car park. Delegates to conferences in the
house may also use the Gardens parking. These numbers are often considerable with the
main car park being nearly full before the Gardens open (10.00am) on certain occasions.
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Timetable
Summary
Date:
27/11/2003
Name:
Blagdon Hill - Taunton - West Monkton - Taunton - Blagdon Hill
Select Direction:
1)
Outbound
Service Number
Vehicle
Bingo Club,Castle Way,Taunton
Trull Stores, Honiton Road, Trull
Quintons, Spearcey Lane, Staplehay
The Lamb & Flag, Junct. Curdleigh Lane, Blagdon,
The Queens Arms, Pitminster, Corfe Road,
The White Hart, Pitminster Road, Corfe,
Racecourse Stop, Shoreditch, B3170,
Taunton Station Bridge,Station Road,Taunton
Cheddon Fitzpaine School,Lyngford Lane,Cheddon Fit
Coach Park, Hestercombe Gardens, Taunton,
Post Office,The Street,West Monkton
Sidbrook Cross,Greenway,Sidbrook
Glebe Farm,The Lawns,Cheddon Fitzpaine
Cheddon Fitzpaine School,Lyngford Lane,Cheddon Fit
Taunton Station Bridge,Station Road,Taunton
The Racecourse Stop, Shoreditch, B3170,
The White Hart, Pitminster Road, Corfe,
The Queens Arms, Pitminster, Corfe Road,
The Lamb & Flag, Junct. Curdleigh Lane, Blagdon,
Crown Inn, Staplehay, Trull Road
Bus Shelter, Honiton Road, Trull
624
Bus
9:40
9:45
9:47
9:50
9:54
9:58
10:02
10:10
624
Bus
10:10
624
Bus
12:10
10:17
10:22
10:25
10:30
10:32
10:36
10:37
10:43
12:17
12:22
12:25
12:30
12:32
12:36
12:37
12:43
624
Bus
12:50
624
Bus
14:10
14:17
14:22
14:25
14:30
14:32
14:36
14:37
14:43
12:57
13:02
13:06
13:10
13:15
13:17
13:25
Please click on the Service number to view all stops.
1)
This Service Is Provided By Somerset County Council. - Summer Timetable: 29 May Until 28 Sept 2001
Figure 4 – Bus Timetable (Winter)
Public Transport Infrastructure/Awareness
3.2
While Cooks Coaches access Hestercombe using their 624 service, there is no bus
infrastructure such as formal bus stops, seating, shelters, timetables, etc within the site.
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The Hestercombe website provides links to rail (www.trainline.com) and coach
(www.nationalexpress.co.uk) timetables, but not to the Cooks Coaches service which can
be accessed through Traveline or by e-mail on [email protected]
Access for people with disabilities
3.3
The Gardens at Hestercombe currently have a very limited level of access for people with
disabilities. A small number of parking spaces are provided close to the Gardens. There is
a disabled toilet within the site. In the Gardens the internal footpath network has many
sections that are suitable for wheelchair users, but a coherent and complete circuit does
not exist at present. A wheelchair access map is currently being designed. The Gardens
are aware of the internal problems with access, and undertook a study of disabled access
as part of it's own Visitor Flow Analysis in January 2001 (see Appendix 1). Some of the
specific suggested improvements to path alignments, gradients and surfaces have been
undertaken.
Signage
3.4
The internal signage is relatively minimal, partly deliberate out of a desire to reduce the
impact of signs on a heritage site. In the Landscape Garden there are discreet coloured
arrows that correspond with colour coded routes on the Guide Map (given free to visitors).
There are also a small number of blocks of local stone at strategic points that have
directions carved into their faces. In both Gardens there are signs indicating the best
routes for wheelchairs.
4.0
Existing Travel Patterns/Demands
Staff/Volunteers
4.1
At least two members of the Garden staff travel to work by bike. Most of the remaining staff
travel to the site by car. The fire brigade operates a minibus service twice a day for staff
that runs between the fire station in Lisieux Way and Hestercombe.
Visitors
4.2
The Gardens attracted approximately 73,000 visitors in 2002. Similar levels are anticipated
for 2003. An inspection of the visitor numbers has revealed that the peak month for visitors
is August. During this month even the overflow car parks are at full capacity on the busier
days. Bank Holidays are also particularly busy, with the Easter weekend normally being
the busiest weekend of the year.
4.3
In 2001, 12.5% of all visitors travelled to the site by coach. It was proposed to increase
coach parking spaces to eight as a result of the recent planning consent and accordingly to
increase visitor growth by this mode of transport to 15%.
5.0
Current Transport Related Problems, Issues and Limitations
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Pedestrian/Cycle access
5.1
While the Gardens are accessible on foot and cycle using the road network, such
movements are largely undesirable and potentially hazardous due to the somewhat narrow
and poorly aligned nature of the approach roads, particularly in view of the absence of
footways, lack of street lighting and the relatively steep gradient along Pitchers Hill. The
main drive to Hestercombe narrows significantly along the middle section, which is
particularly hazardous for pedestrians and cyclists who are ‘squeezed out’ by vehicular
traffic.
5.2
The rights of way network are not multi-purpose paths and therefore their surfaces are, on
the whole, not of a standard suitable for people pushing prams and/or wheelchair users. In
addition, the boundary furniture along the routes, such as stiles and gates, is only
negotiable by more able walkers.
5.3
While there is secured cycle parking on the site within the car park for a limited number of
cycles, they are not covered and there is a lack of other associated facilities, such as
lockers.
The Highway Network
5.4
As mentioned above the approach roads are narrow in places and poorly aligned, offering
very little forward visibility around sharp bends. In terms of capacity, a study undertaken in
2000 revealed that most of the roads on the approach to Hestercombe only have between
30 and 40 vehicles movements in one direction per hour (approximately one vehicle every
one and a half to two minutes) so the chance of meeting another vehicle is relatively low.
However, as visitor numbers grow the chance of meeting other vehicles will increase.
5.5
Generally the roads are wide enough to allow two cars to pass each other, yet certain
sections will not permit a car to pass a lorry or delivery vehicle. Along the narrower
sections the odd passing area has been formed by occasional usage rather than by design.
In theory, all junctions in close proximity to Hestercombe have spare capacity even though
visibility is substandard at some of them. The main entrance off Pitchers Hill is deficient in
terms of visibility and the junction itself could be improved by implementing a scheme of
white highway lining.
5.6
Figure 5 indicates the current speed limits that are in force on the network close to the site.
It is generally perceived that the nature of the network results in cautious driving with
slower speeds through the sections that are poorly aligned, yet higher speeds seem to
prevail on straighter sections, to the detriment of safety for all users of the road.
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Figure 5 – Speed Limits on Public Highway network
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5.7
It is clear that the substandard road network could become a constraining factor if visitor
numbers increase significantly particularly if transport alternatives to the private car are not
made available to staff and visitors.
Public Transport
5.8
Bus – The 624 service runs four times a day (every two hours starting at 10.10am and
finishing at 16.20pm) during the week and just twice on Saturday (late morning and early
afternoon). There are no services on Sundays or on public holidays. During the winter
months the service reduces to three times a day for just Mondays, Tuesdays and
Thursdays only. It is apparent that a reduced number of services run at the weekends
(none on Sundays) when perhaps the Gardens are at their busiest in terms of visitor
numbers. While there are a number of passengers who use the bus service to access the
outlying villages, the passenger numbers choosing to travel to the Gardens by bus are
minimal.
5.9
One of the biggest problems facing the bus industry in and around Taunton is that the
current low level of passenger demand does not lend itself to operators providing significant
new investment. In addition, the absence of public transport infrastructure within the site,
such as timetables, travel information, shelters, etc, is likely to be a contributory factor to
the public’s lack of awareness in respect of bus travel to and from the site.
5.10
Rail – The same issues mentioned above in terms of promotion, marketing and public
awareness apply to travel by rail, particularly in respect of integrating the two modes of
transport. Co-ordination between local bus timetables and local rail services could
encourage greater use of public transport.
5.11
Coach – Organised coach parties could offer the most popular and sustainable form of
transport. The current lack of on-site facilities to accommodate multiple coach parties
along with the limited number of coach parking spaces within the car park reduces the
potential to expand the usage of this mode of transport.
Integration and accessibility
5.12
Improved integration of transport provision can assist in making more efficient use of
resources. The Urban Extension Study/Urban Design Framework exercise is investigating
the possible relocation of the bus station to a site close to the railway station. This could
provide for better integration between bus and rail services.The opening up the 19th century
drive could allow for improved and safer off-road access by foot and cycle, but would also
maximise links with the new village hall, its car park and the primary school. Further offroad footpath/cycle links through Cheddon Fitzpaine southwards to Pearland and on to the
urban fringe of Taunton could offer significant benefits to:

Parents/Children accessing Cheddon Fitzpaine Primary School
The residents of Cheddon Fitzpaine accessing the town by foot/cycle
Visitors accessing Hestercombe from the south by foot/cycle
The general public pursuing walking/cycling as a leisure activity
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5.14
Equally the opening up and improvement to the accesses from the south and east for
pedestrians and cyclists would allow for greater permeability. However such a proposal
may present logistical problems associated with access charging, in that a new ticket office
would have to be provided and be permanently manned while the Gardens are open.
School Travel Movements/Congestion
5.15
Cheddon Fitzpaine Primary School located just 1.5km to the south of Hestercombe (see
Figure 6) attracts a large number of vehicle movements from parents dropping off and
picking up their children. The catchment area for the school extends into the urban fringe
of Taunton but the lack of footways on the approach to the school makes walking as a
mode of transport for young children and parents hazardous. As a result many parents
chose to drive their children to school, which creates congestion and potential problems at
peak school hours.
5.16
Under the County Council’s Speed Policy, the length of public highway (Lyngford Road)
running past the primary school may become the subject of a 20mph speed restriction
zone, depending on the outcome of the current Speed Review. If the speed restriction
goes ahead, it is likely to be a ‘signs and lines’ exercise only. Any physical measures
required to enforce the limit would be a long-term County Council objective unless other
sources come forward in the meantime.
5.17
It is inevitable that pedestrians will have to walk within the carriageway through the village if
there are no opportunities to create segregated footways. However, the safety of such
movements would be enhanced through the implementation of a reduced speed limit.
Travel Plan requirement
5.18
A Travel Plan is a general term for a package of measures tailored to the needs of
individual institutions aimed at promoting greener travel choices. It involves the
development of a set of mechanisms and targets that altogether can enable an
organisation to reduce the impact of travel and transport on the environment. It can also
bring a number of other benefits to an organisation as well as the staff and visitors.
5.19
Somerset County Council is committed to delivering improved transport choices for all
travellers. The Authority has a dedicated Travel Plan Co-ordinator who can offer free
advice to organisations interested in developing a Travel Plan and has a number of
information leaflets on bus travel, car sharing, and the preparation of Travel Plans.
5.20
The production of a Somerset County Council approved Travel Plan for Hestercombe
Gardens is seen as being an integral key document to any development proposals, and to
the success of this particular project.
5.21
Planning approval was granted earlier this year to the conversion of a stable block to a
café, education facility, function room, offices and study room. The Babtie Group acting for
the Trust submitted a Transport Statement in support of the planning application that
assessed the impact of additional traffic likely to be generated by the proposal and
investigated the various modes of transport that could access the site. One of the
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Figure 6 – Cheddon Fitzpaine (Rowford) Primary School
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conditions of the planning consent obligates the Trust to establish a Travel Plan, which has
yet to be achieved.
6.0
Current Internal Accessibility Problems, Issues and Limitations
Accessibility for people with disabilities
6.1
In terms of the disabled car parking provision improvements could be made by upgrading
the surface and levelling of some gradients. The Ticket Office and other visitor facilities also
have scope for improvement. While a disabled toilet is provided other facilities (e.g.
induction loops, accessible levels of counters, Braille guidebooks etc) are limited.
6.2
The major problem with disabled access to the Gardens is the large number of slopes (and
the degree of their grade) all around the site. The Landscape Garden exists within a
wooded valley on the south slope of the Quantock Hills and therefore many of the paths are
on a gradient. The trees, or their roots, also pose a problem for wheelchairs and
pushchairs on several of the paths.
6.3
The path surfaces are also deficient in many areas, being either too bumpy or too soft.
Paths that have been surfaced with rolled 'scalpings' or quarry waste are satisfactory as
long as they are maintained, and the loose chippings raked and removed.
6.4
In the Formal Gardens the main problem is that a large number of stone steps are inherent
to the multi-levelled design.
6.5
Access is possible to many parts of this Garden but due to the steps many dead ends are
encountered. Improvements to internal access are certainly possible but any modifications
will need to take into account that the whole Estate is a grade 1 landscape on the English
Heritage register of Historic Parks and Gardens.
Signage
6.6
As mentioned above, the internal signage is relatively minimal. Experience of the Garden
staff suggests that too many visitors, both able and disabled, have trouble finding their way
round the Gardens
7.0
Policy Implications
Transport Policy Context
7.1
The 1998 White Paper “A New Deal for Transport: Better for Everybody” defined a new
agenda for local transport in the UK. Central to this approach, and that defined within
Planning Policy Guidance Note 13, is a reduction in car-dependency and the promotion of
more sustainable forms of transport and travel behaviour.
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7.2
In July 2000 the DfT published ‘Transport 2010 – The 10 Year Plan’. This sets out the
Government’s strategy for transport, and the resources that will be committed to improving
transport over the next ten years.
7.3
The Rural White Paper was also launched in 2000 and sets out a vision of a countryside
which prospers, with thriving communities which can shape their own future, yet whose
environment is protected, sustained and enhanced.
Local Transport Plan Objectives
7.4
The current Local Transport Plan (LTP) for Somerset (2001 – 2006) highlights the link
between transport and tourism. The need and desire to travel are an integral part of
tourism. Transport needs are generated by the visitor when journeying between places,
when moving around a destination or as part the trip, e.g. coach, rail or car touring, or
cycling and walking
7.5
The following actions outlined in the LTP are seen as important particularly in a tourism
context for Hestercombe:
•
•
•
•
•
•
To ensure that appropriate access is provided to settlements whose economies
and employment rely heavily on tourism;
To improve the choice of transport available to the visitor and offer alternatives to
the private car;
To raise the quality of the alternatives;
To ‘spread the load’ by redistributing tourists away from ‘fragile’ visitor destinations,
or employing traffic management measures to lessen the impact;
To improve the information provision;
To ensure that marketing campaigns promote sustainable transport alternatives to
the private car.
Structure Plan Objectives
7.6
Policy 23 of the Somerset & Exmoor National Park Joint Structure Plan Review 1991 –
2011 states that for tourist attractions generating substantial transport movements should
normally be accessible by public transport.
Regional Planning Guidance (RPG)
7.7
Under Policy TCS1: Tourism of RPG10 (South West), local authorities, tourism bodies and
other agencies should seek to promote and encourage sustainable tourism in the South
West by providing for major new flagship attractions in sustainable locations which, inter
alia, are readily accessible by public transport and can be integrated into cycle and
pedestrian routes.
Planning Policy Guidance (PPG) Note 13
7.8
Under paragraph 37 of PPG13, it states that developments involving leisure, tourism and
recreation, which generate large amounts of travel, should accord with the advice
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contained in this guidance. In determining the acceptability of such developments where
they are proposed near to existing buildings, monuments, physical features or landscapes
and which will not be well served by public transport, the local planning authority should:

consider the extent to which the proposal needs to be in the proposed location,
including whether the development has a meaningful link with the particular
location or attraction;
pay particular attention to the scale, layout, parking and access arrangements; and
seek measures to increase access to the site by sustainable transport modes, and
the use of traffic management and appropriate parking policies near to the site.
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Appendix 1 - HESTERCOMBE GARDENS VISITOR FLOW ANALYSIS (compiled in January
2001)
1.0
Aims
1.1
The access strategy for Hestercombe Gardens is founded on consideration of the following
objectives:
• Preservation of the historic fabric of the gardens so as to ensure their continued
enjoyment by the public and their perpetuity as a heritage asset.
• Sensitive interpretation of both the designed and natural landscapes by maximising the
value of historic views and vistas.
• Equal access to the gardens for all wherever possible, but giving due consideration to
the designed character of the respective garden areas.
• Visitor facilities and garden furnishings (i.e., seats, signage, toilets, picnic areas) that
are unobtrusive yet pleasing, and which reflect the design quality and international status of
the gardens.
• Where opportunities arise, additions that reinforce proposed educational/interpretative
strategies (i.e., facility names that refer to past use(s) such as ‘Cherry Field Car Park; or
bus shelter modelled on the c.1700 dovecote).
2.0
Core Visitor Route
2.1
Specific Area Improvements
Entrance Drive
• Gates and Flanking Walls: Reinstate extant, but dismantled, stone gate piers off
Cheddon Road; install oak gate in Arts and Crafts style similar to that in place at Middle
Lodge (314 cm wide by 125 cm wide); widen entrance to 6 metres (from 5m) to allow for
gate pier restoration and to better accommodate coach traffic.
• Avenue: Continue to progress formative pruning of Lime trees to enhance overall
appearance and health; as trees mature (i.e, 5-10 years) remove every other tree to
approximate original spacing.
• Carriageway: New bitumen macadam wearing course of 6mm gauge aggregate laid and
compacted to consolidated thickness of 20mm, resurface with top dressing of 6 mm
nominal size gravel chippings bedded in hot bituminous tar; new Passing Place (inside
entrance) to disguise cottage resident’s car park -- prohibit residents from parking here
in long term; fit new Arts and Crafts gates at main entrance with lockable padbolts (and
close at dusk); set back fence next Upper Lawn East 1.5 m to improve access for
pedestrian traffic; add two 600 mm verges of crushed stone mixed with grass seed and
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sand on each side of the carriageway, compact to 250mm thickness with Terram
membrane as binding to well compacted subgrade.
• Fencing: Reinstate original iron post and wire fence adjoining fields on either side of the
lime avenue based on remnants in situ; repair (and repaint) iron bar estate fencing;
relocate farmer’s field access to adjoin Passing Place.
• Public Transport: Turning circle 20m in diameter to accommodate turning radius of
Taunton Deane Heritage Bus Service coach (7 metres in length).
Car Parks (Total provision 186 car park spaces plus 8 coach spaces)
• Main Car Park: Double width of entrance for coaches to 6m by adding additional cattle
grid alongside existing; increase capacity to 130 car park spaces (from 100 spaces) and
8 coach spaces (from 4 spaces) by re-orienting car park and extending it north onto
natural terrace south of brick well; use right-angled (90 Degree) method, with cars
aligned north-south and bays separated by split chestnut rails; create graded and
uneven woodland edge using native shrubs (i.e., rowan, dogwood, hazel, hawthorn,
guelder rose, wayfaring tree, privet, gorse, holly -- 1-1.5m centres in clumps); additional
planting of local cherry cultivars (Mazzards) to help define parking bays and recall site
history;
• Overflow Car Park # 1: Remove ash trees (No. 4) on west side; increase capacity to 40
spaces (from 20 spaces) by incorporating existing drive into car park; use 90 Degree
method, with cars aligned north-south and individual bays defined as above, central
aisle to serve as access to Overflow Car Park #2; provide footpath link to Main Car Park
and Ticket Office/Stable Block complex through woodland via stream and brick leat
(where necessary support path with morte slate retaining wall in style of Landscape
Garden); reshape woodland edge to relate to landform (i.e., rising in hollows; falling on
ridges) and establish layer of native shrubs along edge as above; expose remains of
quarries above and below car park; create uneven shape along streamside with 5 metre
margin (1/2 to open sunlight and 1/2 to dappled shade);
• Overflow Car Park #2: Maintain as existing (20 spaces using 90 Degree method) with
bays defined as above.
• Car Park, West Front of House: Eventual aim to reduce visual impact of car parking
along entrance drive and in the forecourt area by confining car parking adjoining the
house to 6 spaces. (This will probably only be achievable with the relocation of the
Somerset Fire Brigade.)
• Chestnut Avenue Picnic Area: Enlarge and improve by closing existing track leading
through area to vehicular traffic (new access to overflow car parks will be through the
north end of the main car park, with entry to Combe House and Arable Fields through
the overflow car parks -- i.e., centre aisle of Overflow Car Park #1 and existing track
bordering west side of Overflow Car Park #2); replant gaps in chestnut avenue; maintain
newly planted hedgerow at 0.90m to preserve views of countryside; widen existing
stepped access to 1.2 metres and provide second similar access to the south.
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Ticket Office/Garden Approach
• Access via lift/steps leading from Stable Block area (south) or alternatively from main
direct garden access (west), choice largely dependant upon visitor priorities (i.e., tea
and/or shopping first, or garden tour)
• Relocate existing holding nursery to position by existing service access north of bothy
complex
• New shrub-lined path linking Ticket Office and gathering point with Rhododendron Walk
Victorian Shrubbery Approach
• Access from Ticket Office (and gathering point) via Rhododendron Walk
• Extend Victorian Shrubbery west to the north-east corner of greenhouse/bothy complex
to create corridor-like entry opening out into dappled shade;
• Re-define edge of Rhododendron Walk by reinstating 18th century boundary wall.
Flower Garden Approach
• Main entrance down the Daisy Steps and across the forecourt of the house (remodelled
as per Lutyens c. 1903 plan); begin flower garden tour from Victorian Terrace via
Rotunda (accessing Victorian Terrace through restored and re-opened gates) and
thence into the Jekyll/Lutyens garden,
• Modified outer route to be reinstated from Victorian Terrace via the Rotunda, through
the Orangery, past the gateway into the mill/barn complex, then south through an
improved Eastern Pleasure Ground, across the stream, along the southern perimeter of
the Orchard and tennis court and back along the West walk.
• Replace lime avenue with ilex avenue sited on the correct axis with the Daisy Steps as
per Lutyens c. 1903 plan, incorporate one remaining ilex from original scheme.
Stable Block/Orangery Approach
• From the Formal Gardens: Replant ilex hedge bordering ha-ha (as per Lutyens c.1903
plan and 1870s photos of the area), extending existing path to point opposite Stable
Block. Angle path across drive to access midpoint of southern elevation of
Orangery/Stable Block.
• Remove trees south of drive to reinstate historic views and permit restoration of ha-ha
[No. 1 Holm oak (Quercus ilex), No. 1 beech (Fagus sylvatica), No. 2 Holly (Ilex
aquifolium), No.1 ash(Fraxinus excelsior ), and No. 1 thorn (Crataegus oxyacantha )].
• Redesign slope leading up to Stable Block/Orangery double doors to facilitate disabled
access to new visitor centre.
Landscape Garden Approach
• From the Flower Garden: Outer route in the Flower Garden modified to link, via the
barn/mill complex (accessed by opening the double doors) into the Bampfylde
landscape garden.
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• From the Victorian Shrubbery via the Rhododendron Walk along the west side of the
Combe past the Chinese Seat to the Rock Lawn below the Great Cascade, returning on
the east side past the Rustic Seat to the Mausoleum, down to the Pear Pond and back
to the Stable Block/Orangery complex via the Flower Garden.
3.0
Open Access Circuits
3.1
Disabled Access Strategy
• disabled access to follow normal visitor routes
• create reasonable circuit, avoiding dead-ends where possible;
• no substantial or permanent alterations to historic garden fabric to avoid giving gardens
an ‘institutional’ feel such as would occur with a mechanical lift at the south-west corner
of the house, or with adjustments to levels around steps in Formal Garden;
• protection of historic fabric has priority (i.e., banning use of wheelchairs and push cars
over steps in formal gardens to prevent further damage to stonework)
• disabled access -- but not motorised buggies -- already available to much of Edwardian
garden allowing principal viewpoints to be enjoyed as per original design intention
3.2
Design Guidelines
• Approx 1:12 gradient, with short steeper sections adjoined by flat sections where
necessary to conserve fabric
• Maximum cross slope typically no steeper than 1:50 (2%)
• Path width: main access paths at least 1.5m, secondary access paths at least 1.2m
• Rest (flat) places approx. every 9 metres for 1:12 slope (1200 mm wide x 1500mm long)
• Slopes with non-slip surfaces; tactile warning strips top and bottom where essential
using local stone cobble strips
• Seat height 450 - 520mm with backs of 500-700mm (to double as perch points).
• Gates avoided where possible (suitable kissing gates where needed)
• Main circuit marked on guide map and in gardens
• Minimum of signage -- locate within car park; at beginning and at trail junctions; where
hazards exist (i.e., ponds in landscape garden)
• New steps avoided where possible; where essential handrail provided 0.9 m/1.0 m high
3.3
Sources:
The Fieldfare Trust, BT Countryside for All
R. J. Farthing, Disabled Access Consultant
The Adapt Trust, Open Sesame, The Magic of Access
Staff Training/Assistance
• Provision of motorised wheelchairs (No. 3) to be sought under grant from suitable
charity (e.g., Lloyds Bank TSB Foundation for England and Wales).
• Assistance where necessary from gardeners, volunteers, and tour guides (i.e., where
steep slopes unaltered to preserve historic fabric -- landscape garden).
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• Appropriate and formal training in disability access and awareness matters for all staff.
• Continuing improvements in disabled access provision informed by annual review (to
include future funding applications for improvements).
• Regular visitor surveys to verify disabled visitor satisfaction and numbers.
• Continue to ensure guide dogs are welcome by providing suitable facilities (i.e., doggy
bins, water dishes, snacks etc).
3.4
Specific Area Improvements
Car Park
Approach
From the main entrance off Cheddon Road down the Lime Avenue, then left (north) as per
signposted route past the Stable Block to existing disabled car park.
Improvements
• Realign existing bays (3.2m x 5m) to follow line of main access to stable block and
straddle main access to Ticket Office; re-surface with bitumen macadam
• Extend current provision to 6 spaces as recommended for 151-200 space car park (BT
Countryside for All).
• Regrade access from disabled car park to Ticket Office, minimising cross grade and resurfacing with non slip finish
• Native shrubs to mark west side of disabled car park, laurel hedge to mark south side
• Ensure location plans are clearly legible
• Purpose made picnic area above coach park for disabled visitors with specially
designed picnic tables (No. 2), access via existing track
Ticket Office/Garden Approach
Approach
From the disabled car park via the easternmost fork off the main access, then past the new
building housing the wheelchair and buggy hire to the Ticket Office, which lies just beyond
the existing toilets.
Improvements
• Benches outside ticket office (min 0.45m in height)
• Provision of services for the disabled in new toilet building extension (i.e., motorised and
self-propelled wheelchair hire, water for guide dogs, textphone and taxi phone,
interpretation aids for the hearing and visually impaired).
• Provision of shelter adjacent to ticket office, information panels positioned between
0.8m and 1.2m high, inclined no more than 15 degrees to 30 degrees from level
• Curved path linking the Ticket Office and gathering point with the beginning of the
Rhododendron Walk
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• Rhododendron Walk: Level/lower path between Daisy Steps and west end of Walk;
extend Victorian Shrubbery west to commencement of Walk, emphasising the use of
evergreens for enclosure and orientation
Victorian Shrubbery
Approach
From the Ticket Office up the curving shrub-lined path to the western terminus of the
Rhododendron Walk, then past the Daisy Steps right (south) through an opening in the
slate retaining wall to the beginning of the circuit walk. Exit at the bottom of the Shrubbery
via new zigzag path and ramp past the Mill Pond to the Dutch Garden. Alternatively, exit at
the top of the Shrubbery by returning to the Rhododendron Walk and entering the
Landscape Garden.
Improvements
• More perch posts/benches (No. 3)
• Bury 1m band of morte slate flush with gravel at entrance from Rhododendron Walk
• Re-edge footpath (morte slate placed on end) for historical accuracy and better
identification of garden (ie., for the partially sited).
• Surface ticket office exit and Rhododendron Walk with resin bound gravel
• Paths to be redesigned:
(1) introduce zigzag path at bottom of garden with ramp leading to drive by Dutch
Garden;
(2) regrade section by path junction below site of Octagon Summer House
Flower Garden
Approach
Main entrance to the flower garden from bottom of Victorian Shrubbery via new zigzag path
connecting to ramp alongside Mill Pond, then proceeding as follows;
(1) to Dutch Garden with viewpoints over the Orchard and Eastern Pleasure Ground;
(2) to mill/barn complex via extension of existing footpath (morte slate) south of
roadway;
(3) through double doors leading from mill/barn complex to flower gardens; then along
one of two routes:
-- along the perimeter walk leading south through the Eastern Pleasure Ground
(replacing recently removed slate stone path), across the stream and along the
northern perimeter of Orchard, then back along the West walk; or
-- along the slate walk below the Orangery to the gravel walk skirting the
Jekyll/Lutyens garden with access to its viewpoints (east and west Rills, Pergola);
(4) exit via the existing hedged ramp adjoining the re-opened circular steps, then along
one of two newly designed routes:
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-- to the Orangery/Stableblock via a footpath that follows the line of the ha-ha
before kinking around to cross the main drive and entering the double doors
midpoint along the south side of the Orangery/Stable Block; or
-- to a purpose made viewpoint for the Victorian Terrace (south-east corner of
house) via an eastern extension to the above footpath
Improvements
• Additional perch posts/benches planned (No. 5) in particular between Jekyll/Lutyens
garden and Orchard, and along footpath leading south through eastern Pleasure
Ground
• Review tree planting in Orchard and Eastern Pleasure Ground and reinstate distribution
of planting -- and views from the Dutch Garden -- as per Lutyens original intentions;
• Regrade sloped paths to accommodate long slopes east and west of Great Plat
• Remove step at end of gravel path from main drive, re-laying stones flush
• Lutyens Orangery: Widen sweeps to walk bordering lawn; replant and manage
perennials bordering the walk to ensure unobstructed width (1.2m)
• Chinese Gate: Widen slate path connecting Gate to road; extend same around to the
forecourt of the Mill/Barn complex
• Mill Pond: Removal of concrete steps in favour of ramp; reduction of path gradient at
gate near the dog bin
• Widen sweep to road opposite north-east corner of Mill building
• Victorian Terrace: Improve path drainage by reconstructing gravel footpath in traditional
manner, but with convex profile, resurface all footpaths with resin bound gravel; no
direct access to Victorian Terrace, but new hard surface viewpoint (resin bound gravel)
at south-east corner of house (4m by 3m), existing box hedge to be replanted with ilex
and maintained at approx 920mm
Landscape Garden
Approach
From Victorian Shrubbery via western segment of the Rhododendron Walk. Route begins
on the adjoining terrace travelling along the west side of the Combe past the Friendship
Urn and Chinese Seat to the Rock Lawn below the Great Cascade. Next, over the Victorian
footbridge to the Rustic Seat and then back to the House via the Mausoleum and Pear
Pond
Improvements
• ‘You are here map’ with plan of the gardens at entrance adjacent to Ticket Office.
• Reconstruction of stone boundary wall backing Octagon Summer House and joined to
Victorian Shrubbery retaining wall.
• Seats spaced approx every 100 metres based on the historic record; new seats (No. 5)
• Preservation of firm bound surface throughout as per 18th century treatment (i.e., 2-3
inches of rolled gravel with top dressing of indigenous slate scalpings to provide
compact and firm surface).
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• Path widths varying from 1.2-1.5m (4 feet to 6 feet)
• Removal of tree roots on terrace at entrance to Landscape Garden from Shrubbery
• Lowering/levelling of path levels as follows:
-- alongside Holly at top of Victorian Shrubbery
-- leading down to Victorian footbridge from Chinese Seat (after archaeology
completed)
-- top section of path leading up to Mausoleum
-- from Victorian footbridge east up the slope to the track fronting the Rustic Seat
-- between the Pear Pond dam and the Mill Pond
• Zigzag path between Victorian Shrubbery and terrace incorporating extant concrete
foundation (behind site of Octagon Summer House)
• Ramp leading from Rock Lawn up regraded slope to site of the Rustic Seat
• Redesign of existing track (1.5m width with gravel finish) leading south through the
Combe from the site of the Rustic Seat
General
• Colour coded way marking signs referenced to map (yellow for main circuit with
disabled access)
• Benches firmly anchored for use as rest posts
• Guidebook: Notice as to extent of garden, existence of slopes, state of paths etc.
28

Hestercombe Gardens

Transcription

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