Part 02 - The Masterplan

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Part 02 - The Masterplan

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04 THE MASTERPLAN

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The Masterplan illustrates how the components of place (Character, Nodes, Gateways & Routes, Landmarks &

Edges) combine within the context of the surrounding area to establish a robust development framework for Lower Herne Village.

Combining the separate layers from the components of place is essential to successful placemaking, and creating a legible environment in which people will be proud to live. The Masterplan is organised over the following headings: Mobility & Access; Urban Design Principles; Landscape & Open Space as well as Key Places.

Mobility & Access

Based on the overarching parameter plan, a clear street hierarchy is established promoting accessibility and legibility, and working with the urban design principles.

Urban Design Principles

The Masterplan illustrates the location of key groups of buildings and frontages, as well as their relationship to spaces they address and define; both of which are essential to placemaking. Key groups of buildings shape and articulate the focal spaces that they address, accentuating nodes and places to pause within the Masterplan.

Along key routes, continuous building frontages provide a predominantly uninterrupted elevation with a generally uniform building line. This is a marked contrast to other parcels not on key routes where the frontage may be more fragmented and non- uniform.

Landscape & Open Space

Differing typologies of open space are illustrated, further explaining how they work with the built form that addresses them, as well as their importance in creating a sequence of movement through the Masterplan.

Key Places

Key destinations and places that will be established within Lower Herne Village are illustrated, indicating how they work with the character areas and other principles established by the Masterplan set out on these pages.

Primary Streets Secondary Streets Tertiary Streets

Cycle & pedestrian routes (including PROW)

Building Garden Hardstanding

Informal Open Space Formal Open Space Woodland

Orchard Hedges LEAP NEAP Allotments MOBILITY & ACCESS KEY

CHARACTER AREAS

The approved Outline Application establishes six Character Areas within Lower Herne Village. These have been retained and will be used as the basis for the Masterplan and the Code, and are developed in part 3 of this document - The Code.

The Character Areas are integral to the Masterplan but for legibility are shown separately on a key plan (above) so as not to confuse the linework on the Masterplan drawing (opposite).

URBAN DESIGN PRINCIPLES

LANDSCAPE & OPEN SPACE

1. Supplimentary Native Tree Planting

2. Wildflower Meadow to Lagoon

3. Native Woodland Blocks

4. New Footpath 5. Scrapes & Ponds 6. Allotment with Community Orchards + Community Facilities

7. Proposed Illustrative SUDs

8. Acoustic Bund, Fence

& Native Planting 9. Local Centre 10. Public House 11. Refurbished Underpass 12. Urban Orchard KEY PLACES

Illustrative Character Area Plan

The Local Centre

Village extension

The Oaks

Woodside Barnside

Woodside

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MASTERPLAN & DESIGN CODE | 29

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Lower Herne Village

Site Masterplan

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PART 03 - THE CODE

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05 OVERARCHING PRINCIPLES

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To comply with planning condition no. 8 to reduce energy demand and promote energy efficiency, a walking and cycling strategy should form the fundamental basis for the movement strategy across the site. As such this form of movement should be placed as the highest priority in the hierarchy of routes within the Framework Masterplan.

The plan on this page illustrates how these routes can be accommodated within the Masterplan - this strategy is in accordance with the Access and Movement Parameter Plan.

■ PEDESTRIAN & CYCLE ROUTES – o Greenway

o On Street

■ PRIMARY STREET (HERNE RELIEF ROAD)

■ SECONDARY ACCESS STREET

■ TERTIARY STREET (RESIDENTIAL / SHARED SURFACE / PRIVATE DRIVE)

5.1 WALKING & CYCLING STRATEGY

Route Hierarchy Plan

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Access Principles

Vehicular access to Lower Herne Village is restricted to primary and secondary access points:

■ Primary Street (Herne Relief Road) – access provided at either end of new relief road through the site;

o Thanet Way – new junction offering priority to movement through the site to divert traffic away from the town centre. Canterbury Road junction to be taken from this road via a signalled junction;

o Bullockstone Road – new road alignment

proposed diverting traffic through the site with the existing Bullockstone Road moving north forming a junction off the relief road within the site. This new junction will allow the western end of Lower Herne Road to be converted to a pedestrian only route.

■ Secondary Access – access points into the site from Lower Herne Road;

o East access – linking with Lower Herne Road Green to provide direct access with Canterbury Road via the eastern end of Lower Herne Road;

o South access – linking with Lower Herne Road and providing direct access to PRoW on southern side towards Curtis Wood and Herne Common;

o West access – located in position of current existing junction used for the farm and providing direct access to T2 cycle route towards

Canterbury.

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5.2 STREETS

Streets and paths within Lower Herne Village must promote walking and cycling, both within the new community and within the wider area such as to the existing village to the south-east and under Thanet Way to Herne Bay Station.

Aside from the spine road, streets must be designed to ensure vehicle speeds are no more than 20 mph to promote walking, cycling, and streets for life. Streets and paths must be designed to locally adoptable standards and conform to Manual for Streets 1 and 2 (as well as any other relevant national guidance). All streets within Lower Herne Village should comply with the Access and Movement Parameter Plan and reflect the Route Hierarchy as set out in section 5.1.

STREET HIERARCHY PRINCIPLES

All streets within Lower Herne Village are part of a mandatory street hierarchy with recommended dimensions. The village will comprise three categories of street - primary, secondary and tertiary. The classification of street is dependent upon the role of the street within the wider masterplan. There are further categories of street which are identified on the table opposite.

Streets at the bottom end of the hierarchy will experience the lowest volumes of vehicles, increasing the potential to promote play and street life.

The ‘Greenways’ are sections of integrated pedestrian/cycle routes that are set away from other strategic routes around the development. Pedestrian and cycle paths are either using existing routes, new segregated routes with restricted access to vehicles, or alongside the new roads within the site:

■ Existing PRoW – the existing PRoW crossing the site from Lower Herne Road to the Thanet Way underpass will be retained and enhanced within a green corridor;

■ New segregated pedestrian/cycle route – o North-east access to Canterbury Road;

o Barnside Open space route;

o Western end of Lower Herne Road;

o North-west connection with Bullockstone Road.

■ Pedestrian/cycle routes alongside other routes – o Primary Street (Herne Relief Road);

o Existing farm access onto Lower Herne Road;

o Northern link alongside Shared surface drives.

MOBILITY & ACCESS

The overall coding principles are as follows:

Character – Vehicle free routes set within existing or proposed landscape planting. Overlooked by new residential properties with direct frontage where possible.

Cycling – within Integrated route Typical Carriageway width – 3m Footpath – within Integrated route Carriageway surface material - Tarmac Statutory services – within footpath

Traffic calming measures – Priority measures implemented where Greenway crosses roads

Private frontage – 2m minimum depth from back edge of footpath

On street parking – N/A; parking to rear where dwellings front Greenway

Pedestrian & Cycle Routes - Greenway

Pedestrian & Cycle Routes - Greenway Street Section

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The Primary Street will provide a role as a new ‘Relief Road’

around the western side of Herne Village, and as such is designed to allow for ease of traffic movement along this route, whilst ensuring the surrounding built form and edges make it clear that the road is passing through a residential area which will intersect perpendicular pedestrian & cycle routes across the site.

The road will pass through different character areas, as set out within Section 6 of the document, where building form and street width may differ. The diagrams on this page illustrate two of these sections:

Linear Meadow - where the street scape is more extensive to include planted verges, opportunities for SUDs, and landscape in general;

High Street - where the street scape is tightened to evoke a village ‘high street’, with buildings closer to the road and a

‘harder’ form of landscape;

Character - Landscaped street corridor integrating pedestrian/cycle route with single access points from street to adjacent development parcels

Carriageway Width - 6.75m

Anticipated Vehicle Types - All Types of Vehicles Footway/Cycleway Width - 3.0m

Verge Width - 2-3m Target Speed - 20 - 30mph

Distance Between Speed Restraint Features - 150m Minimum Junction Spacing Adjacent - 60m

Minimum Junction Spacing Opposite R/L - 15M Junction Kerb Radius - 6.0 - 10.5m

Kerb Height - 125mm

Cycling - within Integrated pedestrian/cycle route Carriageway Surface Material - Tarmac

Statutory Services - within Road/Footpath

Private Frontage - 2m minimum - 4m maximum depth from back edge of footpath

Direct Vehicle Access to Properties - No On-Street Parking - No

Primary Street

MOBILITY & ACCESS

Primary Street Section - High Street Primary Street Section - Linear Meadow

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These streets are limited to three locations connecting the proposed Primary Street with the existing Lower Herne Road:

■ East access – linking with Lower Herne Road Green to provide direct access with Canterbury Road via the eastern end of Lower Herne Road;

■ South access – linking with Lower Herne Road and providing direct access to PRoW on southern side towards Curtis Wood and Herne Common;

■ West access – located in position of current existing junction used for the farm and providing direct access to T2 cycle route towards Canterbury.

Character - ‘Quieter’ entrances to the site away from the Primary Street and with close relationship with Herne Village. Streets to incorporate strong landscape features to help identify differences between these roads and their character.

Anticipated Vehicle Types - Pantechnicon, Fire Tender, Car

Footway/Cycleway Width - 2.0m Target Speed - 15 - 25mph

Distance Between Speed Restraint Features - 40 - 100m

Junction Kerb Radius - 6m Secondary Access Street

MOBILITY & ACCESS

Secondary Access Street Section

Kerb Height - 125mm Cycling - On street

Carriageway Surface Material - Tarmac Statutory Services - within road/footpath

Private Frontage - 2m minimum - 4m maximum depth from back edge of footpath

Direct Vehicle Access to Properties - Yes On-Street Parking - No

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Residential streets are located centrally to development parcels and as such generally aligned by development frontage on both sides of the road. These streets act as the link between the strategic routes through the site and the individual residential enclaves, and as such a transition of street design should be apparent with a slightly narrower carriageway than the strategic routes, whilst still providing footpaths on both sides of the road. Dwellings will be set back from the footpath edge in varying degrees to respond to the character area within which the street is located.

Character - Internal streets with strong residential frontage and activity – close relationship of entrances and ownership to front garden areas to emphasise Garden Village principles.

Anticipated Vehicle Types - Pantechnicon, Fire Tender, Car

Footway Width - 2.0m

Target Speed - 20mph - 15mph

Distance Between Speed Restraint Features - 60m - 40m

Junction Kerb Radius - 6m Kerb Height - 100mm Cycling - on street

Carriageway Surface Material - Tarmac Statutory Services - within Footpath

Private Frontage - 1.5m minimum - 4m maximum depth from back edge of footpath

Direct Vehicle Access to Properties - Yes On-Street Parking - Yes

Residential Streets

MOBILITY & ACCESS

Residential Street Section

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These roads are the most ‘intimate’ settings throughout the development, located at the edges or within central courtyard areas where they are generally segregated from the key strategic routes around the site. The road should be at its narrowest and where possible should integrate the footpath within a shared surface. Dwellings can be closely related to the edge of this space in some internal courtyard areas, whilst enjoying more substantial set backs from the road in edge areas overlooking open spaces.

Character - ‘Low key’ spaces where vehicle speeds are reduced to minimum and priority of space is given to pedestrian and cyclist. Use of singular materials across hardstanding areas, sensitive materials and naturalistic edges through planting or street furniture help convey an intimate character to these spaces.

Anticipated Vehicle Types - Cars, Refuse Vehicles Footway/Cycleway Width - 1.8 m (Not Required for Shared Surface)

Target Speed - 20mph - 15mph

Distance Between Speed Restraint Features - 60m - 40m

Junction Kerb Radius - 4.5 Kerb Height - 100mm - 50mm Cycling - on street

Carriageway Surface Material - Block paving/Brindle colour

Statutory Services - within road

Private Frontage - 1.5m within courtyards; 3-5m along edges

Direct Vehicle Access to Properties - Yes

On-Street Parking - Yes, integrated within street/surface design

Shared Surface / Private Drive

MOBILITY & ACCESS

Shared Surface/Private Drive Street Section

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5.3 CAR PARKING

Parking for Lower Herne Village should comply with appropriate requirements from Canterbury City Council or Kent County Council, at the time of submission of the Reserved Matters application for each phase. This is in relation to quantum of parking required and design of parking with regard to the accessibility of spaces and any garages or parking courts.

PRINCIPLES Street Parking

Parking Courts On-Plot Parking

Ensure allocated and un-allocated parking are clearly defined;

Where appropriate allocated parking is clearly indentifable to the property which it serves;

Parallel bays must be limited to 4 bays before incorporating a break for landscape/planting

Where possible provide un-allocated parking in parallel form for ease of access off the street;

Ensure parallel parking bays are limited to 4 spaces before incorporating a break for landscape/planting;

Ensure parking courts are overlooked by habitable accommodation (ground floor recommended)

Ensure parking spaces are subservient to the property they serve;

Side parking to be set back behind the building line where possible;

MOBILITY & ACCESS

Courtyard Garage/Carport

Frontage On-Street Parking

Undercroft On Plot

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PRINCIPLES

5.4 CYCLE PARKING

MOVEMENT & ACCESS

Cycle parking must be secure and as convenient as car parking. Cycle parking must be designed so as to be an integral part of the new community at Lower Herne Village

Cycle provision must comply with the local authority requirements for cycle parking. The current adopted cycle parking standards can be found in appendix 4 of Canterbury District Council’s adopted Local Plan (2017).

Cycle parking for residential and non-residential land uses must be secure and covered

Cycle parking for cargo cycles and cycle trailers should be provided where appropriate

For apartment buildings, cycle parking must be provided in a convenient location to encourage cycling:

- cycle parking should be located within the footprint of the building

- If cycle parking is external, it should be located as close as reasonably possible to the building’s entrance, be overlooked and covered

- visitor parking should be provided close to the entrance to the building

For houses, cycle parking must be provided for in a convenient location to encourage cycling in one more of the following locations:

within the footprint of the house

in a secure, covered and lockable enclosure that does not rise above a side wall next to the public realm

where there is the potential to combine the storage of cycles, bins and gardening equipment in a single secure garden structure

in a garage with additional and dedicated storage space. The size of the garage must allow cycles to be removed easily without having to move vehicles.

Cycle Parking to be located ‘close’ to the front door of the house.

visitor cycle parking should be provided clear of the highway, with a discreet attachment to the building or ground where appropriate for a cycle

General visitor bike stands should be integrated into the public realm. Cycle parking is especially important in key public spaces such as; the local centre plaza etc

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5.5 BUS ROUTE - FUTURE PROOFING

Positioning of bus stops must be located where they can most benefit the new development.

The road widths for a proposed bus route must be determined by swept path analysis, to show their ability to accommodate large vehicles and passing movements.

If traffic calming measures are to be used, these must be suitable for buses to navigate.

Bus stops should be located near to junctions to make them accessible to pedestrians.

Bus stops should be located within 400m walking routes from all new dwellings on the site;

Over run areas for larger vehicles should be used at junctions and bends in the road to keep speeds down for general traffic whilst allowing large vehicle movements.

Buses can act as traffic calming measures during peak times, by blocking traffic when stopped and often reducing speeds in residential areas.

PRINCIPLES

MOBILITY & ACCESS

Indicative bus stop location 400m Bus stop catchment Indicative bus route Potential Bus Stop Locations The new Primary Street will form part of the Herne Relief

Road and as such will accommodate a new bus route.

Therefore the Primary Street should be designed as per the detail requirements in section 5.2. Bus stop locations should be in accessible and suitable locations that in particular relate to the new local centre and key pedestrian routes.

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5.6 WASTE & RECYCLING

Waste management for Lower Herne Village should comply with appropriate requirements from Canterbury City Council or Kent County Council, at the time of submission of the Reserved Matters application for each phase. This is in relation to quantum and types of waste provision required and the design of parking with regard to the accessibility and location of storage.

The design of waste and recycling storage facilities must not detract from the streetscene or the overall appearance of the community.

All buildings must have adequate space for refuse and recycling facilities within the property boundary or shared space. For houses, provision of waste storage is likely to be wheelie bins. For apartments, provision of waste storage is like to be larger bins within communal stores.

All buildings must provide sufficient internal storage to allow for the segregation of recyclable materials and food waste.

It must be possible for all refuse and recycling

collections to be made from the adoptable public street network.

The refuse collection route should allow vehicles to continue in a predominantly forward direction.

Whenever possible space for waste and recycling facilities will be provided in private garden areas.

PRINCIPLES

MOBILITY & ACCESS

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Site Frontage Plan

5.7 URBAN DESIGN PRINCIPLES

This section covers the overarching design principles that should be adopted site wide throughout the Lower Herne Village development area. There are a series of more specific design principles for each character area that are set out in the following chapter 6 on these areas.

The generic design principles across the whole site are set out over the Masterplan from Chapter 4 in the diagram opposite. This diagram progresses the ‘Components of place’ principles as set out in section 3.5, which relate specifically to block & building design, namely:

• Gateways – access points into the site;

• Nodes – important junctions within the layout that will act as key spaces;

• Landmarks – prominent edges and positions of development parcels that will act as reference point for legibility and should incorporate a focal building(s);

• Edges – an understanding of the edges around the site and the setting which they will face and how this may influence the block design.

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5.7.1 BLOCK PRINCIPLES

The masterplan for Lower Herne Village must have a well connected, permeable and legible block structure. The built form must be arranged in complete perimeter blocks, ensuring passive surveillance of both street and private open space (gardens) in the centre of the block.

Buildings must be positioned on the corner of every block.

To establish a legible and safe environment, buildings must establish a frontage along the perimeter of all development parcels.

Front doors and ground floor windows must be positioned to promote natural surveillance of the streets they look out upon.

All back to back relationships must be acceptable in terms of daylight and sunlight.

In order to ensure intersections are properly defined, buildings must be placed on the corner of every block to aid place-making.

Where parking is provided to the rear of properties in courtyards, this space must be overlooked by habitable room windows.

The centre of development parcels should be reserved for private open space or gardens.

There should be a minimum 20m back-to-back distance between the windows of first floor habitable rooms to the rear of homes. This dimension may be reduced where rear elevations are carefully designed and windows are arranged to avoid direct overlooking.

Where parking is provided to the rear of properties in courtyards, this space should be overlooked by ground floor habitable room windows.

PRINCIPLES

URBAN DESIGN PRINCIPLES

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5.7.2 FRONTAGE

A varied townscape and roofscape must be achieved across Lower Herne Village. This should be particularly evident in the form of buildings overlooking important routes, spaces and edges throughout the scheme, where the building typology will help dictate the character of the development area to appropriately reflect the setting onto which the buildings are fronting.

Building elevations must engage with the public realm.

Where more than one elevation engages with the public realm, the building must be designed in the round so as to engage fully with its entire context, not just the street facing the primary façade.

Building design for each frontage must be in accordance with the character area it is within and the guidance set out within section 6 with regard to the block, plot and boundary principles that must be employed.

Lower Herne Bay should be a pitched roof led scheme to appropriately reflect the edge of settlement setting.

Roof pitches may vary but should not be shallow (less than 25 degrees);

The roofscape of large footprint buildings which may be found in the Local Centre should mitigate their massing and create a varied streetscape;

PRINCIPLES

URBAN DESIGN PRINCIPLES

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5.7.3 LEGIBILITY

Buildings must hold the corner of blocks.

Intersections between all streets must contribute to place-making, with careful placement of front doors, privacy strips, carriageways, foot paths, shared surfaces, raised tables and parking.

At crossroad intersections, all four corners must be framed by buildings

Buildings which terminate vistas at the end of T-junctions and on shoulders, must be treated as a key elevations. These key elevations must be carefully located and provide a considered design.

Junctions must be designed with safe visibility splays.

Raised tables should be provided at all junctions of primary and secondary streets unless otherwise agreed

At crossroads, front doors should generally either be arranged in a pin wheel or face the more dominant street.

Key elevations of focal buildings should be defined by certain design principles, such as:

■ a change in building material;

■ a change in colour of the building material;

■ set back or forward from adjacent building line;

■ raised or reduced building height from the

adjacent buildings; alternatively raising or reducing roof eaves and/or ridge line;

■ specific/feature detail to building.

PRINCIPLES

URBAN DESIGN PRINCIPLES

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Building heights will accord with the principles set out in the Building Heights Parameter plan. All heights are based on the buildings finished floor level, and the approximate height of the building is to the ridge line.

The stated maximum heights in metres are based on the following storey height assumptions:

5.7.4 BUILDING HEIGHTS

Height in metres is aggregate floor to floor distance measured from finished floor level.

An allowance for pitched roofs, where relevant has been added to the total height, for example a three storey house would be a maximum of 14m in total.

Buildings of three storeys more must be positioned along the spine road and within the Village Centre.

Residential storey height is typically circa 3.0m

Commercial storey heights vary between 3.0m to 6.0m depending upon the specific use.

Buildings heights around key streets and spaces are subject to a greater degree of guidance which should be referenced in the Character Area chapter 6.

PRINCIPLES

URBAN DESIGN PRINCIPLES

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The design of building forms and use of materials must reference an understanding of the local character. A character study should be conducted as part of the design process and used to help inform the appearance of the proposed buildings.

A character study of the area and chosen references must be included within the Design and Access Statement to justify the proposed design style.

Building forms must have a relevance to the local vernacular and take visual cues from the area.

Contemporary forms of buildings can be proposed however should be informed by the character study in terms of building form, roof scape, facade composition and window hierarchy.

The layout design and proposed appearance of buildings in the Barnside character area should be informed by an understanding of Farmstead composition and informed by the barn aesthetic in the local area.

PRINCIPLES

URBAN DESIGN PRINCIPLES

5.7.5 LOCAL INFLUENCE

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All buildings must be made from well-detailed traditional materials that are durable, age well and are positively enhanced by weathering. Additional and alternative materials may be appropriate and will be considered on their merits, especially for non- residential buildings.

Material choice must be informed by a character study of the area and strong design rationale for the specific character area within which the buildings are located. Building materials for walls, roofs, windows, doors and balconies must be from the building materials schedule as set out in the Character Area chapter 6.

Walls

5.7.6 BUILDING MATERIALS

Brickwork must be either red or buff in colour to complement the local vernacular within Herne Village;

Secondary materials must reference colours used in the local area – use of materials to reflect white (either render or timber effect) and darker colours (timber effect) must be included;

The colour of the mortar used must complement the tone of the brick;

Variety in brick type should be employed, but avoiding dominant strong colours or contrasts.

Brickwork should potentially include features such as brick arches, string courses, decorative bonds, patterns and textures.

The primary material for the development should be brick, with the exception of the ‘Barnside’ character area where a dark stained timber effect should be used as the primary material choice;

Stone or precast features, such as cills, copings and thresholds should be used.

PRINCIPLES

Materials

MATERIALS

Red Brick Buff Brick Render Weatherboarding

- White Weatherboarding

- Dark Pitched Roofs

Windows

Dormer Windows

Porches/Canopies Red Colour Roof

Grey Colour

Flat Roof Brown Colour Roof

White Colour Bay Window

Pitched Roof Grey Colour Roof

Building Features Roofs

Windows – Grey colour or white colour Upvc windows generally;

Doors to houses - composite front entrance doors;

Upvc rear & utility doors;

Doors to apartments - steel frame entrance doors;

Railings - metal railings in black or grey to match buildings features;

Balconies - metal frame balcony with vertical rails or glazed inserts;

- colour to match building features - black, grey or white;

Porches/Canopies - flat top or pitched roof canopy and porches;

Bay windows – square with flat membrane roof or square with pitched roof;

Dormers – flat roof dormers or pitched roof;

Pitched roofs – Concrete or Fibre Cement roof tiles to be used generally; Clay tiles to be used in sensitive locations as set out in Character Area section 6;

colours as set out in Character Area section 6;

Flat roofs - grey colour membrane finish;

Rainwater goods, copings and trims - must be in black or grey to complement the wall and window colours;

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5.7.7 MATERIAL COLOURS

The colour choice for materials is particularly important part of the design process and the selection of appropriate materials for the new buildings. This should be informed by the character study of the local area, contextual analysis

including understanding of nearby designations such as listed buildings and conservation areas, and acknowledgement of the built and natural environment immediately surrounding the site.

Material choice should therefore acknowledge the colour map of Lower Herne Village and follow as much as possible. Any departures should be justified within the Design and Access Statement submitted with any future Reserved Matters planning applications.

Further information on appropriate materials and their colours is provided in the Character Area chapter 6.

Walls

Material colours must be informed by the local vernacular within Herne Village and the Herne conservation area;

The colour strategy must ensure a cohesion in the design strategy through Lower Herne Village – piecemeal material additions and introduction of materials not in keeping with the area will not be permitted;

Secondary materials must reference colours used in the local area – use of materials to reflect white (either render or timber effect) and darker colours (timber effect) must be included;

The colour of the mortar used must complement the tone of the brick;

PRINCIPLES

1. Varied colours (Local Centre)

Red & Buff primary colours;

Supplemented by white and dark colours to feature materials or key buildings (render/

weatherboarding);

Grey and red/brown colours to roofs;

Dark colours to window/door frames & soffits/

fascias (grey/black) generally; white used sparingly and to some key buildings;

3. Red primary colour (Lower Herne Road, Woodside)

Dark ‘stained’ weather boarding as main material to evoke barn aesthetic;

Supplemented by red brick to cottages/farmhouse and white or red colour to building features (render/

tile hanging);

Red/brown to roofs generally with some grey used sparingly;

Dark colours to window/door frames & soffits/

fascias (grey/black); sage green/white used on cottages/farmhouse designs.

2. Buff primary colour (Village Extension, The Oaks)