b) directing higher density housing to specific locations, such as town centre, near train stations and prime bus routes (e.g. London Road, Southchurch Road, Victoria Avenue, Sutton Road)?

Yes prefer this than to option "a" as need to ensure that transport connectivity is fast and clean which is easier to achieve in specific areas rather than across existing built up area

Depending on the type of housing built has the stigma of encouraging/increasing crime. Especially with known issues around the York Road/Kursaal Area, higher density housing around these areas can attract or accomodate to these problems, especially with the direct links to our train stations from surrounding areas including London, which face similar issues.

This option doesn't meet housing need

Higher density housing is not only affordable but can be located nearer to central business areas, contributing to a reduction on vehicles and better use of public transport.

The town centre is key to this and the vacant sites need developing as should have happened years ago

in agreement with this. Also work with the transport providers to develop new strategic routes where housing and employment can be developed. Eg improved links to Rochford and the area near the airport business park which would support greater movement of people

London Road, Southchurch Road, Victoria Avenue, Sutton Road - what about the residents in the surrounding roads.

So far from experience as to what has been allowed - developments are not in keeping with environment, have a detrimental impact on neighbouring roads, promote an over capacity of small supermarkets impacting on local businesses, do not realistically assess and deal with local parking issues. Fail to take local residents views into account.

Consultation should be from the borough with a clear local plan for these corridors that residents sign up to and can agree. At the moment we are driven by developer greed and there is no SBC clear plan.

provided that green space is enhanced. This type of development should be completed with lower car park ratios to exploit the availability of local public transport and to create areas where pedestrian and cycling can be prioritised. This will attract a higher level of well being and wealth as is shown in many European Cities

Probably only sensible solution

Higher density housing should only be allowed in good public transport areas to reduce the number of cars on the roads and need to additional parking, which has reached saturation already.

Public transport links should be developed in the north ie Eastwood in order to accommodate more housing density.

higher density housing should only be allowed on good public transport routes to try to reduce the carbon emissions and number of cars on the road, but should not be on the river side of the seafront which will restrict the openness that residents get currently.

Well designed higher density housing could work in a variety of areas not only on existing transport routes. New developments could create a demand for new sustainable travel options such as new bus routes.

No further comment

Option b appears to be the best option to us, so that the higher density areas are focussed in the areas that are best catered to be able to cope with them.
However this option should also be aligned to enhancements to public transport provision so that it is better integrated across different modes, particularly in these higher density areas, so that public transport becomes a realistic choice for people to move around and out of the Borough.
Andrew Barnes and Elizabeth Georgeou - Green City 2050 outcome leads

Yes, can have higher buildings in town centers and along London road

Ensuring that higher density housing is focused around specific locations especially more sustainable and well connected seems a good approach and would assist with car parking levels.

the text and slides attached, introduces the Metrotidal Lower Thames Orbital and forms the Metrotidal Limited submission and response to the Southend Local Plan consultations, to support the aims and objectives of the local plan while offering an alternative approach to deliverability with a view to generating greater benefits. Deliverability is likely to extend beyond the local plan period, so the proposals raise a question of safeguarding to enable delivery as part of the long term objectives of the Southend 2050 plan.
Set out below are some initial responses to the 12No. Local Plan section headings of the consultations:-
Our Vision
Metrotidal Limited supports the key messages in Box 1 of the Southend 2050 plan.
Spatial Strategy
1.4 – Metrotidal Limited supports Option 3, i.e. Option 2 + working with neighbouring authorities. The Metrotidal proposal would mitigate any local loss of greenbelt and greenfield land by providing much improved access to greenbelt and greenfield land on the routes of the rail orbital and Sustrans cycle networks across the Lower Thames and Medway estuaries. Furthermore, the new connectivity supports an integrated and co-ordinated approach to existing and new housing developments across the Lower Thames Estuary while providing the resilience of alternative routes across the estuary and into Central London.
Housing
2.1(b), 2.3, 2.4, 2.7. The Metrotidal proposal supports both increased housing supply at public transport and town centre locations including land released by redevelopment of the Southend Victoria terminus as well as the potential of the “Sector D “ Fossets Farm, Garon Park and Bournes Green Chase area, with access from Southend Airport Station.
Securing a Thriving Local Economy
3.7 The Metrotidal proposal creates an orbital line for the Lower Thames Estuary, bringing together new markets and opportunities for Southend in terms of outward connectivity and inward investment. The Medway Towns are currently up to 2-hours away but at a distance of only 20km. The Metrotidal Lower Thames Orbital brings South Essex and North Kent within a 30 minute journey, creating a single economy larger than Manchester.
Promoting Southend as a Major Resort
4. The Metrotidal proposal supports Southend as an exemplar coastal tourism destination within the UK. The sea defence system becomes itself a major tourist attraction. The proposals include a high-quality marina development with a cruise liner terminal and Thames Clipper ferry landings all served by a Thames Estuary Station, enhancing Southend as a gateway for national and international tourism. The marina, cruise liner terminal and ferry landings complement the original development of the pier as a tourist gateway to Southend. The integrated transport connections, including the rail links to Southend Airport, Ebbsfleet and Central London, provide an attractive tourist offer and radically improve access to the Southend conurbation.
Providing for Vibrant and Attractive Town Centres
5.6 The Metrotidal proposal supports the regeneration of the town centre for the 21st century with a new Southend Central underground station linking the existing lines while releasing the Southend Victoria terminus site for redevelopment.
Providing for a Sustainable Transport System
6.6 The Metrotidal proposals promote green-growth across the Lower Thames estuary by including a floating solar array and wind turbines to generate renewable energy for the railway orbital and tunnel M+E systems along with an efficient data storage and distribution system.
Facilitating Good Design and Healthy Living
7.5 The Metrotidal Lower Thames Orbital provides ready access to the wide open spaces of the Thames and Medway estuaries.
Providing Community Services and Infrastructure
8.4 The Metrotidal proposals contribute to improved broadband infrastructure and connectivity.

Enhancing our Natural Environment
9.3 As noted above The Metrotidal Lower Thames Orbital provides ready access to the wide open spaces of the Thames and Medway estuaries.
Planning for Climate Change
10.1 The Metrotidal proposal protects the full length of the Thames tideway upstream with a system that is only 8km long.
Ensuring that the Local Plan is Delivered
12.5 The Metrotidal proposal for integrated infrastructure enables overall costs to be reduced while increasing the net economic benefits. Municipal Railway Bonds and other innovative funding initiatives replace conventional public/private sector funding sources to restore the co-ordination of railway and land development that had contributed to the growth of Southend in the 19th and 20th centuries.

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