The Sunderland South area is defined to the west and south-west by the A19, to the north by the River Wear, by the coast in the east and by the southern boundary of the City with Easington District in County Durham.  As well as the majority of the original town of Sunderland, the area also contains large rural tracts, including the village of Burdon.

During the 1980's the main focus of new road construction was the City Centre.  With the completion of the Inner Ring Road and the Eastern Relief Road, attention is expected to shift to other areas, improving links with outer estates and the wider region.  The Centre also accommodates the main bus and railway stations and is the focal point of a dense network of bus routes.  In much of the area there is a high dependency on public transport; in Central, South Hylton and Thorney Close wards, over 60% of households are without a car.  The Durham Coast railway line runs along the coast to Seaham and Middlesborough, though there are no suburban stations remaining.

The strategy underlying the area proposals aims to accommodate development pressures within the urban area whilst conserving the best features of the natural and built environment.  Considerable resources are proposed to be channelled into areas of greatest need, for example through restructuring/ improvement of areas of Council housing, and the provision of new open space in areas of deficiency.  However, it is also recognised that new development on the southern periphery of Sunderland will be needed to relieve pressure on the older inner areas where 'town-cramming' might otherwise result (see Glossary).

The overall pattern of development takes advantage of the service and social infrastructure already in place, notably major roads, main drainage, schools and other social/ economic facilities.  The City Centre forms a particularly dense concentration of such assets; these serve the local needs of the surrounding residential areas as well as those of the City as a whole.  The Centre's educational, recreational and shopping facilities are proposed for consolidation/ expansion.

Within this framework, the elements of the strategy are as follows:-

• Economic regeneration will be pursued through the retention/ redevelopment of existing industrial areas and the South Docks, together with the provision of a variety of new sites readily accessible to the labour force and from the strategic road network.
• New housing will cater for a range of needs, located mainly in the popular peripheral areas of South Hylton, Doxford Park and Ryhope, helping reduce pressure on inner urban sites.  This will be complemented by the up-grading of the older stock - both public and private - along with its environment.  Works will include the restructuring of Council estates to improve the match between dwelling types and household requirements.
• The protection and enhancement of existing shopping centres, with allowance for additional provision in poorly served areas, will be encouraged with particular consideration given to providing new shopping in an improved environment in the City Centre.
• Land for new and replacement education, health and community buildings is allocated in accessible locations to meet needs in an effective way.  In particular, the strategy will concentrate on the provision of primary schools, the University will be assisted to further consolidate on the Chester Road campus and land needs of hospital rationalisation are allowed for.
• The area's natural features such as the coast and riverside, and man-made complexes such as at Silksworth and Ryhope, have further potential to provide recreational facilities serving local, City or wider needs, without detracting from their role as environmental and nature conservation resources.
• Additional conservation areas will be considered in the inner area and at Burdon village.  Important views of rural and coastal landscapes will be protected.  Tree planting will be encouraged on the western and southern peripheries, to soften the hard edge to built-up areas, and along major transport corridors.
• Improvements are planned to major transport corridors, including new road construction on the River bridge approaches, along with by-passes for residential areas and shopping centres (including Grangetown and Ryhope).  Cycle routes, strategic footpath links and multi-user routes are proposed to link the urban area to the surrounding countryside.  The extension of the Metro through the area is supported, as are new suburban railway stations.

Within the older predominantly residential areas to the south and west of the City Centre the emphasis will be on improvements to the environment, especially in the level of open space and community-related facilities; up-grading of the housing stock will also be encouraged.  New development is expected to be largely related to established shopping and industrial/ commercial areas.

In the more suburban areas to the west and south-west, consolidation of existing uses and re-structuring of the Council housing stock will be emphasised, along with environmental improvements.

The strategy envisages major change in the riverside and southern peripheral areas.  New industrial/commercial development, housing and general environmental upgrading will regenerate the river corridor from South Hylton to the East End/north Hendon.  In the southern periphery, major employment locations will be consolidated and new ones identified at Doxford Park and South Ryhope for high quality offices and  industry, with smaller sites (existing and new) providing for a mixture of modern industry/ business and community uses.  Nearly 2,000 houses are proposed in the Doxford Park/ Ryhope area, whilst extensions to the Green Belt will for the first time define a long-term southern limit to Sunderland's urban area.  New public open spaces will be created, including an 'urban country park' between Farringdon and Gilley Law.  New roads will improve links between the southern periphery and the City Centre.  The pattern of new development will take account of the need to protect major open breaks between settlements and areas of nature conservation importance such as the Tunstall Hills, Ryhope Dene and the coast.

Certain localities will need a package approach to implementation, drawing upon the Government's Single Regeneration Budget as a supplement to mainstream Council funding and including private sector finance where appropriate.  These include the East End/ Hendon and Pennywell/ Thorney Close, where there is a notable concentration of problems and opportunities.

These nine areas totalling some 205ha. represent foci of employment.  Vacant land within them currently available for new development could provide around a further 1,000 jobs.  They comprise traditional areas (the Riverside, East End) together with more recent estates (Leechmere, Pennywell).  All are well located in relation to strategic highways and in certain cases the rail network; Pallion Riverside and Deptford are particularly suitable for fabrication industries needing access to the river.  They contain uses which reinforce their industrial role, and are functionally separate from residential and other sensitive areas.

All of the areas are within easy reach of localities demonstrating the highest levels of unemployment and lowest economic activity rates.  It is therefore important that they are retained in employment-generating uses.  Most are also in close proximity to relatively high density residential areas, enabling journeys to work to be minimised in line with the aims of sustainable development.  Where opportunities arise, the Council will undertake and encourage environmental improvements, e.g. to landscaping, signage, fencing and surfacing.

The riverside locations at Deptford and Pallion currently include scrapyards, recycling facilities and other 'bad neighbour' types of industrial use.  As the estates are large and physically clearly separate from other areas, they provide an appropriate location for the continuation of such uses, which play an important part in the overall requirements of industry.  However, visually intrusive development will be encouraged not to locate in prominent riverside locations.

Where suitable lineside sites become available for redevelopment within the Hendon industrial area, uses requiring rail access will be encouraged.  Land behind and south of the gas-holders on Commercial Road may be suitable for low-key leisure uses and/ or as a landscaped link to the proposed Hendon Cliffs local park.

The Port

The South Dock offers a unique location for any industry requiring ready access to the sea, deep water quays, road and rail connections.  It is separated by level and distance from residential areas and is thus appropriate for a variety of industrial and storage uses which would not normally be acceptable in more sensitive locations.  It should remain the local distribution centre for the liquid fuel industry which is investing heavily in improvements to facilities.  New facilities are also required for open and covered storage of industrial raw materials.  A former ship repair yard is now in use by a company fabricating units for the petroleum refining industry, the units being delivered by sea.  Elsewhere, efforts have resulted in securing new business and increasing existing trade as is shown by the decision by Comar Container Line to include Sunderland as part of its East Coast feeder service linking the Thames and Grangemouth.  Against a background of restrictions on public spending and the need for investment to permit further diversification, the Port has succeeded in steadily increasing its tonnage throughput of a fluctuating variety of cargoes in a highly competitive market.  The growth in cargo movements has been achieved against regional trends, and in a market where legislative changes have resulted in severe competition (see para. 16.28).

Should sites in the Port become surplus, their re-use should take advantage of the unique location and facilities.  The reclamation of the former freight sidings will create additional land for industry, physically linked to the Port.  A new road (policy SA50(3)) will be constructed to improve access to the Port and the new site from the Eastern Relief Road and proposed Southern Radial Route (policy SA50(5)).  The new sewage treatment works required by Northumbrian Water will be located in the Port.  The Council is committed to the commercial future of the Port and can control development as landowner and Port Authority (see fig. 19.1, SA4(1)).

Doxford International comprises three contiguous areas (two further areas, marked (d) and (e) on the aerial photograph, form the subject of Proposals SA4(3) and (4)):

Additionally, the development brief for (a) and (b) envisages a small retail element to service the estate, with a maximum floorspace of 400 sq.m.  A private agreement has been reached by the developers of Doxford International and the Council as landowner that the Enterprise Zone land will be developed only for B1 uses (offices/light industry/research and development) notwithstanding that the Enterprise Zone scheme also allows B2 uses (general industry).

Within the Enterprise Zone, three phases (totalling 26,000 sq.m.) are complete and occupied.  Occupiers include Northern Rock, Royal & Sun Alliance Insurance, the Camelot Group, Nike, London Electricity and One-2-One.  Phases 4 and 5 are being developed, and will include new headquarters for Avco Trust and Arriva plc.  Phase 1 of the Technology Park (three units totalling 11,600 sq.m.) has been constructed, and is partly occupied by One-2-One.

The EZ scheme permits hotel development anywhere within the Zone, though the preferred location is in the north-west corner immediately adjacent to the intersection.  The development would comprise a 3/4 star standard hotel with a minimum of 100 bedrooms, conference facilities, restaurant and related uses in a 'parkland' setting.  Planning permission for a public house/ hotel has also been granted on the north-eastern extension site (SA4(4)).

The land is strategically located adjacent to the A19/A690 intersection and hence has good links to the regional and national road network.  Development of this area will be subject to the traffic generated being capable of being safely accommodated on the A19/A690 junction, with any appropriate improvements at the developer's expense, to the satisfaction of the Highways Agency.  Whilst it is some distance from areas of high unemployment (3-4 km), it is adjacent to major bus routes.  It is also located at the intersection of a number of proposed cycleways and multi-user routes which make it attractive for more 'sustainable' forms of travel to work.

The four sites proposed complement other existing industrial provision, but also provide important new employment opportunities in their respective areas.  The allocation at South Ryhope was welcomed by the neighbouring authority, Easington District Council, as a source of employment opportunities for its residents complementing its own economic development strategy.

East End - The railway freight terminal in the East End was declared surplus to requirements by British Rail in early 1994.  Occupying some 8.0 ha., the reclamation of the yards (along with part of the adjacent Port land) will provide a major opportunity to introduce positive new uses into an area of high unemployment and social deprivation.  A number of alternative schemes involving various combinations of housing, industry and open space have been examined, with a 'balanced' approach emerging as the preferred option; a roughly equal mix of housing, open space and industry providing the optimum spread of benefits in the most suitable locations.  Industry and storage is proposed on the southern part, being adjacent to existing industry but separated from the proposed housing by open space.  Provision could be included for a community workshop type initiative.  Business and industry could be of a general nature supporting the local and wider economy; however principal storage and distribution uses, generally providing low density employment, might be more appropriate were it to meet the function and needs of the Port (see fig. 19.1). 

Whilst the land form is generally flat, to provide a suitable plateau for development it will be necessary to divert and reclaim the route of the railway line which currently cuts through the site to the lower docks area (SA45).  Highway access to the site will be gained by a new road serving the docks (SA50(3)).  The Port offices may then be re-located into part of the site close to the road's entrance to the docks.

The Health and Safety Executive will need to be consulted on the precise form of development, to take account of recommended safety distances from hazardous substances within the Port.  Areas within the safeguarding distance may require special forms of construction or could be laid out for car parking.

Reclamation of the sidings (from Barrack Street to Grangetown) is expected to cost some £3.5 million which will be largely met through Land Reclamation Programme funding to be obtained from English Partnerships.  Development is expected to be undertaken by the Port/ private sector.

South Ryhope will provide a site capable of accommodating businesses of varying sizes (500 - 5,000 sq.m.), now that the Leechmere and Salterfen industrial estates are almost complete.  It relates well to areas of relatively high unemployment in Hendon/ Grangetown, with good existing/ potential public transport links to these areas.  Currently the site is largely in private ownership, requiring preparation and service infrastructure.  Development will take place in conjunction with construction of part of the Ryhope By-pass (SA50(5)) to which it will have direct access to avoid exacerbating traffic problems on the existing roads.

The southern boundary allows retention of a substantial open break between the site boundary and Ryhope Dene, including a large part of the best quality agricultural land (Grade 2 and 3a).  Development will be based on a master plan to be prepared by the Council in consultation with the landowners, relating the site to surrounding open space and transport proposals (see fig. 19.4., SA50(5)).  Acquisition and early development is likely to be led by the City Council, financed from mainstream and ERDF funding and other initiatives.

Doxford International (South) - Identified in Part I for economic development use under policy EC6, the triangular area on the southern boundary of Doxford International is a logical extension of the estate's boundaries so as to coincide with the A19 and the former Hetton mineral railway line (the Stephenson Trail), complementing the already committed area.  It utilises a site which might otherwise become landlocked and sterilised, between the A19 and proposed housing to the east (see SA9(20)).  Its development will provide increased job opportunities and will add flexibility to the overall form of the Doxford International development.  The new area is the highest, most visible part of the business park, consequently development will require sensitive treatment to minimise its impact, including a very high standard of design and landscaping and the retention of hedgerow trees (see SA3 and aerial photograph: Area (d)).  Appropriate provision should be made for retaining or diverting major footpaths which traverse the site.  The current sketch layout for Doxford International may need amending to provide vehicle access to the site; alternatively, a more difficult means of access would be possible from the Moorside Industrial Estate.  The land is Council-owned but development is expected to be carried out by the private sector within the framework of development control procedures.

Doxford International (North-East) - A small extension to Doxford International is proposed adjacent to the access from City Way to the Moorside Industrial Estate.  This has been identified as suitable for ancillary uses as defined in Policy EC4.  The site occupies a small, flat area of land that would otherwise remain unused; it is prominently located in relation to City Way, whilst being adjacent to a residential area which might benefit from any facilities provided.  Outline approval for a public house/ hotel with associated car parking was granted in March 1995.

Development of both areas at Doxford International will be subject to the traffic generated being capable of being safely accommodated on the A19/A690 junction, with any appropriate improvements at the developer's expense, to the satisfaction of the Highways Agency.

The sites listed above comprise locations where uses of an industrial/ commercial (and occasionally, retail) nature have already been established.

Matamba Terrace - This location comprises a mix of workshop/ storage businesses.  Many businesses have utilised converted former terraced houses, but there are still several short residential terraces remaining.  The various streets feed onto a stretch of Hylton Road lying mid-way between two local shopping centres.  The former Pallion railway, running north-south, bisects the area.  This is proposed for the Metro, with a station to be sited just north of Hylton Road (see SA42(1)).

The area is well located for access by employees by bus or Metro.  It is also within a kilometre of the strategic access to Queen Alexandra Bridge and the proposed Wear Bridge, hence well sited for deliveries.  Whilst the intermingled housing is a constraint and the internal road network is not suited to large vehicles or heavy traffic flows, careful control of the employment uses set out in the policy could ensure that residential amenity is maintained and assist in retention of the location as a valuable local source of employment in the inner City.  If proposals for infill residential development arise from the re-location of existing businesses, then these could be considered on their individual merit, taking into account surrounding development.

Low Street - This area takes in steeply sloping land between High Street and the riverside.  The proposed uses reflect the UDC's Regeneration Strategy which was based on the development of a mix of commercial and residential uses compatible with the conservation of one of the oldest parts of the City.  All of the area is within the Old Sunderland Riverside Conservation Area, which has been accepted for Conservation Area Partnership funding by English Heritage.  The UDC Strategy formed part of a broad approach to the regeneration of the East End, which exhibits severe deprivation.  It sought to promote appropriate employment opportunities (particularly for residents in the East End) and improve the variety of housing available.  Due to its historic nature, the re-use and conversion of buildings (many of which are listed) is important.  The Roseline building has been converted into a restaurant/ pub with offices on the upper floors.  Additional student residential accommodation (see Glossary) has been provided, complementing the nearby halls of residence at Panns Bank.

Salterfen - This area includes  Halford's and B&Q, west of Ryhope Road, and on the east side, the former Northern Electric depot, the Mill Garages car showroom/servicing, and a small courtyard of workshop units.  It has developed around a major road junction and will have easy access via a spur road south of Mill Garages to the proposed Southern Radial route (SA50(5)).  It provides an important source of employment accessible from inner housing areas.  To protect the viability and vitality of the nearby Grangetown shopping centre, further retailing will be restricted to bulky goods, or retail warehouse extensions within the existing retail sites and to associated planning use rights.  Transport-related businesses, i.e. retail or service uses outside Use Classes A1 and A2, which are related to the sale, repair or testing of motor vehicles, such as car showrooms, workshops or MoT testing stations, will be acceptable.  Key considerations will include the maintenance of a mix of uses and a high employment density.  However, all development must have regard to protection of the amenity of nearby housing to the north.

The area of the North Moor proposal (see fig. 19.2) has been reduced since the Draft UDP to retain more public open space as a buffer to housing and as a neighbourhood park facility for local residents (SA27(14)).  The revised proposal emphasises the site's appropriateness for starter units/ enterprise workshops as well as commercial/ leisure uses.  It could be considered as a site for a swimming pool to serve the south part of Sunderland, associated with the Silksworth Sports Complex, should the latter not be available for this use (see SA23(3)).  The site is accessible from the primary route network and by public transport.  It is also close to residential areas with high unemployment rates (e.g. Thorney Close).  Parts of the site are occupied by a police hostel and a telephone exchange; it is envisaged that these will remain in their present locations.

Land west of Silksworth Way is an area of approximately oval shape contained by roads which separate it from surrounding residential areas.  Whilst not itself in an area of high unemployment, it is accessible from the primary route network and by public transport from wards such as Thorney Close.  It is an 'opportunity' site suitable for a wide range of developments and because of its size, it could accommodate more than one use.  Its high degree of accessibility makes it suitable for a public house/ drive-in restaurant or car showroom, whilst proximity to Doxford International could attract a manufacturing or research and development company requiring a distinctive site.  Interest has also been expressed in this location for a day centre/ nursing home and for a Sikh temple, both of which could be suitable uses within the overall site.

The area contains a number of tourist attractions, including several in the City Centre (SA65).  They play an important role in the regeneration of the City's economy.  Their potential to attract further visitors to the City will be maximised by supporting or undertaking initiatives to maintain or enhance facilities or their settings by utilising Central Government grants.  They are described in Table 19.1, along with likely improvements.

Policy EC14 encourages the re-location of bad neighbour uses.  One has been identified in South Hylton, a predominantly residential area with a local road network unsuited to heavy industrial traffic because of restricted widths and limited corner radii.

The steel fabrication works in Cambria Street occupies a large building, incongruous in this quiet residential neighbourhood, being also prominent in more distant views from the A19 and the riverside.  The business has been the subject of complaint over a long period (including a petition in 1988), arising from noise nuisance caused by overnight working, and heavy vehicles with large loads passing South Hylton Primary School.  At present no overnight working takes place but the possibility remains that it could be resumed.  The works is an established use and provided that all reasonable measures are taken to minimise nuisance no legal action to control noise is possible.

Discretionary assistance towards the capital costs incurred in relocation may be available from the Department of Trade and Industry if the numbers employed by the company would increase as a result.  The Council may also be able to assist in finding a suitable relocation site and making available a Removals Grant, though the impetus to move will lie with the occupier.  The site would be suitable for redevelopment for housing as part of a larger area which removal of the works would open up (SA9(1)).

To accord with Policy H5, there is a need to allocate new housing sites suitable for more than 10 dwellings in Sunderland South so that, with similar sites which already have permission, land for some 3,600 dwellings is available during the Plan period (1,200 Urban South, 2,400 Southern Periphery).  Proposal SA9 therefore allocates a series of new sites, which in total have the capacity to provide 2,988 dwellings (sites for a further 165 are identified in the City Centre Inset).  The remaining 400 dwellings (making up the overall allocation) are accommodated on sites with planning permission (some being under construction) as of December 1996.  These are protected by Policy H11.  In the overall area, since January 1988, several sites (larger than 10 units each) have been completed, totalling 1,635 dwellings.  In all, the sites for over 10 units (1988-2006) provide over 40% of the City's total allocation of such sites. (See table 4.4 and Appendix A).

Sites 1-9 are in the ‘urban south’ area, whilst the rest are in the southern periphery.  The site distribution proposed reflects broad availability of land, after taking into consideration the objectives in Part I, notably:-

• the protection and provision of recreational, nature conservation and open break areas between settlements, also minimising generally any adverse impact on the environment;
• the need to limit encroachment into rural areas, also the need for separation between housing and other uses which could adversely affect residential amenity,
• the potential for good vehicular and pedestrian access to the road network, public transport and community facilities generally; and
• utilisation of vacant and derelict sites not needed for other purposes, to assist urban regeneration and environmental improvement.

The sites proposed are a culmination of an assessment of the need for and availability of housing throughout the Plan period related to the future provision of infrastructure.  They also take into consideration responses to the UDP; in summary, the public and environmental organisations sought more inner urban housing and a greater amount of housing on 'recycled' sites, whilst housebuilders sought an increased housing allocation, with more in the Southern Periphery.  To an extent, all these views have been catered for in that several major new sites on recycled inner urban land have been identified, e.g. Havelock Hospital, East End sidings; substantial additions to housing on the periphery have been made with the proposals at Rushford and Cherry Knowle (the latter also constituting a 'recycled' site); and lastly the overall higher numbers required by Policy H5 have been achieved by considering density increases on certain sites in accord with Policy H4.

Housing formed an important part of the UDC's strategy with special needs housing having been completed at Panns Bank and the Sunderland Forge site at Pallion.  Almost all housing in the Sunderland South area, whether on new or committed sites, is on 'recycled' land of one form or another.

A high proportion of new housing in the Southern Periphery is also on recycled or vacant, non-agricultural land.  It is notable that the population generated by the housing sites in the Southern Periphery will require only one new primary school and minor extensions to others, whilst existing public services (water, gas, etc.), are understood to be satisfactory to cater for the additional dwellings.  Sites in the Ryhope area depend upon construction of the Doxford Park-Ryhope Link Road.  This road serves a strategic purpose as well as providing access to the housing sites, which can provide a means of assisting with its construction.

The locations of major sites can be seen to be in two broad belts, one close to the River, the other (with the greater number of allocations) in the Ryhope and Doxford Park areas.  The spread of development minimises additional infrastructure requirements.  The main sites proposed are as follows.

Havelock Hospital -  As a result of the reorganisation of the City's hospitals, Havelock Hospital closed in 1995.  Following demolition of the existing hospital buildings the site (7.5ha) could accommodate 230 dwellings.  The development of housing in this location will make a significant contribution to the regeneration of the local area which exhibits severe deprivation; it also could provide an appropriate location for 'affordable' housing, if required.

East End railway sidings-  The scheme for the reclamation of the former railway freight terminal includes the provision of some 250 dwellings on 4 ha. of land (see fig. 19.1, SA13).  Consultation responses from East End residents highlighted the demand for family housing in the area, though the site could also include low cost and/or special needs housing.  This would complement Home Housing Association's improvement programme for the Garths and other Council initiatives for the regeneration of the broader area.  To meet the Health and Safety Executive's requirements, housing development on this site must be less than four storeys high and of traditional construction (see para. 19.39).

Chapelgarth -  The largest single development in the City (over 70 ha.), it could accommodate some 860 dwellings.  The site, originally acquired by the Council in 1971 for the development of the Doxford Park township, is well located for access to the major distributor roads in the locality.  The principal uses - housing, community facilities/ primary school and open space - are shown on the Proposals Map; the aerial photograph indicates the principles on which the area might ultimately be developed.  Allowing for public open space (10 ha.), woodland belts (15 ha.) and the primary school (2 ha.) the gross area suitable for housing development is approximately 42 ha.  It will cater for special needs as well as family housing and includes areas attractive for possible 'executive' housing.  A potential capacity of over 80 such dwellings could be accommodated at 10/15 dwellings per hectare.  The school site is reserved pending the Education Committee's future priorities and the availability of resources (SA16(5)).  Development will take place in the context of a 'Master Plan', with development briefs for the various sites to ensure comprehensive and phased planning which will relate the rate of development to the availability of infrastructure.  Development will also be subject to the traffic generated being capable of being safely accommodated on the A19/A690 junction, with any appropriate improvements at the developer's expense, to the satisfaction of the Highways Agency.

This proposal aims to safeguard sites within the above residential areas, including those coming forward as a result of redevelopment, which could meet the inner urban population's need for social/open space, and community facilities.  The areas shown on the Proposals Map indicate where new housing development will be regulated, being balanced against the need for open space, community facilities and enhancement of the environment.  It encompasses the older residential areas of Millfield/Pallion, High Barnes, Hendon and northern parts of Ashbrooke.  These are largely areas of poor environmental quality (excepting part within Ashbrooke Conservation Area) lacking aesthetic qualities, trees, little ameliorating landscape, with local public open space falling below the requirements of policies L4 and L5 (see fig 8.1).  The pre-1919 dwellings of one or two storeys have little or no private garden space to help compensate for this deficiency (see also SA13 (East End)).

As outlined in the background on population and the economy, these inner urban areas exhibit high levels of unemployment and deprivation which creates demand for local leisure and community facilities which are not at present fully met.  In accord with Policy H6, proposals for housing within these areas will be assessed against the possibility and the need for the particular site to be used for open space and/or community facilities.  Existing public open space is protected against development by Policies L7 and B3, the latter policy being more generally appropriate to the types of small, amenity open spaces found in the residential areas covered by SA10.  However, where sites come forward for housing redevelopment which otherwise would have potential for additional open space, or could provide for a much needed community facility, then the Council will seek to achieve these ends in considering planning applications, as outlined in Policy H6 and paragraph 5.44.

In order to secure the future housing viability of a number of areas the Council is committed to a programme of restructuring which will rebalance the mix of housing types to cope with young/single people, families and the elderly.  This will include the major refurbishment of properties, the reduction of four storey maisonettes into two storey dwellings and major environmental and highway improvements.  The above estates (1) to (6) currently comprise some 5,200 dwellings, 10% of the total housing stock of Sunderland South.  Their refurbishment/ restructuring will thus make a significant impact in meeting household needs and accommodation for special groups; it will give a major boost to the overall urban regeneration of the City (see table 19.2).

Funding is expected from the Council's HIP aided by the Single Regeneration Budget.  The availability of finance will determine the rate at which improvements can take place.

This proposal aims to improve mainly the environment of those private residential areas that are deemed to have the poorest quality.  Works could include landscaping of derelict/unused land, traffic calming schemes and tree planting.  Within some of the areas identified there are pockets of dwellings in need of repair/refurbishment which may be included in a strategy for improvement, possibly even within Housing Renewal Areas (HRA's), although finance for such is not currently available (see para 5.64).  The proposal aims to build upon the regenerative efforts already made in these areas, improving the quality of home life and complementing other policies of the Plan (See also East End (SA13)/ City Centre (SA68)).  Specific proposals are as follows.

South Hylton - west of the High Street.  This area comprises narrow streets of mostly pre-1919 terraces with some properties in poor repair.  Most properties front directly onto the pavement. Improvement of properties along Cambria Street will be complemented by soft landscaping where space permits.

Millfield/ Pallion - north of Hylton Road.  This area is a mix of one/ two storey properties of varying degrees of quality.  Few have front gardens and this, together with the overall lack of trees and landscaping, adds to the general 'hard' appearance of the area.  The area is identified as being deficient in 'neighbourhood' and 'local' open space, consequently it falls within an area where the Council will seek to maximise community benefits.  Environmental works will consolidate earlier improvements, complementing other developments in Pallion, e.g. the new housing at Sunderland Forge.

Hendon - in vicinity of Mainsforth Terrace.  This area is a mix of pre-1919 one/ two storey properties though there are a number of long 4 storey terraces.  Some properties have small front gardens but generally there is a lack of street trees and landscaping, giving the narrow streets a 'hard' appearance.  The area is identified as being deficient in 'neighbourhood' open space and falls within an area where the Council will seek to maximise community benefits from development/ redevelopment schemes.  There are few open spaces.  Landscaping of small plots of derelict land is proposed along with improvements to properties and their environment.

Grants are available from the Council for improving private dwellings in disrepair.  If all or part of these areas are suitable, HRA status may be pursued which would attract central Government contributions to assist street works, landscaping and improvements to the exterior of dwellings and their immediate surroundings.  General funding for these schemes is expected from the Council's HIP bid, though is currently very limited (see para 5.67).

The East End is one of the oldest parts of the City - much of the area has conservation area status.  Situated between the City Centre, the riverside and the Port, it comprises a mixture of housing and light industrial uses interspersed with small open spaces.  Although many improvements have taken place within the area, it still retains the appearance of a run-down urban environment.  The area is also beset with deep-rooted social problems and displays symptoms of multiple deprivation (high rates of unemployment and long-term illness, low incomes, high numbers of single-parent families, high crime levels).  The social and physical regeneration of the area is a priority of the Council.

Much of the housing stock has been improved.  The former Garths blocks have been redeveloped by Home Housing Association to provide updated single-person/ small family accommodation and the Council maisonettes at Hendon have been restructured to provide traditional family housing.  The redevelopment of the existing housing stock is complemented by other Council proposals aimed at regenerating the locality, e.g. new open space and environmental improvements to the Town Moor, retention and refurbishment of listed buildings.  New housing has also been built on vacant land at Silver Street.

Improvements to the remaining Council properties in the Hendon area are to continue, focusing on the multi-storey blocks.  In addition a substantial site for new housing is proposed on the former railway sidings adjoining the Town Moor.  Following reclamation, some 250 houses could be developed on this site along with new open space and industry; due to the scale of proposed development and mix of uses, the overall sidings development could take the form of an “urban village”.

A Strategic Review commissioned by the Council has identified regeneration issues and priorities for action in the East End/ Hendon area.  A subsequent Strategy Report sets out the framework for regeneration and identifies possible projects.  Significant funding will be required to effectively implement the overall strategy, likely sources will be English Partnerships, European Union (Objective 2), City Council (SRB) and the private sector.

These well established centres cater for the day to day shopping needs of nearby residents.  They are well-related to their surrounding neighbourhoods and accessible by foot and public transport.  This proposal aims to maintain their viability, vitality and potential.  It should be stressed, however, that they form only a part of the overall shopping floorspace, with the City Centre as well as the two free-standing superstores, at Leechmere Road (Asda) and Silksworth Lane (Sainsbury’s), providing important local shopping roles.

Chester Road is a traditional shopping street which has grown incrementally along one of the City's main arterial roads.  It faces problems of insufficient off-street parking, often leading to congested residential streets, accidents, pollution and noise to shoppers.  There is little available space for new facilities, parking, landscaping or pedestrianisation (see policy S7).  Basic improvements could come about through opportunities arising as part of planning applications; shop improvement schemes could possibly be financed from regeneration budgets.  Car parking may be provided if cleared sites become available, even on a temporary basis.

The Doxford Park Shopping Centre was originally built in the 1970's to serve the new township.  It was comprehensively redeveloped during 1996, providing a new supermarket, 13 smaller units, a petrol filling station and additional car parking.

A development brief has been prepared for this site which is adjacent to the Eastern Relief Route.  Outline planning permission for the development of a small food supermarket was granted in March 1994.  The site is well located to serve the East End and north Hendon areas of the City which have low levels of car ownership and which the Shopping Policy Review (1988) identified as suffering from convenience service deficiency.  The addition of a small supermarket in the area capable of providing a range of services and goods to meet mainly local needs could assist the process of urban regeneration.  It is anticipated that the main building will have a gross floor area of 930 sqm (10,000 sq.ft) with ancillary car parking.  When developed, the City Council will seek to retain it as a local shopping facility, resisting any proposed changes of use which would be detrimental to that role.