There are three main aims to this project, which will be addressed through various data collection methods in and around Winchester. These aims include:
- Examining the changes in Winchester as one moves from the rural urban fringe to the city centre, and understanding the reasons behind these changes.
- Predicting the future changes in Winchester and identifying the locations where these changes are likely to occur.
- Assessing the impact of these changes and developing strategies to effectively plan for them.
The first aim allows for a comparison of Winchester with Burgess’s and Hoyt’s models of urban growth and development. The second aim provides insights into the location and nature of new development sites, enabling an understanding of future changes in land use.
To fulfill the initial question, data was gathered from four strategic locations across the city on May 5, 2003. Commencing from the outskirts and gradually progressing towards the city center, I paused at two different points en route to gather information. Subsequently, I proceeded to the opposite side of the city to obtain data from a final site, ensuring a comprehensive representation of the city. My visit to site 1 occurred first, spanning from 9:45 to 10:05.
I arrived at site 2 at 10:30 and left it at 10:45. Afterwards, I went to zone 4, arriving around 13:00 and leaving at approximately 13:20. Then, I arrived at zone 3 at 14:00 and finished there by 14:40. During my time at each site, I conducted multiple data collections focusing on various factors.
At first, I started by documenting the site using either a detailed field sketch or a photograph. I dedicated approximately five minutes to each approach. The aim of this was twofold: to meticulously and annotatedly document the architectural styles in each zone, and to generate visual proof that would enhance my assertions about the area. Additionally, I performed an environmental quality assessment (EQA) at every spot, comparing different factors such as litter quantity, noise levels, and light levels throughout various sections of the city.
Rating each section on a scale of 1 to 5, I conducted a survey that included both vehicles and pedestrians. Using my watch, I timed each segment for exactly two minutes. During this process, I recorded the numbers of different vehicle and pedestrian categories entering or leaving the city center. To ensure efficiency, I partnered with a friend – one of us tracked incoming vehicles while the other kept count of outgoing ones.
This paragraph describes my approach to enhancing the precision of my investigation. Instead of assigning one individual to count both directions, I split the task between two individuals. Moreover, for each zone, I created a land-use map or transect by sketching the street on an A4 paper and drawing vertical transects to mark the beginning and end points of various buildings. I documented different types of structures like detached houses, construction sites, and small businesses. By utilizing these techniques, I was able to compare my findings with Burgess and Hoyt’s concepts.
Burgess’s theory suggests that cities and towns are structured around a central business district (CBD), and they expand outward in a ring formation. According to him, newer buildings are typically located on the boundaries. In his model, this growth is represented by four rings surrounding the CBD, excluding the transition zone. Burgess believed that this transition zone was occupied by industry, which had replaced older housing. The inner city, the first ring, is expected to house various establishments such as bars, cafes, and small shops. The second ring consists of low-class council estates known for their affordability.
The inner suburb usually has many terraced houses for housing, while the outer suburb, situated farther away, has expensive large semi-detached/detached houses. However, this theory is based only on one city, Chicago, which challenges its accuracy. Hoyt’s theory is similar to Burgess’s but differs in that Hoyt studied twenty-three different cities.
His unique belief was that industry would expand alongside transportation routes, such as railways or motorways. Winchester is distinct in several aspects as a settlement. Unlike most cities in England, including London, Winchester continues to see growth. This could be attributed to the abundance of employment opportunities in the South or simply a higher demand for residing in this area.
Additionally, Winchester benefited from various geographical advantages that contributed to its development. During the Roman era, it was considered an optimal location for establishing a settlement due to several factors. The presence of the River Itchen provided a reliable water supply and served as a means of transportation through canals. Moreover, Winchester utilized its strategic positioning to engage in trade activities with prominent cities like London. Lastly, St.
Catherine’s Hill, known for its ideal defensive stronghold including many ditches and trenches, is situated alongside Winchester. In the 20th century, the construction of the M3 motorway close to Winchester facilitated faster access to London and the Southampton docks compared to canals. Moreover, Winchester is renowned for its natural beauty, with the South Downs and the New Forest National Parks located nearby, attracting numerous tourists annually.
Winchester, formerly the capital of England, is now Hampshire’s capital. It houses several key social services managed by Hampshire County Council, such as the county prison, county police headquarters, and Winchester Crown Court. The main high street is adorned with a splendid cathedral that hosts various significant events.
LocationThe city of Winchester is situated in the South of England, specifically in the county of Hampshire. Zones 1 – 4, along with proposed sites 1 and 2, are all situated in and around Winchester. As for proposed site 3, it is located approximately 10 miles south of Winchester, in the quaint village of Swanmore.Data Collection and AnalysisZone 1 Field SketchThe residential properties in this particular area are both highly priced and fairly new.
This aligns with Burgess’s theory that larger houses are found in the outer suburbs where land is more affordable. This is evident through various embellishments on the house such as finials on the wall, a brickwork drive, and lintels above the windows. These adornments contribute to the perception of detached housing being highly expensive. Additionally, the houses boast decorative chimneys, double-glazing, and spacious gardens, all of which add to their appeal among affluent individuals.
Additionally, the houses have spotlight and burglar alarm systems in place to ensure enhanced security.
The zone 2 field sketch depicts houses specifically designed for students attending King Alfred’s College. The image reveals that these houses are constructed solely with brick and feature corrugated iron roofs and small windows. They lack ornamental embellishments and possess only a small garden area, reflecting their minimalistic design.
These buildings are found in the inner suburb. Zone 3 Field Sketch presents a photograph of a well-maintained building in the CBD. It showcases the presence of large, costly structures in the area. This specific building serves as a department store, which aligns with the notion that only self-sustaining buildings exist in the CBD.
Despite the high population density and noise levels in the area, it is unexpectedly well-maintained. The Zone 4 Field Sketch comprises two pictures showcasing the residential area and industrial estates. These visuals provide evidence for its low rating in the EQAs. The buildings appear old and may be in such deteriorated state that they could be condemned.
Despite its proximity to the CBD, the industrial estate remains expensive primarily because of its location. However, the estate’s appearance suggests a lack of maintenance, with its simple and overgrown design. The dirty windows and near-deserted atmosphere further contribute to its unappealing condition.
Zone 1: The radar diagram illustrates the environmental quality assessment (EQA), indicating a high overall score. Specifically, high cost housing and level paving received a perfect score of 100%. Most attributes, such as freshness, houses in good condition, good light, cleanliness, and little street furniture, achieved a score of 80%. Noise level and landscaping were rated at a respectable 60%. These scores can be attributed to the location of Zone 1 within the city.
The low noise level is due to the survey being conducted near a busy road (Romsey Road) during rush hour. The results on expensive housing can be linked to Burgess’s model, which suggests that the central business district (CBD) has the highest-priced land, while the outskirts of the city have cheaper land. This allows for the construction of larger houses in those areas. Zone 2 had a lesser performance compared to Zone 1, as shown by its smaller shaded area.
The possible reason for this could be that the place is in the inner suburbs, closer to the city center. Two characteristics, such as the lack of parked cars and the presence of green surroundings, received a perfect score of 100%. The high score for the ‘few parked cars’ attribute may be because it was around 10:30 am when people usually commute to work.
The attribute that received the highest score, at 80%, was the ‘light level’. All other attributes scored low, ranging from 40% to 60%. The ‘well cared for housing’ attribute could have a low score due to the high cost of repairing the housing for people. The attribute with the lowest score was the noise level, at only 20%.
This is likely because the survey was done on a main road leading into the city during rush hour, which may have influenced the results for ‘freshness’. Additionally, Zone 3 scored lower than both Zone 1 and site 2, possibly due to its close proximity to the city center on the main high street.
It received a 100% rating in the categories of ‘well cared-for housing,’ ‘few parked cars,’ and ‘level pavement.’ Additionally, there was an abundance of street furniture and noise in the vicinity, mainly due to it being a pedestrianised area. The traffic and pedestrian counts in this zone confirm this observation.
The reason for the “well cared-for housing” can be attributed to the fact that there is a scarcity of housing in this area. This is evident from the field sketch of Zone 4, which shows that the entire street is occupied by shops. Since Zone 4 is situated at a similar distance from the CBD as Zone 2, we can anticipate comparable outcomes. Upon comparing their respective graphs, we observe striking similarities in terms of size and shape. The majority of the values for Zone 4 are within one point of Zone 2.
The pavement and housing in this area are of higher quality compared to another area. This site is on the urban fringe and is about the same distance from the CBD as Zone 2. These outcomes can be attributed to both Burgess’s and Hoyt’s models. According to Burgess’s theory, places that are equidistant from the CBD tend to be similar. On the other hand, Hoyt’s theory suggests that development is more likely to occur along major transport routes.
Zone 4, which juts out to meet the M3 motorway, scored poorly in various aspects. It only scored 100% in the category of ‘no parked cars’. Factors such as noise level and cleanliness can be attributed to Zone 4 being located in the industrial zone of Winchester, which includes numerous garages and craft works. The EQA results can help address Aim 1, which focuses on understanding how and why Winchester changes from the rural urban fringe to the city centre.
The EQA results indicate that Winchester’s environmental quality deteriorates when moving towards the city center. In the rural urban fringe, specifically at site 1, all houses are spacious, luxurious, and well-maintained. Due to the wealthy residents that live here, they ensure their properties are tidy and can afford high-quality products like brickweave drives. However, as we proceed towards the inner suburbs in Zone 2, there is a significant decline in housing quality and cleanliness.
The terraced housing in this area was in disrepair because the land it was built on was expensive, making it difficult for owners to afford necessary repairs to windowsills, doors, etc. The central business district (CBD) did not have any residential housing, only shops. However, the constant presence of pedestrians contributed to noise and litter. Despite the high cost of land, maintaining the buildings was crucial to attract more customers.
That’s why there is no housing there, as only buildings that help pay for themselves can afford to be there. The last zone was in the industrial section of Winchester, with very little housing. All of the garages, carpenters, and metallurgists here have made it a very untidy, unclean, and noisy place. Overall this demonstrates that in affluent areas, the living conditions are favorable while the housing conditions deteriorate as land prices increase, except for the shops in the central business district (CBD).
Traffic Count for Zone 1. This graph displays the types of vehicles traveling to and from the city center in Zone 1 during a two-minute interval from 9:50 am to 9:52 am.
The majority of vehicles observed were cars, which are likely commuters heading to work. The car count was particularly high because the traffic survey took place during rush hour, although it was affected by the traffic lights right beside us. The graph exhibits a nearly equal number of vehicles entering and exiting, with 31 vehicles going in and 32 vehicles going out. This balance is probably due to individuals commuting to work in smaller communities like Twyford.
The traffic count in Zone 2 reveals that most cars were moving towards the city center, along with a few vans and trucks heading out. These vehicles might have been delivering goods to locations on the rural-urban fringe. Among the trucks, three were transporting building materials that could have been destined for a new development site in the rural-urban fringe. On the other hand, the count of pedestrians remained exceptionally low, with only one individual entering.
During the rush hour from 10.37am to 10.39am, a traffic count was conducted in Zone 3, specifically on the High Street in Winchester.
Only a small number of vehicles passed through the pedestrianised zone because it was designated for pedestrians. The vehicle count took place at the end of the street, past the cathedral. As Zone 3 encompasses the entire street, I conducted three separate counts of pedestrians at Jewry Street, the Butter Cross, and Abbey Gardens. These counts indicated that most individuals were making their way towards the city center, suggesting they were likely shoppers or tourists. For precise coordinates, refer to the land use map for Zone 3.
Traffic Count for Zone 4: The count reveals that there was a surplus of three cars driving away from the city center, while two buses carried people heading inwards. This zone closely resembles Zone 2 in terms of traffic volume. Over the span of two minutes, only two pedestrians were observed, with one going in each direction.
The reason for this may be because the count was conducted during lunchtime, specifically from 13.26 to 13.28. In summary, these traffic surveys reveal that the suburbs of Winchester had a greater number of vehicles compared to pedestrians, while the centre had a greater number of pedestrians compared to vehicles.
In relation to Aim 1, the question of how and why Winchester changes as one moves from the urban rural fringe to the city centre arises. This demonstrates that the traffic thins out as one reaches the city centre, although this could be influenced by the timing of the surveys. The first zone was surveyed during rush hour, while the last zone was surveyed around lunchtime. The graphs provide a clear understanding of the types of vehicles present, indicating that cars are the most common, followed by slightly larger vans and lorries. The Land Use Survey for Zone 1 reveals a significant amount of residential areas in the outer suburbs.
Burgess’s model suggests that the outskirts of the settlement are where one can find expensive and well-maintained housing. Furthermore, there is ongoing development in the flats located in the top right corner, leading to an increase in terraced housing quantity within that region. Housing remains the dominant feature in the outer suburbs, with small businesses also present. As one moves towards the inner suburbs, there is a noticeable decline in housing compared to the outer suburbs.
In this area, there is a substantial number of terraced housing and a limited amount of detached houses. Moreover, there are various businesses compared to Zone 1, such as a garden centre, two pubs, Winchester Prison, and the Hampshire County Council Headquarters.
The land use in Zone 3 is shifting away from housing and towards small businesses and public services. According to the Land Use Survey, the map reveals that the entire High Street is dedicated to shops, which primarily include specialty stores, personal services, and a few department stores. There is no housing in this area due to the exorbitant land rent, considering its proximity to the CBD.
Only profitable buildings can afford positions in this pedestrianized zone, where there are hardly any vehicles but hundreds of shoppers. There is no wasted land for parking spaces. The Land Use Survey for Zone 4 is expected to yield similar results to those of Zone 2, based on Burgess’s theory, as they are roughly equidistant from the CBD.
Despite their similarities in appearance, the housing in this area remains limited and mostly consists of terraced houses. Similar to Zone 2, there is a higher concentration of small businesses like estate agents and cafes. Additionally, this area features construction-related companies such as metallurgists and carpenters, indicating its industrial nature within the city.
The results of the land use survey provide valuable insights into the usage of Winchester’s buildings outside of the city centre. In Zone 1, which is located in the outer suburbs, the majority of the land is dedicated to residential purposes, featuring large and high-quality housing. Conversely, there are limited commercial establishments in this area. However, as one progresses towards the city center, specifically in Zone 2 (the inner suburbs), there is a significant decrease in housing availability but a notable surge in the presence of small businesses and public infrastructure.
In Zone 3 of Winchester’s CBD, there is no residential housing, but rather a street filled with shops, restaurants, and a few department stores towards the lower end. However, as one moves out of the CBD into Zone 4, there is once again an increase in the presence of housing, similar to Zone 2. This observation reinforces my initial inquiry about how and why Winchester transforms from the rural urban fringe to the city center. From this evidence, we can conclude that the outer suburbs mainly consist of housing, the inner suburbs feature a mix of housing and small businesses, and the CBD is primarily dominated by various types of shops.
Considering my second objective of understanding where and how Winchester will change in the future, I will now discuss proposed development sites.
The topic of this text is the future location of new housing in and around Winchester. The author gathered data from three locations to determine the optimal site for a housing estate: Sarum Golf Course, the old bus bay, and a field on the outskirts of a village near Winchester. Sarum Golf Course, which is situated on the rural urban fringe, acts as a dividing line between the city and the countryside.
This site was chosen because it stands out from the other sites and is located on the rural-urban fringe. It offers ample space, affordable land, and close proximity to building companies in the city, making it a potential location for developing high-quality, spacious homes. However, there are drawbacks such as very poor road access, potential objections from nearby residents (NIMBY), and challenges in obtaining planning permission if the land is part of the greenbelt. The Old Bus Bay is situated near the CBD and at the edge of the High Street.
I chose this specific site because it is a brownfield site that is currently underutilized. The advantages of this site include its brownfield nature, which allows for the potential construction of multiple housing flats. It also has a highly convenient location for residents. However, there are some drawbacks to consider. The land itself would likely be expensive, and building on it would be challenging due to its placement in a pedestrianised zone. Additionally, the existing building on the site is in very poor condition. It’s important to note that despite their size, the housing units may still have high costs due to their location. Another potential option is a field in Swanmore, which belongs to a separate dormitory settlement from the main one.
This site has advantages such as being an attractive place to live due to the surrounding countryside, offering a vast amount of space, and potentially helping village shops by attracting more customers. However, there are also disadvantages to consider. Firstly, it may be located within the greenbelt, which makes obtaining planning permission very difficult. Additionally, there may be protests from local residents who oppose the development (NIMBY protests). Lastly, accessing the site and transporting building materials would be challenging because of the narrow and poorly accessible lanes.
The field sketch provided depicts Site 1, showing its abundance of space and explaining why it received a high score in its EQA (Environmental Quality Assessment). Despite limited housing in the area currently, it is still considered a desirable and upscale location similar to Zone 1.
Due to its location on the rural-urban fringe, the land is more affordable compared to the CBD. The second picture clearly shows that the access to the land is very poor due to a narrow lane that needs resurfacing in certain areas. Consequently, the vehicle survey conducted recorded a low number of vehicles using this route.
Proposed Site 2 is depicted in these two pictures. Based on the EQA, it can be inferred that the area is untidy. The first picture reveals low-rise buildings that are both expensive and dirty. Despite the poor aesthetic, there is a security camera at the top, indicating thorough protection. The second picture highlights the inadequate accessibility of the location, particularly due to its presence in a pedestrianised zone.
Proposed Site 3; Field Sketch
Both pictures depict the vast space available at this site. The initial image showcases the flatness and expansiveness of the field, making it suitable for numerous large houses. The second image portrays the road leading to the field, revealing its narrowness and poor condition, despite not being a mere track.
I am skeptical about the road surface being able to withstand significant traffic from heavy construction trucks. Proposed Site 1 achieved a high score in various attributes, with seven categories scoring 100%. These include freshness, high cost housing, well cared-for housing, light levels, cleanliness, abundance of landscaping, and noise levels. The remaining three categories also obtained respectable results.
The site’s location on the rural urban fringe makes it ideal for housebuilding, but obtaining planning permission may be challenging if it is within the greenbelt. Proposed Site 2 is located very close to Zone 3 and received low scores overall, with 80% for level paving and 100% for parked cars.
The city centre’s paving is of excellent quality, and this area is no different. There were no parked cars because there was insufficient parking space available. The EQA indicates that it would not be ideal for housing development, but being a brownfield site gives it an advantage over other locations in the city. Proposed Site 3 is a spacious field located in Swanmore village.
Based on the EQA results, the scores obtained were quite impressive. Eight out of ten attributes received a perfect score of 100%. The only areas that fell short were “lots of landscaping,” which scored 60% due to its unsuitability in a field, and “level paving,” which received a mere 20% as there is no actual paving except for the road and grass banks. These findings indicate that the site is ideal for housing development, although constructing houses might pose challenges.
In conclusion, the EQAs reveal both benefits and drawbacks for all three sites.
Site 1 is an ideal location for housing, but obtaining planning permission may be challenging due to its rural urban fringe location. Despite this, it has excellent attributes such as its refreshing ambiance and ample natural light. Site 2, although it received a low overall score, is potentially the most suitable option as it is a brownfield site in close proximity to the city center. Similarly, Site 3 is also highly regarded and the EQA report accurately reflects its desirability.
Both site 1 and site 3 are considered ideal locations for new housing. However, the lack of major shops or businesses in the immediate area may result in the creation of a dormitory settlement. Additionally, obtaining planning permission for a housing development in the middle of a field would be extremely challenging. Despite the nearly perfect suitability of these sites, objections from local authorities could potentially hinder their development.
The second site performed poorly, however, being a brownfield site, it may receive planning permission more easily and could be the perfect location for development. Traffic count for the first proposed site was conducted on a separate day, specifically on Tuesday, 1st July. The count took place between 15:40 and 15:42. Similar to previous counts, there were minimal vehicles observed, consisting of only seven cars and one van.
It is likely that the bad road quality and limited access caused the low number of pedestrians. There were a total of five pedestrians, with three entering and two exiting. It is possible that some of them were students leaving Kings’ School. The traffic count for Proposed Site 2, which is close to Zone 3, is expected to be relatively similar.
The low number of vehicles can be attributed to the fact that the area is designated for pedestrians. However, there were four buses that entered the area, surpassing the number seen at any other location. This is because the site includes a former bus bay, to which the buses were returning. As anticipated, there was a considerable presence of pedestrians, as the High Street is consistently bustling in the afternoon.
The traffic count for Proposed Site 3 was conducted between 16:27 and 16:29. This site comprises a field with an adjacent lane that has very limited access, leading to a low volume of vehicles passing through. The narrowness of the lane suggests it may not be suitable for larger vehicles beyond vans. Apart from the vehicular count, three bicycles and two pedestrians were also observed during the survey. Such presence can be attributed to the site’s appeal for recreational activities like walking, cycling, and dog walking.
Between 17:20 and 17:22, I carried out a survey to study the common types of vehicles using the roads that lead to the suggested sites. Despite the limited number of vehicles at all three locations, cars continued to be the primary mode of transportation, which aligns with previous surveys. The low vehicle numbers could be due to the inadequate accessibility of these areas.
Proposed Site 1 has a narrow access road, posing a potential obstacle for larger vehicles involved in the development project. In contrast, at Site 2, the area is designated pedestrian-only, making it difficult to transport materials unless sections of the High Street are closed off. Such a disruption would cause significant inconvenience for shoppers and is unlikely to receive approval. However, Proposed Site 3 benefits from a series of small, narrow lanes leading to it instead of just one.
The absence of vehicles at this location is the main reason for its lack of activity. Among all these options, either Proposed Site 1 or 2 are the most suitable for constructing new houses in terms of traffic. Although they may have inferior access, it is still better than that of Site 3. In conclusion, the data I have collected can now be utilized to fulfill Aim 1.
The field sketches demonstrate the size and state of the buildings, illustrating that they are grand and in good condition in the outskirts, but become smaller and more dilapidated as one approaches the city center. Meanwhile, the EQAs illustrate how the overall condition of the land changes, revealing that the quality declines as one moves deeper into the city and improves as one exits on the opposite side.
The traffic surveys show that as one moves away from the city center, there is a rise in the number of vehicles and a decrease in the number of pedestrians. The land use maps indicate that housing is mainly found in the outer suburbs, while the inner suburbs have an even distribution of housing and social service buildings. In contrast, the central business district is primarily occupied by shops and has no residential properties. On the outskirts of the city center, there is a balanced combination of housing and businesses. Additionally, I have gathered data from my three proposed sites to address Aim 2.
After reviewing all the outcomes, it is evident that Proposed Sites 1 and 3 possess superior statistics, ample space, and an ideal location, making them the top choices. Nonetheless, a hurdle in obtaining planning permission arises due to their placement on the rural urban fringe and greenbelt. Consequently, I conclude that Proposed Site 2, being a brownfield site, is the optimal location for constructing new housing since obtaining planning permission would be much smoother. However, given its location, constructing affordable housing might not be feasible, making it economically advantageous to construct luxury flats or spacious houses.
Evaluation: In my data collection, I have noticed certain factors that I believe are not completely accurate. One major concern is the potential bias resulting from conducting tests at different times of the day. This can lead to unfair results. To ensure fairness, it would be best to conduct all traffic counts on the same day and at the same time since traffic patterns can differ significantly between weekdays. Furthermore, accurately counting pedestrians in the CBD posed difficulties for me.
To avoid the possibility of human error, I could have recorded the two minutes on tape to review it multiple times and count accurately. If I made any mistakes in my counting, there is a high chance that my conclusion could also be wrong. Likewise, if I had mistaken one type of building for another during the land use surveys, it would have led to an inaccurate representation of the majority of building types, compromising the accuracy of my conclusions.
If I were to repeat the study, there are a few additional changes I would make. Firstly, I would include more locations across the city to obtain more accurate results. Moreover, I would conduct a study in a nearby dormitory settlement like Twyford in Winchester to compare the findings. Additionally, it would have been advantageous to explore other aspects such as land value and building value throughout the city.
The ability to compare prices in the centre and outskirts would provide evidence supporting the theory that large houses are constructed on inexpensive land.
