TRANSPORT INTEGRATION (cont.)

LUT14 FREIGHT TRANSPORT

The Council will permit the development of freight distribution and warehousing on sites allocated for employment development and on unidentified sites that are easily accessible to the primary road network, and wherever possible, the rail network or the Manchester Ship Canal. Proposals that would give rise to heavy goods vehicles using local and residential roads or congested central areas for access will not be permitted, nor will proposals which would result in unacceptable problems of noise, vibration, lighting, emissions, or other pollution for neighbouring residential occupiers.

Policy Derivation:

PPG12, PPG13

Warrington Local Transport Plan

Reason and Explanation:

1. The Warrington Integrated Transportation Study recognised that there are significant environmental benefits of attracting freight to the railway and waterway system. Whilst Warrington's existing role in rail freight activity is substantial, it is essential that expansion of the existing system is encouraged. The study came up with a firm recommendation that the UDP should investigate and initiate sites for road / rail transhipment depots.
2. Following this recommendation through, policy EMP8 identifies the Winwick Road/Hawleys Lane area as being in need of regeneration and, given its location, one which presents an opportunity to develop rail-related uses of the type envisaged. Further opportunities may exist at Arpley Meadows.
3. Waterside sites may also be included.
4. Proposals for road based transport and warehousing will only be considered where they are located in existing centres with good access to the motorway network. This will reduce the impact on more sensitive local roads.
5. Proposals for rail-freight uses may arise in other parts of the borough and would be considered against the general development criteria of the UDP. Revised UDP policy EMP9 identifies the Fiddlers Ferry Power Station site as a further opportunity for rail and waterway based development. Proposals for rail freight development in green belt locations will not be considered unless very special circumstances have been demonstrated in accordance with government guidance set out in PPG2.
6. The Transportation Study also recommended that traffic management measures to regulate or, in some cases, prevent access of heavy goods vehicles into environmentally-sensitive areas should be introduced as a matter of policy, and that the development of private sidings into manufacturing plants should also be encouraged. Furthermore, the Study addressed the issue of water borne freight, but recognised that the scope for promoting the Manchester Ship Canal as a mode of transport is limited. However, initiatives by the Manchester Ship Canal Company are supported by the Council, subject to consideration of the impact of increased canal movements on the local highway network and appropriate management measures being put in place to limit the impact of such movements, particularly at peak times.

Area of Coverage:

Borough-wide

Other Related Policies:

LUT1, LUT2, LUT17, LUT18, LUT25, EMP8

LUT15 THE GREENWAY NETWORK

1. The Greenway Network, as identified on the Proposals Map, comprises a borough-wide system of existing and potential off-road routes for walking and cycling, and in parts for horse riding, connecting people to facilities, places of work and green spaces in and around the urban area, and to the countryside.

2. Development proposals on sites that adjoin a greenway will be expected to satisfy the following requirements:

   1. The enhancement of the condition and appearance of existing routes;

   2. The development of potential routes as part of the approved scheme;

   3. Provide appropriate segregation of the route for the various users; and

   4. Afford priority to pedestrians, cyclists and horse riders at junctions.

3. Where a development proposal adjoins a greenway, improvements and extensions to the network, including the provision of local spurs off the network to connect the development, will be sought through negotiation.

4. Development will not be permitted if it would materially harm either of the following:

   1. Access onto or through the network, unless specific arrangements are made for suitable alternative linkages that are no less attractive, safe, or convenient;

   2. The reasonable enjoyment of the network by unacceptably affecting amenity for users by way of visual intrusion, noise, smells, or other forms of pollution.

Policy Derivation:

PPG13, PPG17

Warrington Local Transport Plan

Reasons and Explanation:

1. The use of footpaths and bridleways for informal recreation is considered to be fundamental to the provision of increased recreational and nature conservation opportunities in the countryside, at the urban fringe, and within the built-up areas of the borough. In the built-up areas they should also have a role to play in day-to-day trips on foot or bicycle between houses, schools and shops in a safe and attractive environment, and in linking together a network of urban greenspaces. Footpath links and bridleways will also complement the Mersey Forest initiative. It is important that new development contributes to the development of the greenway network wherever appropriate in the terms set out in the policy.
2. Urban open spaces and links between them, which form part of a continuous or potentially continuous greenway network within the built areas of the town, are afforded special protection in the UDP. These have 'added value' to the communities they serve not only as recreational and amenity areas, but also as links to shops, schools, friends, or work. They offer the potential for a comprehensive network of largely car-free off-road routes, connecting people to facilities and open spaces in and around the town, and to the countryside. They are for shared use by people of all abilities on foot or cycle, for commuting, play or leisure. The strategic greenway network is shown on the Proposals Map, and includes the following key routes:
   • the Trans-Pennine Trail
   • the Mersey Way and River Mersey towpaths
   • the Sankey Canal Trail
   • the Manchester Ship Canal Corridor
   • the Bridgewater Canal Towpath
   • the Woolston New Cut/Farrell Street Corridor
3. The Proposals Map also identifies areas of urban open space which are protected from harmful development by policies GRN10 and GRN11. These may be linked by the strategic greenway network, may comprise part of a more localised neighbourhood network, or be free-standing sites. The network also includes greenways through areas other than urban open space. For example, some areas designated as greenway network are situated within established or planned employment areas. The policy will be interpreted flexibly so as to enable business to expand or redevelop their existing sites whilst also promoting and protecting the development of the greenway network.
4. Local and neighbourhood network links and opportunities for additional links have been documented and identified as part of the Open Land Survey but are too numerous to include on the Proposals Map. Nevertheless, this policy applies to links at all levels in the footpath system.
5. The North Cheshire Rights of Way and Countryside Access Strategy is an important document which looks at the condition of the network of paths and access routes in north Cheshire and lays down standards to which they should be improved, managed and promoted.

Area of Coverage:

The strategic greenway network is shown on the Proposals Map.

Other Related Policies:

LUT1, LUT2, GRN10, GRN11, GRN12, GRN20, DCS2, REP10

LUT16 PARK-AND-RIDE FACILITIES

The Council will support proposals for park-and-ride facilities in appropriate locations where these would enhance passenger facilities and increase numbers of passengers on buses or on railways, providing such facilities are located, designed and managed so as not to give rise to significant adverse impact on the adjacent highway network or the quality of the local environment, including public enjoyment of the countryside and established rights of way.

Policy Derivation:

PPG13

Warrington Local Transport Plan

Reason and Explanation:

1. As part of its commitment to the development of public transport, the Council is promoting many measures to increase bus use and to give buses priority over other vehicles in the allocation of road space. Integral to this is the promotion of park-and-ride schemes in the borough, and it is therefore vital that all such schemes provide secure cycle parking. Buses also have a role to play in relation to increasing rail passenger journeys. The general context for park-and-ride schemes is set out in the reason and explanation to policy LUT7, Public Transport. This policy sets out the criteria against which specific proposals will be assessed in due course.
2. The need for park-and-ride sites has been identified as part of the LTP beyond 2006. In Warrington's circumstances, with a substantial volume of trips leading to and from the peripheral motorway network, it is likely that the most effective location for potential park-and-ride sites will be in green belt locations in the vicinity of motorway junctions. In certain circumstances, park-and-ride development is not inappropriate development in the green belt. However, at this stage the policy as set out establishes criteria against which site specific proposals will be considered as they come forward. Thus no specific sites are shown on the Proposals Map.

Area of Coverage:

Borough-wide

Other Related Policies:

LUT7, LUT25

LUT17 DISUSED TRANSPORT INFRASTRUCTURE

The Council will protect from development former railway lines and other disused transport infrastructure or sites, including former railway stations, where there is a reasonable prospect of a return to the original or an alternative transport use in the interests of sustainable development.

Policy Derivation:

PPG13

Warrington Local Transport Plan

Reason and Explanation:

1. Disused transport routes whether in urban or countryside locations often present unique opportunities to create new linear parks and continuous recreational footpaths, bridleways and cycleways. They can also be of significant wildlife value as green corridors linking countryside to the heart of the built-up areas of the town. The Culcheth Linear Park and the Trans-Pennine Trail are schemes already established as recreational assets.
2. With an increasing recognition of the need to re-invest in public transport, there is also an increasing likelihood that disused routes may be brought back into use at a future date. The purpose of this policy is to ensure that development that would prejudice such a possibility is not approved unless the Council is satisfied that there is no reasonable prospect of a return to transport use.
3. The Council is working closely with neighbouring local and passenger transport authorities to examine the prospects for developing sustainable transport measures on appropriate routes.

Area of Coverage:

Borough-wide

Other Related Policies:

LUT1, LUT2, REP1

LUT18 INLAND WATERWAYS

Proposals for waterside development should seek to enhance the use, enjoyment, and setting of the waterway. Proposals which are detrimental to navigation will not be permitted. Encouragement will be given to the re-use of waterways for the provision of freight transport and leisure activities.

Policy Derivation:

PPG13

Warrington Local Transport Plan

Reason and Explanation:

1. The Manchester Ship Canal carries 8 million tonnes of freight per year. The continued navigation of this waterway is vital to current and possible future use of this freight corridor.
2. The use of waterways for the provision of freight transport services reduces, in general, the use of the highway network and thereby supports the National Freight Strategy's objectives.
3. Waterside development which enhances the enjoyment and setting of a waterway contributes to the LTP objective 'to enhance and protect the environment of the borough'.

Area of Coverage:

Waterways throughout the borough

Other Related Policies:

GRN14

LUT19 SAFEGUARDING OF LAND REQUIRED FOR TRANSPORT SCHEMES

The Council will not permit development which would prejudice the construction and use of the following transport schemes:

Schemes identified in the Local Transport Plan for intended implementation in the period up to 2006:

1. The Bridgefoot Bypass

Schemes identified through evaluation of the findings of the Warrington Integrated Transport Study for incorporation in a review of the Local Transport Plan for intended implementation after 2006, but within the operative period of the UDP:

2. A new or replacement high-level crossing of the Manchester Ship Canal between Ackers Road, Stockton Heath and Station Road, Latchford.

3. The Long Lane Diversion scheme, connecting Birchwood Way, Padgate, to the A49 Winwick Road, between its junctions with Alder Lane and Long Lane/ Hawleys Lane, together with dualling of those sections of Birchwood Way, not yet dualled.

Policy Derivation:

PPG12, PPG13

Warrington Local Transport Plan

Reason and Explanation:

Development of each of the above schemes has been shown to be justified either in the current LTP or as an outcome of evaluation of a wider range of potential schemes tested through the Warrington Integrated Transport Study, when related to the scale, distribution and mix of land-use development expected to take place to enable the UDP's land-use strategy to be fully implemented.

As regards the individual schemes:

1. The Bridgefoot Bypass

(i) The proposal will significantly reduce the traffic volumes that currently travel through the existing Bridgefoot junction.

(ii) The Bridgefoot Diversion provides opportunity to improve bus and rail integration through the possible amendment of bus routes from Chester Road and Wilderspool Causeway to Bank Quay.

(iii) Modifications to traffic flow patterns on the Old Warrington Bridge will enable significant improvements to be afforded to public transport and pedestrians.

(iv) Consultation with the public and businesses, as part of the LTP submission, indicated major support for schemes to reduce congestion and encourage use of alternative transport modes to the car. Bridgefoot was identified as one of the biggest traffic hotspots in the Warrington Integrated Transport Study. The scheme, when developed, will help reduce congestion and improve significantly the environment for pedestrians, cyclists and public transport, thereby meeting the needs of the local community.

(v) The scheme will reduce congestion at the Bridgefoot gyratory and make a positive contribution to improvement of air quality.

(vi) Improvements at Bridgefoot will improve access from the south of the River Mersey, in particular, for pedestrians and cyclists who currently experience severance from the town centre. The scheme will contribute to social inclusion by enabling easier access to the town centre.

(vii) The proposal will improve the transport network of the borough and the prosperity and efficiency of the local economy.

2. A new or replacement high-level crossing of the Manchester Ship Canal between Ackers Road, Stockton Heath and Station Road, Latchford

(i) The new or replacement crossing for which the safeguarding policy is designed will be part of an overall north-south Online Improvement scheme, which will involve localised junction improvements along its entire length, from the junction of Lumb Brook Road and Witherwin Avenue, Appleton in the south, to the junction of the new high level crossing and Station Road/Wash Lane, and Latchford in the north. Localised widening of Lumb Brook Road (particularly under the Bridgewater Canal) and at the junction of the new crossing with Station Road/Wash Lane will be required. The scheme could possibly utilise the corridor between Ackers Road and Station Road, previously safeguarded on a non-statutory basis for possible construction of the South Warrington Link. The Proposals Map only indicates those areas of land outside the confines of existing highways that are required to implement the scheme.

(ii) The environmental impact of this scheme will be considerably lower and more localised than would have occurred had the full North-South Route option, including the South Warrington Link and Latchford Relief Road, been constructed on the historically protected alignment originally devised in the context of the Warrington New Town Outline Plan.

(iii) The scheme will bring benefits to Stockton Heath and Grappenhall, in terms of reduced traffic levels.

(iv) There will be journey time improvement travelling from South to North Warrington, with increased certainty of vehicles being able to cross the Manchester Ship Canal.

(v) Accident levels are forecast to reduce on roads relieved of traffic by this scheme.

(vi) The scheme will be complemented by the proposed construction of the Howshoots Link and the park-and-ride facility associated with it.

(vii) The scheme will provide the facility for carrying buses on the high level bridge, thereby providing an express route for buses from the park-and-ride site to Warrington town centre and / or Birchwood and Omega, intercepting car drivers and reducing traffic levels in Warrington.

(viii) Use of the most appropriate routes will be encouraged, which will mean that Wash Lane is avoided.

3. The Long Lane Diversion and dualling of sections of Birchwood Way not presently dualled

(i) These linked schemes, which it is intended should be supported by park-and-ride facilities at Junctions 8, 9 and 11 of the M62 and Junction 21 of the M6, will involve:

a) Construction of the Long Lane Diversion as a single carriageway scheme, utilising open space along its more westerly length and a disused former railway line to the east. It will connect A49 Winwick Road to the western end of Birchwood Way, at its junction with Orford Road.

b) Dualling of both single carriageway sections of Birchwood Way to bring it up to dual carriageway standard along its full length, from its junction with Orford Road to M62 Junction 11.

The linked schemes will provide a continuous route from A49 Winwick Road to M62 Junction 11.

(ii) These schemes will provide improved journey times for car drivers between Birchwood and Warrington town centre and the north west of Warrington, in particular.

(iii) They will provide traffic relief to Padgate Neighbourhood Centre and Long Lane.

(iv) They are forecast to bring about a reduction in accidents on routes relieved of traffic, including Padgate Neighbourhood Centre.

(v) They will provide increased accessibility by public transport for trips to Warrington town centre and for cross-town trips.

(vi) They will provide improved east-west links and provide significantly improved access to Birchwood Science Park.

(vii) Park-and-ride will provide improved access by public transport.

Area of Coverage:

The proposed locations and alignments of these safeguarded schemes are shown on the Proposals Map.

Other Related Policies:

None

LUT20 PARKING

All new developments will be required to make provision for safe, secure and accessible off-street car and cycle parking in the interests of highway safety, in accordance with the Council's approved standards.

Policy Derivation:

PPG6, PPG13

Warrington Local Transport Plan

Reason and Explanation:

1. Appendix 5 details the Council's maximum car parking standards and cycle parking requirements.
2. Maximum standards are designed to be used as part of a package of measures to promote sustainable transport choices, reduce the land-take of development, enable schemes to fit into the town centre and built-up urban area, promote linked-trips and access to development for those without use of a car and to minimise traffic generation and congestion associated with new development.
3. Traditionally parking standards have required minimum levels of parking provision. PPG13 'Transport' introduced the concept of maximum parking standards where, generally, parking levels should not be allowed to exceed defined maximum levels.
4. For individual developments, the standards set in appendix 5 apply as a maximum unless the applicant has demonstrated (through a transport assessment) that a higher level of parking is needed. In such cases the applicant must show the measures they are taking (for instance in the design, location, infrastructure, public transport services and implementation of the scheme) to minimise the need for parking.
5. Where retail and leisure proposals are being proposed for the town centre or on the edge of the town centre, the authority will consider allowing parking additional to the relevant maximum standards provided the authority is satisfied that the parking will genuinely serve the town centre as a whole and that agreement to this has been secured before planning permission has been granted. The authority will also need to ensure that the scale of parking is in keeping with the size of the town centre and that the parking provision and management is consistent with the overall town centre strategy.
6. Consideration will be given to the possible provision and promotion of car free or car-reduced development. Any such development will be considered in the context of location and accessibility of the development by public transport or where the demand for car parking is likely to be less than for family housing. It is also important that any such reduced level of parking does not lead to a reduction in residential amenity in the surrounding area through more on-street parking.
7. The impact on parking of proposed development on the surrounding streets will need to be considered and contributions will be sought, where appropriate, towards measures to control on-street parking in the vicinity and towards measures to enhance access by walking, cycling and public transport.

Area of Coverage:

Borough-wide

Other Related Policies:

LUT1

LUT21 EXPANSION OF CAR PARKING AT EMPLOYMENT SITES

Proposals to extend car parking provision at existing employment sites will not be approved where the resulting total provision would exceed the Council's maximum parking standards for the development it is intended to serve. In exceptional circumstances, consent may be given subject to a condition requiring removal of the additional parking provision after a limited period of time, in order to allow the preparation and implementation of alternative transport measures in a Travel Plan.

Travel Plans must be produced within 12 months of planning permission being granted.

Policy Derivation:

PPG12, PPG13

Warrington Local Transport Plan

Reason and Explanation:

1. The availability of parking has a major influence on choice of means of transport. Reducing the level of parking in new developments, and in the expansion and change of use in existing development, is essential in promoting sustainable travel choices. The wasted costs of providing too much parking and tackling congestion are therefore both avoided.
2. In accordance with the principles set out in PPG13 'Transport', the Council's maximum standards have been set out in appendix 5. The Council's standards incorporate the standards of both PPG13 and RPG (now RSS).
3. For expansion of car parking above the maximum level Travel Plans must be developed, and approved, by the authority before planning approval is granted. Targets and actions will need to be agreed and incorporated within the travel plan. The action plan must be fully operational within 12 months of the opening of expanded car park areas. Monitoring arrangements and reporting will be the responsibility of the developer and will be agreed with the Council. Monitoring arrangements and reporting will be the responsibility of the developer and will be specified as a condition of the planning permission granted

Area of Coverage:

Borough-wide

Other Related Policies:

LUT1, DCS2

LUT22 ACCESS AND PARKING FOR PEOPLE WITH RESTRICTED MOBILITY

The Council will ensure that development makes appropriate provision for people with restricted mobility. In determining planning applications, particular attention will be paid to:

1. site layouts;

2. the relationship between buildings, car park areas, and public transport access;

3. public access points, especially to shops and other services and facilities; and

4. the design, provision and siting of access ramps, dropped kerbs, street furniture, footpaths, and open spaces between buildings.

Policy Derivation:

PPG1

Reason and Explanation:

1. The Council wishes to provide a quality environment for all residents of and visitors to the borough, including disabled people. The Council will refer to specialist design advice and guidance when considering planning applications for development, especially for buildings to which the public will have access, and in preparing or approving schemes for environmental improvement and pedestrianisation in the town centre.
2. This design advice includes:
   1. Access for Disabled People - Design Guidance Notes for Developers, Access Committee for England, 1985.
   2. Access for the Disabled: Development Control Policy Note, Department of the Environment, 1985.

Area of Coverage:

Borough-wide

Other Related Policies:

SOC1, LUT1, DCS1, DCS5

LUT23 ROADSIDE SERVICES

New roadside services, including Motorway Service Areas (MSAs), must:

• meet a proven need, taking account of government policy on the provision of MSAs, existing provision, and commercial demand;

• not adversely affect a significant number of residential properties, and

• be of a high standard of design and landscaping.

Service areas that will provide a range of facilities should cater for all road users including heavy goods vehicles. The principle of need demonstrated by highway safety considerations will be applied in determining the need for roadside services on the local highway network.

Roadside services are inappropriate development in the green belt and only rest areas providing toilets and picnic tables will be allowed. More comprehensive facilities will only exceptionally be allowed where:

• there is a proven need;

• the need cannot be met at a more appropriate location outside the green belt; and

• the need outweighs the harm to the green belt.

Policy Derivation:

PPG13

Reason and Explanation:

1. This policy deals with the provision of a network of roadside facilities on motorways, all purpose trunk roads, the primary route network and other principal traffic routes where there is a proven need. This policy provides further locational guidance by seeking to restrict the provision of such facilities in Warrington to sites within or on the edge of the town and villages in the borough. This distribution of facilities is consistent with guidance contained in PPG13, that it will normally be reasonable to expect a driver to travel at least 12 miles along a primary route before finding a petrol filling station and related facilities. However, the need for a filling station will be assessed in individual cases.
2. Large-scale facilities will not normally be acceptable in the green belt. Some types of roadside facilities, for example petrol filling stations, motels and restaurants are essentially urban in character and can easily harm the amenity of the green belt. The distribution of settlements within the borough is such that a range of facilities is always within easy reach of the motorist, and if additional facilities are required to meet identified need, they will also be convenient if sited in the built-up areas of the borough. Nevertheless, it is accepted that some types of small-scale facility may be appropriate to the green belt, e.g. picnic areas, and contribute to recreation and tourism objectives.

Area of Coverage:

Borough-wide

Other Related Policies:

GRN1, GRN2, GRN3, HOU7, LUT25

LUT24 DEVELOPMENT AFFECTING AIRPORT OPERATIONAL SAFETY

The Proposals Map shows the extent of the officially safeguarded areas for Liverpool John Lennon Airport and Manchester International Airport within the borough. Within these areas, the Council, in consultation with the Civil Aviation Authority, will not permit development which would have an adverse impact upon the safe and efficient operation of the Airports.

Policy Derivation:

PPG12, PPG13

ODPM Circular 01/03

Reason and Explanation:

1. The policy is included to alert applicants for planning permission within these areas of the need to take into account the aviation operations of each airport. The Council has a statutory obligation to consult the Civil Aviation Authority (CAA) relating to certain proposed development within officially safeguarded areas.
2. In safeguarding airports the CAA is concerned with major potential problems including:
   • physical obstructions in the path of aircraft
   • physical obstructions which might impede navigation aids
   • electrical interference with navigation aids
   • misleading or dazzling lights
   • development which might attract large numbers of birds and endanger the safety of aircraft due to the risk of 'bird-strike'.
3. In Warrington, the types of development which must be referred to the CAA include all buildings, structures and works exceeding 90 metres in height, and all applications involving a refuse tip, reservoir; sewage disposal works; nature reserve; bird sanctuary; applications connected with an aviation use; and any tree planting schemes or remedial landscaping measures following minerals extraction or quarrying, especially where they involve the creation of areas of water.
4. Circular 01/03 sets out the most recent advice relating to this topic, and requires the owners and operators of the airports to be consulted.

Area of Coverage

The consultation zones are shown on the Proposals Map.

Other Related Policies:

None

LUT25 MOTORWAYS, TRUNK ROADS AND PRIMARY ROUTES

Development proposals which would prejudice the primary function of motorways, trunk roads and other primary routes by generating a material increase in traffic which would overload the access to, or main line of, the road will not be allowed unless improvements are designed and carried out to provide additional capacity to the satisfaction of the local highway authority, having regard to the views of the Highways Agency. Proposals should be accompanied by a thorough Transport Impact Assessment in accordance with Policy LUT12.

Policy Derivation

PPG12, PPG13

DTLR Circular 4/2001

Warrington Local Transport Plan

Reasons and Explanation

The Highway's Agency policy in relation to trunk roads is set out in the Government's White Paper "A New Deal for Transport Better for Everyone" (July 1998), and its sister document "A New Deal for Trunk Road in England" (July 1998), and DTLR Circular 4/2001. With regard to motorways, the Secretary of State has a strict policy of not allowing direct access to motorways other than for motorway service areas or motorway maintenance compounds. The Highways Agency will direct local planning authorities to refuse planning applications whose access arrangements breach this policy.

In general, it is necessary on all purpose trunk roads to restrict the formation of new accesses if they are to continue to perform their functions as routes for the safe and expeditious movement of long-distance through traffic. A particularly strict policy is appropriate to fast stretches of rural trunk roads of near motorway standard.

Where a development is likely to generate a material increase in traffic (as defined in PPG13) either via an existing access (whether direct or indirect via a local road) or via an otherwise acceptable new access onto a motorway or trunk road, which would result in the access, or the main line of that trunk road becoming overloaded, the Secretary of State would normally advise (but if necessary direct) the Local Planning Authority to refuse the planning application.

Alternatively, if improvements could be designed to provide the additional capacity:

(a) to the existing or proposed access to the trunk road consistent with the Secretary of State's 15 year design horizon normally applied to those schemes he initiates himself; and

(b) to the main line of the trunk road to leave conditions no worse off, the Secretary of State could advise (or again, if necessary direct) the Local Planning Authority to impose conditions on any planning permission that the development should not occur unless and until those improvements have been carried out.

Unless it is proven that there is no adverse impact from traffic generated by new development or that those impacts can be fully and satisfactorily mitigated, the Highways Agency will object to developments even where they are consistent with an allocation in the UDP.

A Transport Impact Assessment is required to identify whether or not a proposal is feasible in traffic terms, and to ascertain the necessity and scope for acceptable highway improvement works or other mitigation measures. Works may be required to protect the safety and efficiency of the trunk roads and local road networks. Any development must be satisfactorily integrated into and co-ordinated with the highway network.

Funding of highway works necessitated by a land use proposal will be the responsibility of the developer. With regard to trunk roads, a Section 278 (Highways Act 1980) agreement will need to be entered into by both parties.

Area of Coverage:

The road corridors as identified on the Proposals Map

Other Related Policies:

LUT1, LUT2, LUT12;

PERFORMANCE INDICATORS

Economy

1. Levels of provision of car parking in association with major employment, retail and commercial development in relation to standards expressed as maxima.

Safety

2. Overall length of new cycleways/safe cycle routes provided.

3. Number of people killed and injured.

Environment

4. Extent of implementation of the greenway network.

Accessibility

5. Percentage of disabled accessible bus stops/vehicles.

6. Percentage of population within minimum distance of key services.

7. Extent and range of provision of park-and-ride facilities.

Integration

8. Number of interchange facilities developed within plan period.

Social Inclusion

9. Extent to which land identified for public transport infrastructure has been successfully safeguarded.

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