Map 13: Devon Rail Network (July 1999)

Transcription

1 Devon Structure Plan First Review to Transportation (T Policies) Explanatory Memorandum (September 1999) (Policies and Proposals adopted February 1999) Map 13: Devon Rail Network (July 1999) Improving Access to the Rail Network 7.68 The Structure Plan Authorities continue to work in close partnership with the rail industry (both Railtrack and the train operators) to identify opportunities to re-open rail stations within Devon. Recent investment in the local rail network has led to the opening of new rail stations: Ivybridge (1994), Digby and Sowton (1996) and Okehampton (1997). Local Planning Authorities are encouraged to take into account the programme of station re-openings when identifying the future land use proposals. The Local Plan should identify those land use proposals that are dependent upon the re-opening of a rail station When account is taken of the dispersed pattern of land use that has evolved subsequent to the reduction in the rail network in the 1960 s, major expansion of the local network in terms of route mileage is unlikely to be justified. However opportunities to re-open rail lines will be carefully examined. The recent re-introduction of passenger services to the Crediton to Okehampton rail line is part of a package of measures that will improve access to Dartmoor for leisure and recreational purposes. Improvements in the rail network serving Plymouth are an integral element of the transportation strategy for the City and its environs. The re-opening of the Bere Alston to Tavistock rail line is the principal element of the planned improvements As part of the proposal for a new community within East Devon, it is essential to make adequate provision for trips external to the development to be made 57

2 7 Transportation (T Policies) Devon Structure Plan First Review to 2011 (Policies and Proposals adopted February 1999) Explanatory Memorandum (September 1999) by means other than the private car. The inclusion of a new rail station located on the Exeter to London (Waterloo) rail line is therefore a key element of the overall access strategy. Proposal T8 Access to the rail network will be improved by the implementation of the following rail improvement schemes in the period to 2011: RE-OPENING OF RAIL LINES Bere Alston to Tavistock Crediton to Okehampton (for recreational traffic) RE-OPENING OF RAIL STATIONS Cullompton Kingskerswell Plympton South Brent Tavistock NEW STATION To serve the New Community proposal within East Devon PARK AND RIDE FACILITIES 7.71 The existing Park and Ride facilities serving Exeter and Plymouth have proved to be extremely popular with a new scheme at Barnstaple about to commence. A successful Park and Ride strategy will help reduce car use within the central areas, and thereby reduce traffic congestion, journey times, demand for car parking in the central area and air pollution. Although it is desirable that the whole of a journey is made by public transport, attractive schemes at rail stations and bus based schemes at peripheral sites can make a significant contribution by encouraging part of the journey to be made by public transport. Improving Park and Ride Services 7.72 The level of service at Park and Ride facilities is of particular importance. The service frequency is easier to adjust in bus based schemes than in rail based schemes. On most rail lines in the County the existing train frequency is considered to be insufficient to provide an attractive Park and Ride service. Rail based schemes have been established at Ivybridge and Crediton and improvements in the service level continue to be sought in discussion with the train operator In addition to the frequency provided, the quality of vehicles, reliability and image of the service are key features of a bus based Park and Ride facility. Adequate lighting, together with CCTV monitoring, adequate shelter and information, public telephones and an on-site presence all help promote a high level of personal security Bus priority measures are essential in order to maintain the reliability of the Park and Ride service and minimise the journey times. The introduction of bus lanes, bus priority measures at traffic signal controlled junctions and adjustments to signal timings, are amongst some of the measures used to provide an advantage to the Park and Ride service. Providing for Future Investment 7.75 Throughout the Plan period, proposals to open additional facilities will be progressed. Local Plans should identify definitive proposals to establish Park and Ride facilities where justified, together with any priority measures necessary for its operation Where the provision of a Park and Ride facility is required for a development to proceed, this should be identified within the Local Plan. Equally it is essential that the Local Plan process takes account of longer term aspirations to provide Park and Ride and that opportunities are not lost through the sale of surplus land, or through inappropriate land use proposals. In this context there could be a role for small scale Park and Ride facilities to help reduce travel by the private car in some smaller settlements In assessing the acceptability of individual development proposals, a material consideration may be the contribution that Park and Ride could make in satisfying travel demand arising from the proposal under consideration. In these circumstances the promoter of the development may be required to provide funds towards the cost of providing the facility, and pump prime the service from the facility for an initial period of operation. Proposal T9 Provision should be made for the development of new Park and Ride facilities where they would: 1. help maintain and improve accessibility for all sectors of the community 2. help reduce the environmental impact on the local community arising from the use and development of the transport system, and 3. encourage the use of more energy efficient modes of transport. Private Transport and the Highway Network 7.78 The highway network remains an important element of the transport system in Devon, with car based travel accounting for approximately 60% of all journeys to work. The management of travel demand will be of increasing importance and will be assisted by the introduction of restraint measures that complement the investment framework. Although road building will not cease, there will be greater emphasis placed on managing the existing network as a finite resource. 58

3 Devon Structure Plan First Review to Transportation (T Policies) Explanatory Memorandum (September 1999) (Policies and Proposals adopted February 1999) The European Network 7.79 The M5 motorway, A38 Exeter to Plymouth and A30/A303 route to London, form part of the Trans European Road Network. Local Authorities in the South West are also keen to ensure that the existing A30 Trunk Road from Exeter to Penzance should be designated as part of the Trans European Road Network. The principle of improving and maintaining these routes to a high standard is supported by the Structure Plan Authorities as a means of reducing the peripherality of Devon within the single market. A38 Marsh Mills, Plymouth The National Road Network 7.80 The National Route Network, comprising Motorways and National Primary Routes, has been steadily improved in recent years. Management of this network rests with the Highways Agency, Investment in the network has sought to assist economic growth, enhance road safety, reduce congestion and conserve or enhance the environment. Future investment in the National Route Network will focus on maintaining and managing the capacity of the existing network, with only selective improvements through new construction, such as the provision of bypasses and the removal of bottlenecks. The Devon Road Network 7.81 Devon has a greater mileage of roads (over 14,000 km) maintainable at public expense than any other County. To help maintain and manage this network, a road hierarchy known as the Devon Road Network (DRN) has been established by the three Highway Authorities (Devon County Council, Plymouth City Council and Torbay Council). It provides a framework within which maintenance and capital funding can be optimised to the most appropriate route categories. The first four levels of the hierarchy are collectively defined as the Major Road Network, comprising Motorways and National Routes, together with the Primary and Secondary Routes. The remainder of the road network in Devon is defined as the Minor Road Network, comprising Local Distributors, Collector Roads and all other roads. This hierarchy will encourage, through positive signing, vehicles to use the higher categories of route for as greater part of their journey as possible. The Highway Network in the Community 7.82 The highway network must have respect for the community through which it passes. Priority will be given to ensuring that the unique and distinct character of each settlement is retained and enhanced, particularly in areas of high environmental quality and social and cultural significance. Wherever possible, every opportunity will be taken to restore the quality of the streets to act as a focus of activity and identity. The quality of the street scene within individual communities will be enhanced through the application of policies which encourage local distinctiveness and community participation in the decision making process In rural areas, priority will be given to ensuring that the unique character of Devon is maintained and enhanced. The design of highway improvements and maintenance schemes will be undertaken with a view to adopting a standard that is appropriate in order to maintain safety, but which avoids the urbanisation of rural areas through the introduction of inappropriate features The environmental impact of highway improvement and maintenance schemes will be assessed as part of an Environmental Impact Assessment, thereby enabling appropriate mitigation measures to be included as integral elements of each scheme. The management of waste arising from highway improvement and maintenance schemes will be undertaken in accordance with Policy C Air pollution from vehicles is increasing and there is growing concern at the impact of a number of pollutants on health. In responding to this concern, opportunity to utilise the network of urban traffic control (UTC) telemetry links to develop a network of roadside environmental monitoring units within urban areas are being pursued in conjunction with the appropriate District Councils In assessing the acceptability of individual development proposals, the Structure Plan Authorities will take into account the impact of the development on local air quality levels. An assessment of the impact on air quality should be submitted in support of the proposed development Management of the highway network to minimise congestion reduces the overall environmental impact by reducing fuel consumption and emission levels of individual vehicles. Complementary policies targeted at the provision and management of car parking spaces and improving the attractiveness of alternative modes of travel are essential if the potential for electronic traffic management techniques to arbitrarily increase the capacity of the highway network is to be avoided. 59

4 7 Transportation (T Policies) Devon Structure Plan First Review to 2011 (Policies and Proposals adopted February 1999) Explanatory Memorandum (September 1999) Safety on the Highway Network 7.88 In 1987 the Secretary of State set a national target of reducing road casualties by one third by the year 2000 against a base figure of the average number of casualties between 1981 and This target was refined for each region and Devon accepted a target of reducing casualties by 1,737 - a reduction of 30.3% All highway improvement schemes are subjected to a comprehensive and thorough Safety Audit to ensure that the highest possible level of safety is designed and built into each scheme. In addition, regular monitoring of recent and historic accident data enables resources to be allocated to proven engineering treatments that are most effective at improving the standard of safety of the existing highway network Recent developments such as traffic signal and speed camera detection have enabled the issue of excessive speeding to be tackled by the local highway authorities in conjunction with the Police. Policy T10 To maintain and enhance the Devon Road Network in such a way as to: 1. minimise the impact on the environment and sites of cultural/historic value; 2. improve safety throughout the network; 3. promote environmental enhancement through traffic management measures within both urban and rural areas; 4. ensure that the unique/distinct character of each settlement is retained and enhanced; and 5. maximise the operational efficiency of existing routes through the use of electronic and other traffic management measures The High Quality Road Network 7.91 The highest levels of the Devon Road Network form the High Quality Road Network (HQRN). The HQRN includes Motorways and National Primary Routes, for which the Highways Agency is responsible, as well as the County Primary Routes. The safe and efficient operation of the HQRN will: facilitate the efficient movement of people and goods into and around the County; and enable the remainder of the highway network to be relieved of considerable pressures from traffic volumes which are currently using inappropriate routes Notwithstanding previous investment in the HQRN, some sections of the network are operating under severe pressure. These limitations should be taken into consideration by Local Planning Authorities in identifying land use proposals through the Local Plan process Future investment in the HQRN will focus on the need to manage the efficiency of the existing network. Selective new road construction will only be promoted where the opportunity to satisfy travel demand by alternative modes of travel have been exhausted. Even then schemes will only be promoted where they: provide environmental relief to settlements lying on the High Quality Road Network; assist economic growth by facilitating land use proposals identified through the Development Plan process; and improve the overall level of safety on the highway network Policy T11 To maintain and enhance the High Quality Road Network (HQRN) shown on the Key Diagram so as to: 1. support the overall development strategy; 2. promote access to the Trans European Networks; 3. improve its standard and safety; and 4. give priority to the reduction of traffic impact on communities that straddle the HQRN, including the provision of bypasses where the balance of environmental effects is acceptable and a positive cost benefit can be achieved.. 60

5 Devon Structure Plan First Review to Transportation (T Policies) Explanatory Memorandum (September 1999) (Policies and Proposals adopted February 1999) Map 14: Devon Road Network (1996) 61

6 7 Transportation (T Policies) Devon Structure Plan First Review to 2011 (Policies and Proposals adopted February 1999) Explanatory Memorandum (September 1999) Map 15: High Quality Road Network (2011) 62

7 Devon Structure Plan First Review to Transportation (T Policies) Explanatory Memorandum (September 1999) (Policies and Proposals adopted February 1999) TRUNK ROAD SCHEMES 7.94 Investment in the network of Motorways and National Primary Routes remains the responsibility of the Government The A30 improvement between Exeter and Honiton is to be completed in The contract for the A30 improvement also includes the construction of the A35 Tolpuddle and Puddletown Bypass, and the management and maintenance of the A30/A35 Trunk Road between the two schemes. The County Council supports the proposal for further schemes to improve the A30/303 corridor within the County during the lifetime of this Plan The regional and national importance of the A380 was recognised by the Secretary of State by his proposal to designate the route as a Trunk Road and the inclusion of the A380 Kingskerswell Bypass within the National Roads Programme. This urgently needed scheme was until recently a Priority One scheme. However, in 1996 the Secretary of State removed the scheme from the Programme. The cancellation of this important scheme is considered to have important implications for the transport network in South Devon and for access to, and development of, employment opportunities in Torbay. The scheme would produce significant environmental benefits and is fully justified in economic terms. The County Council has made representations to the Department of Transport for the scheme s inclusion in its firm programme at the earliest opportunity. In the meantime the County Council in partnership with Torbay Council is exploring the implications arising from the funding of the Kingskerswell Bypass through the Private Finance Initiative. COUNTY ROAD SCHEMES The proposed Structure Plan Highway Programme set out in Proposal T12 comprises schemes which are considered to be of strategic importance for the development of the Devon High Quality Road Network in the period to It is considered that the Minor Road Network provides an appropriate level of accessibility between settlements. These routes are normally used for relatively short journeys, or part of journeys, and as a consequence, investment in this network is likely to take the form of minor enhancement schemes and local safety schemes. Proposal T12 The following highway schemes are programmed to be started within the period up to SCHEMES FOR THE IMPROVEMENT OF INTER URBAN ROUTES WITHIN THE NETWORK TRUNK ROADS A30/A303 Marsh - Honiton & A35 Honiton Eastern Bypass (see note 1) (A) COUNTY ROADS A380 Kingskerswell Bypass (1) A39/A361 Barnstaple Western Bypass (including Downstream Bridge) (2) A386 Completion of Tavistock Road improvement, Plymouth (3) A380 Torbay Ring Road Stage 3 (4) A380/A3022 Torbay Ring Road Stage 4 (5) A3022 Torbay Ring Road Stage 5A (6) A377 Crediton Bypass (7) Letters and numbers e.g. (A) or (1) relate to scheme locations on the Key Diagram Note 1: This scheme is currently subject to a multi modal study instigated by Central Government. The Urban Road Network 7.99 The Highway Authorities will actively encourage speed restraint across the whole of the highway network. Particular emphasis will be given to speed restraint within urban areas, with initiatives such as the review of speed limits and TRAVELWISE campaigns continuing throughout the Plan period. Green Travel Plans have a key part to play in urban environments The achievement of this objective will be assisted through the categorisation of the highway network by function and speed limit. The resulting Urban Road Network will be used to manage the major highway movements on the most appropriate roads. This will in turn help reduce the environmental impact of the highway network on the local environment and reduce the risk and severity of accidents involving vulnerable road users Within central urban areas and centres of activity, the presumption will be, as far as possible, to minimise the volume of traffic present. Access for service vehicles, public transport, and the emergency services will be maintained, as will access for short stay car parking facilities Traffic management measures will be implemented in peripheral areas to the central area to discourage rat running. The introduction of 20 mph zones and Home Zones in urban areas will help in the delivery of this objective, thereby making a positive contribution to the environment. All 20 mph zones should be self-enforcing as far as possible. 63

8 7 Transportation (T Policies) Devon Structure Plan First Review to 2011 (Policies and Proposals adopted February 1999) Explanatory Memorandum (September 1999) Policy T13 To establish a network of routes within the Regional, Sub-Regional and Area Centres categorised by function and speed limits using the following hierarchy: mph collector roads serving as local access roads only along which priority is given to walking, cycling and other living functions; 2. 20/30 mph mixed priority routes along which functions are shared between pedestrians, cyclists and vehicular traffic; mph routes forming the main radial corridors leading into the central areas along which the traffic function is given priority, although the more vulnerable users will be protected; and mph (and over) routes providing the main access routes off the HQRN on the periphery of major urban areas. MANAGEMENT OF CAR PARKING The availability of car parking has a major influence on modal choice to the extent that its availability can be more significant than the level of public transport provision in determining the mode of travel, even for locations which are well served by public transport. For the overall aim of the Plan to be achieved requires the effective management of the total parking stock, including private non-residential parking, as part of a comprehensive car parking strategy. The resulting management strategy should be designed to: reinforce the attractiveness, vitality and competitiveness of the town centre; support the locational policies of the development plan; discourage car based commuting into central urban areas by converting long stay car parking to short stay; and encourage use of alternative modes of travel into central urban areas An integral part of the management strategy, which will recognise the needs of people with disabilities, will be the need to ensure that the restraint in car parking provision is supported by adequate enforcement measures and an appropriate pricing regime for public off-street car parks The local highway authorities will continue to implement and encourage on-street restraint measures to complement land use policies and avoid on-street parking pressures in areas of parking restraint. The management of on-street car parking within such areas will be developed to favour short stay as opposed to long stay parking. Demand for local on-street parking provision will be catered for in such areas through residents parking schemes Wherever the opportunity arises, the management of private non-residential parking areas should be brought within the scope of the overall management strategy. Encouragement will be given to the redevelopment or reuse of existing areas allocated to private non-residential car parking with a view to bringing the provision within current standards for car parking Where the car parking strategy relates to a major centre of activity, such as town centres, it should be based on the need for adequate public parking for the area as a whole rather than dedicated parking for individual developments. Car Parking Provision for New Developments The Planning and Highway Authorities will provide strategic guidance on car parking standards for new developments. These will be expressed in terms of a maximum and minimum operational provision for different classes of development and will be kept under regular review. The car parking provision associated with new developments should initially be limited to the minimum necessary to enable the development to function operationally. Car parking provision over and above the operational requirement will have to be justified by the promoter of the proposed development As part of the off street parking provision assessment, the promoter of any new development will be required to demonstrate that the access strategy put forward in support of his proposal will maximise the modal split in favour of the alternatives to the private car. This will include details not only of any new infrastructure proposed as part of the development proposal, but also details of any pump priming necessary in order to realise the full potential for public transport services. In undertaking this assessment the promoter will need to take into account the extent to which complementary policies and proposals seek to restrain access by the private car to the area in which the proposed development is located Assessment of the car parking level required for development should acknowledge the need to ensure that the proposal does not give rise to operational or safety concerns on the highway network. In particular the assessment of the appropriate level of off street parking should: be flexible in the requirement for off-street residential parking space and reduce or waive them where feasible in order to provide quality and affordable high density development in areas of good access to other means of travel; not require developers to provide more spaces than they consider appropriate unless there would be adverse road safety or traffic management implications; and ensure that parking provision at peripheral office, retail and similar developments does not have the effect of significantly disadvantaging more central areas It is expected that during the Plan period, as the policies and measures to encourage the use of alternatives to the private car have an increasing effect, that there will 64

9 Devon Structure Plan First Review to Transportation (T Policies) Explanatory Memorandum (September 1999) (Policies and Proposals adopted February 1999) be a corresponding reduction in the maximum parking standards, particularly within the Regional, Sub-Regional and larger Area Centres. In any case the provision of offstreet parking shall not exceed the maximum parking standards. Commuted Payments The Highway Authority will continue to seek in conjunction with the Local Planning Authority to secure commuted payments, in lieu of the provision of developments off-street car parking demand, to provide for measures that mitigate the impact of new developments including the promotion of alternative modes of transport to the private car, including walking, cycling and public transport. Policy T14 Local Plans should include car parking policies which are consistent with local transport strategies prepared by the Highway Authorities, in conjunction with the appropriate Local Planning Authority, and with: 1. the overall aims of this Plan, 2. the need to provide for the minimum operational requirements of land use proposals within a maximum provision, 3. the need to adopt reduced requirements for land use proposals which have good access, or have the potential for good accessibility, to means of travel other than the private car, and 4. policies promoted to restrain use of the private car, where appropriate. ROADSIDE SERVICE AREAS Roadside Service Areas (RSAs) provide the driver with an opportunity to refuel, rest, seek refreshment, use toilet facilities or telephone. The provision of RSAs therefore makes a positive contribution to highway safety by affording regular opportunities to rest, in addition to providing essential services and adding to the quality of the journey Encouragement will be given by the County Council to the provision of additional RSA s which are in accordance with national and regional advice. Local Planning Authorities should identify through the Local Plan potential locations for RSAs (it is expected that provision would be restricted to the High Quality Road Network). Consideration should be given to the enhancement of existing sites which have a lower level of facilities in preference to the development of RSA s on greenfield sites, subject to the criteria set out in Policy T During the planning of new routes, or improvements to existing routes, the Structure Plan The impact arising from the movement of freight can be mitigated by: increase the modal split in favour of rail and water based freight haulage; and Authorities will encourage consideration to be given to the requirements for service facilities. Wherever a higher standard of junction design is necessary to accommodate the proposed RSA this will be expected to be funded by the developer. Policy T15 Provision should be made for roadside service areas which provide the full range of facilities required by motorists where; 1. it would make a positive contribution towards safety on the highway network; 2. the need for the facility has been demonstrated; 3. there is no material loss of amenity to nearby residents; 4. the impact on the landscape and on the natural and historic environment is minimised; 5. the visual impact, including that arising from the introduction of new sources of lighting, is minimised, and 6. it does not prejudice future transport infrastructure. Freight Transport The efficient and reliable movement of freight is of vital importance to the economy. Although transport costs are, for most businesses, not a large part of total costs, they are of great importance in an increasingly competitive business environment. Lorry in Devon Lane Road based freight movements account for approximately 16% of total vehicle miles, however 89% of all inland freight movement is currently road based. In addition, the average length of road based freight movements has increased in recent years at a faster rate than the growth in the volume of goods. managing more effectively existing road based freight haulage. Freight Quality Partnerships 65

10 7 Transportation (T Policies) Devon Structure Plan First Review to 2011 (Policies and Proposals adopted February 1999) Explanatory Memorandum (September 1999) Rail and Water Based Freight Haulage The Structure Plan Authorities consider the rail network to be an under-utilised resource and that there is considerable scope for the expansion of long distance rail freight services, especially following the opening of the Channel Tunnel. They also actively support the expansion of rail freight operations within the County and will support applications from freight hauliers for Government grants which seek to improve or supplement existing rail freight facilities Sea transport is very efficient in the use of energy. Whilst the opportunities to expand the modal share of water based freight haulage is limited, the Strucutre Plan Authorities will continue to promote the use of coastal and inter-european shipping and ferry links for both freight and passenger traffic. Further consideration of the role of ports within the overall transport system is set out in a later section of this Chapter. Intermodal Terminals The Structure Plan Authorites fully support the South West Regional Planning Conference s promotion of Plymouth as an appropriate location for a freight/transport intermodal terminal as part of the European-wide combined transport network. Similarly the provision of an intermodal freight facility in the Exeter area, which has a strategic location in relation to national and regional transportation networks, will support the economic development of that part of the County and encourage the use of the rail network for the movement of freight.. Land Use Distribution and Freight Generators Local Planning Authorities should seek to support the existing network of long distance freight movements by rail and water by identifying land use proposals for major freight generators that are well related to the rail network and existing ports. Encouragement is therefore given to the safeguarding of existing railhead or port facilities that are under-utilised where there is the potential for an increase in freight movements by these modes of transport Developments which attract significant freight movements should be encouraged, through the Local Plan, to locate away from congested central areas and residential areas. Such developments should only be permitted in locations that are well related to the transport routes which provide the most practicable haulage method for the goods concerned in a way which minimises the environmental impact of its movement. This approach should be applied equally when considering the extension of existing major freight generators, as well as new developments. Local Planning Authorities should seek to ensure that distribution centres and retail and warehouse parks are designed to accommodate fully the level of freight services required of the facility. They may also seek to reach agreement with potential developers on the provision of ancillary freight services, including new freight operating centres and rest areas, as part of major new industrial or warehousing development. The Management of Road Based Freight Haulage Whilst local management measures may influence traffic levels, the potential to achieve any great modal switch in urban areas is minimal given that collection and final delivery can usually only be done by road. There are no simple solutions: measures which seek to overcome congestion in the peak hours could lead to a greater environmental impact through an increase in noise from night time deliveries The HQRN has been identified as assisting in the management of traffic throughout the County. Particular emphasis is given to encouraging HGVs to remain on the highest standard of road for as much of their journey as possible Access for service vehicles into central urban areas is clearly an important requirement if their economic vitality and viability is to be maintained. The Structure Plan Authorities will therefore seek to ensure that freight management strategies are developed as part of the Town Centre Management initiatives The Structure Plan Authorities will continue to investigate ways in which to protect urban and rural communities from the environmental impact of road based freight haulage, recognising the needs of commerce and industry for an effective and efficient means of access. Voluntary partnership agreements (Freight Quality Parnerships) with freight hauliers to restrict HGVs from unsuitable roads will be sought where a satisfactory alternative exists, and these will be supplemented where necessary with traffic regulation orders. Where specific problems exist at a local level these will be investigated as part of a local study, involving residents, businesses and freight hauliers. 66

11 Devon Structure Plan First Review to Transportation (T Policies) Explanatory Memorandum (September 1999) (Policies and Proposals adopted February 1999) Policy T16 To provide for the development of freight handling facilities by: 1. having regard to the need to encourage the carriage of freight by rail and coastal shipping in allocating future freight generating land use; 2. making provision for the development of central distribution points; 3. making provision for an inter-modal facility at Plymouth for the transfer of freight; 4. making provision for an inter modal freight facility in the Exeter area; 5. the development of freight management strategies for the Regional and Sub Regional Centres. ACCESSIBILITY OF NEW DEVELOPMENTS Government guidance acknowledges that the location and nature of development affect the amount and method of travel, and that the pattern of development is itself influenced by transport infrastructure and transport policies. The co-ordination of land use planning in conjunction with the provision of transport is therefore a fundamental requirement if the dominance of the private car is to be reduced and alternative means of travel encouraged When identifying land use changes Local Planning Authorities should ensure that the proposed sites are, or have the potential to : reduce the need to travel; be easily and safely accessible for pedestrians, cyclists and disabled people from the surrounding area; and be served by a frequent, reliable and convenient public transport service. In addition Local Planning Authorities should ensure that their policies: locate major generators of travel demand in existing centres of activity which are highly accessible by means other the private car; and strengthen existing local centres - in both urban and rural areas Major land use changes away from existing centres of activity should only be promoted where the Local Planning Authority is satisfied that the proposed site is genuinely accessible by other modes of travel, such that a significant proportion of customers and staff will be able to get to the site by means other than the private car. In rural areas development must by sympathetic to the creation of sustainable communities. Retention of village facilities such as village shop, post offices, schools and employment opportunities will be essential in this context. Within the rural context the lack of public transport should not preclude retail or service developments of an appropriate scale where this would serve local needs Where investment in the transport system would be required for a development proposal to proceed, this fact should be identified within the Local Plan. Penetration by public transport, foot and cycle into and through new residential and commercial estates should be provided. Traffic Impact Assessments The implication of individual development proposals on the transport system should be assessed through the completion of a Traffic Impact Assessment (TIA) where one of the following criteria is satisfied: 1. where a new development will increase traffic on a traffic sensitive routes, as defined by the Highway Authority, by more than 50 vehicles per hour; 2. the development will generate an additional 100 or more total movements at the access; or 3. in other sensitive locations as identified by the Local Planning Authority The TIA should provide details of the access strategy proposed to support the development proposal. The access strategy should give the greatest weight possible to satisfying travel demand through modes of travel other than the private car For non residential development a TIA will need to include a Green Travel Plan, in which the promoter of the development proposal sets out their commitment to effect short and long-term complementary measures which promote the alternatives to the private car. In the absence of a need for a TIA the local planning authority may require, particularly for commercial development, the developer to provide a Green Travel Plan. Access onto the Highway Network Where a highway access is required in association with a development proposal, it must be to an appropriate standard and will only be permitted where it does not detract from or conflict with the highway s main function, unless there are exceptional circumstances where a wider public interest might be involved or public safety is prejudiced Particular emphasis will be given to ensuring that development proposals do not compromise the safe movement and free flow of traffic, or the safe use of the road by others, particularly the more vulnerable road user and the emergency services. The Structure Plan Authorities will expect the promoter of the new development to meet in full the cost of all works associated with the construction and prompt completion of the highway access. 67

12 7 Transportation (T Policies) Devon Structure Plan First Review to 2011 (Policies and Proposals adopted February 1999) Explanatory Memorandum (September 1999) Policy T19 In considering specific development proposals: 1. the access to the highway network must be provided by the developer to the appropriate standard and only where it does not detract from or conflict with the function of the route; 2. the effects of the development on the highway network in terms of traffic and road safety must be acceptable; and 3. the environmental impact arising as a consequence of accessing and servicing the development must be minimised. freight compound and new link span the major investments to date Natural harbour facilities at Plymouth offer the potential for further expansion, as does the prospect of deep water frontage land becoming available as a consequence of land previously used for military and naval dockyard purposes. There is potential for the links with northern Spain and France to be developed further, and which if realised could provide a considerable boost to the local economy. PORTS AND AIRPORTS Ports Devon is in a relatively peripheral part of the Country, and in order to reduce this peripherality, the County s transport systems need to become competitive, and fully integrated, with the rest of Western Europe. In seeking to achieve this, it is important to recognise that the County does have some locational advantages, namely: having a central position along Europe s Atlantic Arc Region; and lying close to one of the world s major shipping routes - to the main ports of the North Sea There are a number of sheltered locations on the south coast of Devon facing the English Channel which have deep water access and a long maritime history - most notably Plymouth, Brixham, and Teignmouth. On the north coast of Devon, facing the Bristol Channel, there is only a limited number of smaller harbours, the most important being Bideford. The strategic function and policy guidance for these ports is set out in greater detail below In view of the number of existing ports in the County, proposals for new commercial ports or harbours, or for extensions to existing facilities will need to be carefully examined to ensure that there are adequate dockside storage and supporting facilities. Proposals will also need to be acceptable in terms of local transport and amenity considerations within or adjoining the port itself. The particular nature of waterfront development needs to be carefully balanced against the environmental considerations of increased activity, and the ability to meet sustainability criteria will be important. Regional Port (Plymouth) The port of Plymouth is the principal port in the south west region and considerable naval and commercial activity is concentrated here. In 1992 over 570,000 passengers, mainly visitors to the region, used the ferry service provided by Brittany Ferries in Millbay Docks. Since 1985 some 7m has been invested to develop this service, with facilities for roll-on, roll-off operations, a Ferry at Plymouth It is not anticipated that the opening of the Channel Tunnel will seriously affect the activities of the port. Plymouth has a strategic role for international passenger and freight movements and this has been acknowledged as an important regional asset. Policy T20 Port facilities and their associated infrastructure should be maintained and developed in order to ensure that the following ports fulfil their strategic function: 1. Plymouth as a commercial and fishing port linked to the European Transport Networks 2. Teignmouth as a commercial port ; 3. Bideford as a commercial port ; and 4. Brixham as a fishing port. Local Ports While the port of Plymouth has a key strategic role, the effectiveness of the ports of Teignmouth and Bideford also needs to be safeguarded so that they can continue to make important contributions to commercial activity within the County Bideford is the main commercial port on the North Coast able to handle commercial vessels - offering an alternative to the transport of goods by land to North Devon. Teignmouth handles a considerable quantity of ball and other clays for export from the Bovey Basin, as well as importing freight. For both of these ports there is a need to 68

13 Devon Structure Plan First Review to Transportation (T Policies) Explanatory Memorandum (September 1999) (Policies and Proposals adopted February 1999) secure appropriate transportation facilities and development to complement their operation There are also several ports that specialise in fishing and associated activities, the principal ones being Brixham and Sutton Harbour (Plymouth). Both of these ports have associated commercial activities, fish markets and quays and are important centres for European fisheries. These port uses need to be protected in order to sustain related commercial activity which contributes to the economic diversity of the County. Airports In seeking to provide airport facilities which will serve the passenger and freight needs of Devon, the Structure Plan Authorities recognise that policies must take into account the Government s airports strategy and the regional importance of developing air transport within a European context The County s two main airports, at Exeter and Plymouth, provide a commercial service which contributes to the success of the local economy generally and a service to the resident population in terms of accessibility to other parts of the Country, Europe and the international air service network. Exeter Airport Exeter and Plymouth Airports provide for the main local air transport needs of Devon and for parts of the adjacent counties. Over the Plan period it is anticipated that these two airports will play an increasingly important role. In this context, it will be particularly important for Exeter Airport to be recognised, along with Plymouth, as an Accessibility Point within the emerging European Airport Network A study undertaken by the Regional Planning Conference for the South West concluded that Exeter Airport fulfils an important role for the Exeter sub-region and many parts of Devon, south Somerset and west Dorset. It recommended that facilities there should be maintained and enhanced. Policy T22 To expand the role of Exeter Airport so that it may function as an Accessibility Point in the European Airport Network by: 1. improving access to the major rail and road networks; and 2. improving its passenger facilities The same regional study concluded that Plymouth Airport also has an important sub-regional role which, in particular, provides links with London from this part of the South West. The scope for the expansion of facilities is limited, but it will continue to have an important role as a sub-regional facility over the Plan period. Policy T23 To maintain the role of Plymouth Airport, including the improvement of passenger facilities, so that it may fulfil its function as an Accessibility Point in the European Airport Network. 69

14 7 Transportation (T Policies) Devon Structure Plan First Review to 2011 (Policies and Proposals adopted February 1999) Explanatory Memorandum (September 1999) 70