TRANSPORT
405. This Chapter sets out the Local Planning
and Highway Authorities' general policies and proposals relating to
transport.
406. Recent years have seen a substantial
increase in the demand for travel. Against this background, there
is increased concern about the environment in terms of the
polluting effects of traffic and the impact of new road building.
As a result, the Government is now promoting integrated transport
policies that aim to minimise the demand for travel; increase
travel choice and fully integrate transport with land use
planning.
407. Hampshire County Council is the Highway
Authority responsible for the majority of transport and highway
policies and proposals in the Plan area, although the Department
for Transport (
DfT) is responsible for
motorways and trunk roads. The Hampshire Local Transport Plan sets
out the Highway Authority's detailed policies and proposals for
developing an integrated transport strategy over the five-year
period 2006 to 2011. The Local Transport Plan is fully consistent
and integrated with the County Structure Plan (Review). The Local
Transport Plan has 7 key objectives:
- to increase accessibility to services;
- to promote safety;
- to reduce the impact and effect of congestion;
- to widen travel choice;
- to continue towards improvements in air quality;
- to support wider quality of life objectives;
- to encourage value for money and efficient asset
management.
408. Land use policies in the Local Plan complement and are
fully integrated with the Local Transport Plan's objectives. In
particular, they promote sustainable development that minimises the
demand to travel, particularly by car, and promote the use of
walking, cycling and public transport.
409. This Plan cannot identify all schemes, including safety
measures, that it is hoped to implement within the Plan period. The
Plan identifies schemes that are important either by virtue of
their cost or by their extent, particularly if they would use land
currently outside the highway boundary. Specific proposals are also
contained in the Town, District and Local Centres Chapter.
INTEGRATED TRANSPORT
INFRASTRUCTURE
Tl PROPOSALS TO ASSIST THE DEVELOPMENT
OF AN INTEGRATED TRANSPORT NETWORK.
Development will be permitted where it assists the
implementation of an integrated transport network, a choice of
transport modes, or the operation of efficient public transport. In
particular:-
(i) Improvement and extension of the footway, footpath,
cycleway and bridleway networks.
(ii) New or improved bus and rail stations including better
interchange facilities with other modes.
(iii) Measures to improve the capacity of the rail
network.
(iv) Interchange and park and ride facilities.
(v) Bus priority measures.
410. Developing an integrated transport strategy and improving
travel choice are key objectives of national and local transport
policy. The Highway Authority has developed area transport
strategies to cover the entire County including joint strategies
with the unitary authorities of Portsmouth and Southampton. The
Local Plan area is covered by the Solent Transportation Strategy
(
STS).
The
STS
aim is to achieve these objectives at a local level. The STS has
been developed jointly by the County Council, Portsmouth and
Southampton City Councils and the District Councils of Havant,
Fareham, Gosport, Eastleigh, New Forest, Winchester, Test Valley
and East Hants.
Footpaths, Footways, Cycleways and
Bridleways
411. Current transport policies aim to promote both cycling
and walking for local journeys, so that car usage can be reduced.
In order to facilitate a modal shift towards cycling and walking
and enhance road safety, new, and improvements to existing, cycling
and pedestrian routes will be required. Almost all journeys include
a pedestrian element, making walking an essential part of the total
transport system.
412. A cycling strategy has been developed as part of
STS in
partnership with the County Council and local cycle groups. This
aims to provide safe and practical connections between the
Borough's communities, retail, employment and leisure centres. The
network of routes proposed in the cycle strategy is shown on Plan
T1. The Borough Council has established a Traffic Transport Panel
(
TTP). The
TTP and the
STS
Members Panel prioritise cycle schemes within the Borough for
implementation utilising Borough Council and Local Transport Plan
funding respectively.
413. Certain of the proposed cycle routes lie close to areas
designated for their nature conservation importance, in particular,
Chichester, Langstone Harbours Special Protection Area designated
under the Conservation (Natural Habitats, & C.) Regulations
1994. Routes L1, L3 and L4 will need to be subject to 'appropriate
assessment' under the Habitats Regulations and appropriate
mitigation and/or compensation measures implemented if
required.
Public Transport
414. Bus and rail station enhancements at Havant and the
provision of new bus facilities in Waterlooville Town Centre are
proposed. A previous rail study commissioned by the County Council
identified the potential for a new rail station in the Bondfields
area. While this particular scheme is not being pursued other
opportunities will be investigated as they arise.
415. The rail network in the Local Plan area is focussed on
the Portsmouth to London Waterloo and Portsmouth to Brighton main
lines, with stations at Havant, Bedhampton, Emsworth and
Warblington. Havant is the most important station in the Local Plan
area and is served by all main line services. In contrast,
Bedhampton, Emsworth and Warblington stations are generally only
served by local services. However, there is the potential to make
better use of these stations as public transport hubs for the
surrounding urban areas.
416. Rail travel involves the use of more than one mode of
transport and it is therefore important that interchange facilities
at railway stations are adequate to maximise the use of rail
services. Typical measures can include better access for
pedestrians and public transport users and improved levels of cycle
parking provision. Additional car parking could be considered,
although this should be dedicated to the use of rail passengers.
Provision of good quality interchange facilities is consistent with
the Government's objectives for an integrated transport
network.
417. Bus based Park and Ride has an important role to play.
The opportunities for Park and Ride to play a key role in support
of the South Hampshire Rapid Transit System within the Borough are
being explored.
PUBLIC TRANSPORT PROVISION AND
IMPROVEMENT
T2 SAFEGUARDING OF LAND FOR SOUTH HAMPSHIRE RAPID TRANSIT
SYSTEM
Development will not be permitted where this conflicts
with the land safeguarding for public transport measures on the
length of the A3 London Road corridor and adjoining side roads
between the district boundary with Portsmouth City and East
Hampshire District.
418. A fundamental element of the
STS is to develop the
South Hampshire Rapid Transit (SHRT) network to serve southern
Hampshire. The system is envisaged to comprise a mixture of
passenger transport provision - bus, light and heavy rail - which
can be introduced and developed in a phased and integrated
way.
419. A key element of the highway based
SHRT network is in the A3
corridor between Portsmouth City Centre and the Waterlooville area
and Horndean which has been identified as a public transport
corridor in the
STS area and is being
promoted as a priority scheme. The scheme has been designed to be
fully integrated with other modes particularly walking and cycling.
Initially, this will take the form of bus priority measures coupled
with improvements to information provision and waiting facilities.
This proposal is being developed as part of a Quality Partnership
between the County Council and the local bus company.
420. The development of
SHRT in the A3 corridor
is a road based concept, utilising innovative bus vehicles. The
proposal involves the phased transfer of road space, initially to
conventional but enhanced quality bus services, to produce a
comprehensive priority corridor from Portsmouth to Waterlooville.
The full scheme includes its extension to Horndean. A feasibility
study will consider the appropriateness and possible location of a
park and ride site close to Waterlooville and the A3(M). Major
investment will be focused on developing Waterlooville as an
important interchange within the overall concept for the A3
corridor. Land has historically been safeguarded for an on-line
highway improvement along most of the existing A3 London Road
through the Borough. This scheme has been replaced with the
SHRT
proposals for which land may be required in the longer term.
421. Implementation of the A3 Bus Priority scheme commenced in
2001 with the section from the District boundary with Portsmouth
City Council to Ladybridge Road roundabout, Purbrook. Government
funding for the scheme has been secured with its completion
anticipated by 2008. The Highway Authority upon completion of the
scheme will review their future land safeguarding requirements
along the A3 London Road corridor and abandon those sections that
will not be required.
422. Detailed design work on the A3 Bus Priority scheme has
identified the requirement for safeguarding land at Rockville Drive
to facilitate the closure of London Road/Stakes Hill Road junction
to vehicular traffic.
Public Transport
423. The County Council sets out its policies and proposals
for public transport in the Local Transport Plan and the annual
Passenger Transport Report. Both these documents offer direction to
those who are involved, directly or indirectly, in planning and
providing public transport in Hampshire. Within the legislative
framework and available resources, the County Council will seek to
secure and support the provision of public transport
services.
424. Public transport will have an important role to play in
serving new development proposals in the Local Plan area,
particularly the West of Waterlooville Major Development Area. A
step change in the quality of public transport serving this
development will be needed to ensure that it is an attractive
option in comparison with the car. Internal layouts need to be bus
friendly and permeable for cyclists and pedestrians.
425. Quality partnerships have been signed between the County
Council and major public transport operators in the District, in
order to improve the quality of services and associated
infrastructure.
426. In addition to the provision of conventional bus
services, more radical solutions are also required to access rural
communities. These include car-share and rural taxi schemes,
expansion of the dial-a-ride and providing a database of accessible
transport.
T3 SAFEGUARDING FOR OTHER SCHEMES
Development will not be permitted where this conflicts
with land safeguarded for the construction of: -
(i) A continuous footway on the western side of West
Lane from Woodlands Lane to Charleston Close, Hayling
Island.
(ii) Local highway widening and the construction of a
footway on the eastern side of Warblington Road in the vicinity of
the A259, Havant Road, Emsworth.
(iii) A continuous footway on the northern side of
Fishery Lane from Rails Lane to Blackthorn Road, Hayling
Island.
(iv) An extension of Selbourne Road through to Solent
Road, Havant.
Footway Provision at West Lane, Hayling
Island
427. The scheme will provide a continuous footway on the
eastern side of West Lane from Woodlands Lane southwards to its
junction with Charleston Close where it will utilise the existing
pedestrian route of Charleston Close/Dances Way/West Lane to access
the local centre at West Town. Work has commenced on this scheme
but, due to funding and land acquisition, the scheme will be
completed in phases.
Local Highway Widening and Footway Provision at
Warblington Road, Emsworth
428. A local highway widening scheme is proposed in the
vicinity of Warblington Road's junction with the A259, Havant Road.
At present the carriageway is only 4.9 metres wide and is not able
to accommodate appropriate two-way traffic flow in a safe manner.
It is proposed that the highway be widened to 5.5 metres in keeping
with the remainder of its length. On the eastern side of the
carriageway along the frontage with 2 Havant Road there is no
footway and pedestrians are required to walk in the road if they
wish to walk on that side of the road. The local highway widening
is to include the provision of a 2.0 metre wide footway at this
location, thereby providing a continuous footway on the eastern
side of Warblington Road. The Highway/Planning Authority will seek
the dedication of the land required and funding for the local
highway widening and footway provision with developers implementing
proposals to redevelop 2 Havant Road.
Footway Provision at Fishery Lane, Hayling
Island
429. The Fishery Lane footway will provide a continuous
footway link on the northern side and will reduce the need for
pedestrians from Blackthorn Road, Ilex Walk, Kingfisher Close and
Selsmore Avenue having to cross the road when walking to/from Rails
Lane. The scheme will include improved street lighting and require
third party land.
Extension of Selbourne Road, Havant
430. The Havant Central Industrial Area of Brockhampton Lane,
School Road, Clarendon Road and Selbourne Road is accessed from the
Solent Road and West Street junctions with Brockhampton Lane.
Brockhampton Lane in the vicinity of West Street is only 4.25
metres wide and not capable of widening to cater for vehicles
servicing the industrial area.
431. The proposal involves the provision of a new access to
the industrial area from Solent Road by extending Selbourne Road
south in a linear alignment. Access to Brockhampton Lane from
Selbourne Road, currently blocked off, would be reopened, with
Brockhampton Lane (east) forming the minor road of a realigned
priority junction. The remaining alignment of Brockhampton Lane
would be unaltered.
432. To minimise the environmental impacts of industrial
vehicles upon the residential properties at the western end of
Brockhampton Lane, a road closure is proposed in the vicinity of
the boundary between numbers 6 & 8 Brockhampton Lane and
numbers 14 to 18 (inclusive) The Tanneries. To ensure that the
industrial vehicles use the new Selbourne Road access and not the
existing substandard West Street access a road closure is proposed
in the vicinity of the boundary between numbers 3a and 3
Brockhampton Lane. Both road closures will be designed to cater for
emergency vehicles, pedestrians and cycle access.
433. These highway proposals are dependent upon the
redevelopment of the site north of Solent Road (Policy HTC4).
IMPAIRED MOBILITY
T4 THE NEEDS OF PEOPLE WITH DISABILITIES
AND MOBILITY PROBLEMS
Development regularly visited or
used by the public will be required to provide suitable access and
facilities for people with disabilities or restricted
mobility.
434. Although the main instrument for
enforcing the requirements for meeting the needs of people with
disabilities, etc remains the Building Regulations Part M 2004, it
is also a matter of planning concern. The Chronically Sick and
Disabled Persons Act 1970 (amended 1976), The Disabled Persons Act
1981, The Town and Country Planning Act 1990, The Disability
Discrimination Act 1995,
DoE
Circular 10/82 and
Development Control Policy Note 16, oblige planning authorities and
developers to take account of the needs of people with disabilities
for access and gives authorities the power to place such
requirements upon developments through the use of planning
conditions. The policy does not apply to internal design as this is
covered by the Building Regulations. However, it does apply to
access to a building from the edge of a site or to car parks and
their layout. The definition of disability should not only include
people with an impaired ability to walk but also those with
impaired hearing or sight and with learning difficulties. Achieving
good access for all to homes, jobs and facilities is a key
objective, for up to 15% of adults will experience personal
mobility problems at some point in their life.
435. This policy may include such
developments as:
(i) Community, sport and entertainment
facilities and other places of assembly; including provision for
both participants and spectators.
(ii) Educational establishments
including associated residential accommodation.
(iii) Institutional uses including
nursing and rest homes.
(iv) Hotels and motels.
(v) Shops, shopfronts, shopping
precincts and parades.
(vi) The public reception areas of all
business premises and generally all areas of any employment
generating development with more that 15 staff on site.
(vii) Public car parks, service
stations, bus and railway stations.
(viii) Public conveniences.
All development, including extensions,
alterations and improvements to buildings and areas should be
designed and laid out with the needs and abilities of people with
disabilities in mind.
ROAD SCHEMES
T5 NEW ROADS
Development of new road construction will only be
permitted to ameliorate environmental and/or safety problems and to
provide access to new allocated development.
436. This Plan provides for new road construction where it is
justified on environmental or safety grounds or is required to
facilitate development. The County Council and Borough Council
recognise that it is neither feasible nor environmentally desirable
to try to meet future levels of demand solely by building new
roads.
437. All new residential streets are to be designed and
constructed in accordance with the guidelines laid down in the
County Council's document Movement, Access, Streets and
Space.
NEW DEVELOPMENT
DEVELOPMENT LOCATION
T6 PUBLIC TRANSPORT, CYCLING AND WALKING NEW DEVELOPMENT
Development will be permitted provided it is, or could
be, served efficiently by public transport, cycling and walking.
New development likely to attract a large number of trips should be
located to minimise travel demand and provide a choice of transport
modes.
438. The location of new development has a major influence on
travel demand and modal choice. Government policy now indicates
that new development that generates a significant number of
journeys should be located to minimise the demand for travel and
provide the greatest opportunity for access by public transport,
cycling and walking. Town centre sites are generally the best
locations to meet these requirements. Developers promoting out of
centre developments will need to satisfy the Local Planning
Authority that the development is necessary and that a more
suitable town centre site is not available.
439. Where appropriate a transport/sustainability assessment
will be required alongside the planning application providing a
comprehensive assessment of the proposed development's travel
characteristics, measures to influence travel to the site and an
assessment of impacts.
440. Travel Plans are being strongly promoted by national and
local government. These ensure that the occupier of the site takes
positive measures to maximise the proportion of journeys made by
public transport, cycling and walking. A Travel Plan will be
required to be submitted alongside planning applications for
development likely to have significant transport implications,
including those listed in
PPG13 (para 89).
441. The Local Plan's Countryside and Coast policies (in
particular policy C1) permit the re-use of existing non-residential
buildings for employment use. These developments will need to
demonstrate how the demand for travel is minimised, in line with
Policy T1. In some cases it may not be appropriate to permit
development in isolated rural locations that can only be served by
car.
T7 CRITERIA FOR ACCESS TO DEVELOPMENT
Development requiring new or improved access will be
permitted provided it does not:
(i) interfere with the safety, function and standard
of service of the road network; and
ii) have adverse environmental implications and meets
the Highway Authority's standards for adoption as public
highway.
Direct access onto the Strategic Road Network will
only be permitted if the Highway Authority is satisfied that no
alternative access is available or appropriate and that the
proposal would not adversely affect the function, operation and
character of the Strategic Road Network.
442. It is important that any new or changed access point onto
the highway network be carried out to a satisfactory standard.
Developers will therefore be required to satisfy national and local
standards on the scale, type and locations of junctions proposed on
the highway network. In considering the adequacy of provision for
highway safety and access, regard will be had to the latest edition
of the
DTLR's
" Design Manual for Roads and Bridges" as well as the local highway
authority's own standards as appropriate. It is also important that
highway or access "improvements" do not damage the appearance of
the local area, especially in rural areas or historic environments.
In such cases it may not be appropriate to adhere to standardised
solutions to resolve highway/access problems.
443. The main function of the Strategic Road Network is to
provide for longer distance journeys. It comprises motorways and
trunk roads (which are the responsibility of the
DfT) and the more important
County roads included in the Primary Route Network (distinguished
by the green background signs). If access is permitted directly
onto the Strategic Road Network, the developer will have to
demonstrate that its primary function of carrying longer distance
traffic will not be compromised.
444. The
DfT now has a more relaxed
attitude towards new development requiring direct access onto the
trunk road network, particularly where no alternative is available
and it would enable the redevelopment of sites in urban areas that
satisfy other land use and transport planning objectives. However,
where suitable alternative access is available onto a secondary
road, this should always be considered a more appropriate solution
than direct access onto the trunk road network. The
DfT's policy on access to the
trunk road network is set out in
DTLR
Circular 04/2001 Control of Development Affecting Trunk Roads and
Agreements with Developers Under Section 278 of the Highways Act
1980.
445. The Highways Agency will require improvements in
accordance with the policies set out in the above Circular 04/2001
where traffic from a development results in the intensified use of
an existing access on to a trunk road and/or the trunk road itself
such that it exceeds the capacity.
T8 BUS ACCESS AND PROVISION FOR CYCLISTS AND PEDESTRIANS
Development will be permitted provided that the site
layout is designed to encourage low vehicle speeds and incorporates
safe and convenient links and access to existing or proposed cycle
or pedestrian routes.
In larger developments, the layout and access will
need to be suitable for the efficient operation of bus services.
Suitably located and designed bus stops with shelters will be
required.
446. Cycling and walking are important modes of travel for
local journeys and it is therefore important that new developments
provide safe and convenient pedestrian and cycle routes. This
includes provision within the development site and links in and out
of the development site to the surrounding area.
447. It is important that the general highway layout in major
new developments fully facilitates access by bus services. This
includes ensuring that the road layout can accommodate buses and
that adequate waiting and turning facilities, shelters and
information systems are provided. Where appropriate contributions
will be sought towards establishing bus services in new
developments.
PARKING STANDARDS
T9 PROVISION OF VEHICLE PARKING AND TURNING FACILITIES
(T17)
Development will be permitted where it provides
parking for cars, motor cycles, and pedal cycles and turning
facilities as appropriate in accordance with the relevant
standards.
448. Hampshire County Council, the unitary authorities and the
district councils have jointly prepared revised parking policy and
parking standards Hampshire Parking Strategy and Standards. The new
approach contained within the document recognises existing levels
of public car parking provision and proposes reductions from a new
maximum standard for all future development in relation to the
accessibility of the site by public transport and other sustainable
alternatives. The parking standards are in conformity with
PPG 13
Transport (Annex D). Guidance on parking for pedal cyclists and
motor cyclists is provided as a supplement to the document. In
accordance with national best practice, disabled parking spaces are
to comprise 5% of the total parking allocation for the site. The
stated parking standards apply for all new development. The adopted
parking standards are incorporated as an Appendix to the
Plan.
449. However, for developments which would generate
significant amounts of travel, a transport assessment and a company
or site travel plan, (detailing the approach to minimise the
expected traffic impact of the new development) will be
required.
OFF-SITE TRANSPORT
CONTRIBUTIONS
T10 CONTRIBUTIONS TO OFF-SITE HIGHWAY IMPROVEMENTS
Where the existing highway infrastructure is unable to
accommodate the demands generated by a development the Council will
seek from the developer a planning/highway agreement under Section
106 of Town and Country Planning Act 1990 to secure the off-site
improvements necessary to mitigate the impact of the
development.
450. This enabling policy specifically concerns contributions
to off-site highway improvements adjacent or near to a development
which are necessary to deal with localised highway problems that
would occur as a direct result of a proposed development. It will
be applied in accordance with Circular 05/2005 Planning
Obligations. Contributions could be required to fund a number of
measures, including highway improvements, new and improved
pedestrian and cycle facilities and improved public transport
services and facilities. Where contributions are received under the
provisions of this policy for green transport schemes which are
identified within the ambit of Policies EMP2 and T11, these will be
taken into account in assessing the level of contributions sought
under the provisions of those policies.
T11 DEVELOPER CONTRIBUTIONS TOWARDS GREEN TRANSPORT
INFRASTRUCTURE
Where access by non-car modes is inadequate the
Council will seek from the developer an agreement under Section 106
of the Town and Country Planning Act 1990 to make a financial
contribution towards the provision of improved green transport
infrastructure.
451. This enabling policy specifically concerns contributions
to improved green transport infrastructure that is necessary where
a site's access by non-car modes is inadequate. In accordance with
PPG13
"accessibility" is no longer narrowly viewed as the ability to
access public transport, but the propensity for it to offer a
realistic alternative to the car. Therefore, contributions will be
sought towards infrastructure improvements in the same geographical
sector that a site lies within. For proposals with significant
transport implications the submission of a Transport Assessment
will assist in determining whether a site is subject to this
policy.
452. The methodology for calculating the levels of
contributions are set out in the Council's Supplementary Planning
Guidance Developers' Contributions Policy: Statement for Green
Transport Schemes. The transport schemes towards which contribution
will be sought are to be reviewed annually. Revised assessments for
new local schemes will also be necessary, particularly when
applications for development are submitted. Developer funding will
not be the only sources of finance for the identified green
transport schemes. The Council through its own funds and through
the Local Transport Plan will seek to fund in part or entirely
certain of the identified schemes.
453. The policy will be applied in accordance with Circular
05/2005 Planning Obligations and:
- Where the level of contributions is considered to be too
onerous or where the development itself provides sufficient green
transport infrastructure improvements which the general public can
use, the Council will take this into consideration and may decide
to reduce or waive the contribution sought.
- In cases where the commercial viability of a scheme is
threatened by the level of contributions sought, the Council will
expect the developer to demonstrate why this is so by submitting a
financial appraisal of all relevant costs and an estimate of the
capital value of the completed scheme.
T12 FREIGHT
Development of rail freight interchange facilities
will be permitted.
454. The County Council has defined a freight strategy in the
Local Transport Plan. The strategy accepts that the majority of
freight movements will continue to be made by road and lorries are
encouraged, where appropriate, to use the Strategic Road Network in
order that their impact on the environment can be minimised.
455. There is concern in the Borough about the impact of heavy
commercial vehicles on unsuitable roads. Through the
STS, the
County Council will consider measures to address the movement of
freight in and around the Borough.
456. The County Council's strategy seeks to promote the use of
alternative modes for freight movements wherever possible. Within
the Plan area, rail forms the main alternative to road for freight
movements. There are presently no rail freight interchange
facilities within the Borough. Proposals to establish new rail
freight interchange facilities in the Plan area will be favourably
considered providing their location would not create an
unacceptable environmental impact on the surrounding area, and
subject to other policies of this Plan.
LlST OF ABANDONED HIGHWAY SCHEMES
A) Havant Town Centre Action Area Plan
|
Proposal Number
|
Proposal
|
|
6
|
Pedestrianisation of Market Parade, southern part
|
|
7
|
A link road between Park Road South and South Street
|
|
8
|
East Street to North Street: new relief road
|
|
9
|
Improvement to New Lane south of Eastern Road and realignment
of Eastern Road
|
|
11
|
Service road north of East Street and closure of East Pallant
to through traffic
|
|
12
|
Pedestrianisation of North Street from Elm Lane to the
junction with South, East and West Street
|
|
14
|
A turning circle at the southern end of Leigh Road
|
|
15
|
Improvement of Brockhampton Lane and School Road
|
|
17
|
Widening of Park Road North and South
|
|
18
|
Reservation of land for possible overbridge linking the
railway cutting route to Elmleigh Road
|
|
20
|
The Pallant - pedestrianisation
|
|
26
|
Provision of separate footbridge, Leigh Road to Station
forecourt
|
|
29
|
Elm Lane/Park Road North junction - off-peak pedestrian
phase
|
|
30
|
Elm Lane south side - new car park
|
|
32
|
Waterloo Road, west end - new car park
|
|
33
|
East Street, land at rear of properties on north side -
rationalisation of existing privately committed car parks
|
|
35
|
Future decking of British Rail Leigh Road car park
|
|
36
|
New car park - northern part of former depot site off Potash
Terrace
|
B) Waterlooville Town Centre
Action Area Local Plan
|
Proposal
Number
|
Proposal
|
|
4
|
The improvement of Forest End roundabout
|
|
21
|
Traffic management
|
C) Emsworth Town
Centre District Plan
|
Proposal Number
|
Proposal
|
|
18
|
Footpath link - North east quadrant to Hermitage
|
|
19
|
Footpath link – Queen Street to North east quadrant
|
|
20
|
Footpath link - South Street to Tower Street
|
|
22
|
Widening of Seagull Lane and new access to Palmers Road
|
|
23
|
Junction improvement Havant Road/Warblington Road
|
|
24
|
Junction closure Palmers Road/North Street
|
|
25
|
New bus lay-by east side of North Street
|
|
26
|
Widening of both sides of North Street
|
|
27
|
Car park extension and improvement to entrance - rear of Fire
Station, North Street
|
|
38
|
Road closure and carriageway paving - Palmers Road, northern
end
|
|
39
|
Improvement to Foreshore Surface, The Quay to Tower
Street
|
D) Havant Borough
Local Plan
|
Proposal
Number
|
Proposal
|
|
T2(A)
|
Land safeguarding for Highway improvements - A3023, Havant
Road/Avenue Road, Hayling Island
|
|
T2(B)
|
Land safeguarding for Highway improvements - Fishery Lane
(Rails Lane to Blackthorn Road), Hayling Island
|
|
T3(B)
|
Land safeguarding for Highway Improvements at B2150 Hulbert
Road (A3(M) to Purbrook Way)
|