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.

 

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.

 

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.

 

 

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.

 

 

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.

 

 

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.

 

 

 

 

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.

 

 

 

 

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.

 

 

 

 

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.

 

(T17)

 

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.

 

 

 

 

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.

 

 

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:

 

 

 

 

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.