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6.0 TRANSPORT
 
Introduction
6.1 National and regional policies aim to support the development of sustainable transport solutions. The new emphasis is on creating an integrated transport policy:
 
  • within and between different types of transport
  • with policies for the environment
  • with land use planning
  • with policies for education, health and wealth creation
6.2 The main objectives of national guidance are to:
 
  • promote more sustainable transport choices both for people and for moving freight
  • promote accessibility to jobs, shopping, leisure facilities and services by public transport, walking and cycling, and
  • reduce the need to travel, especially by car
6.3 This integrated approach and these objectives have been incorporated in RSS8 and the JSP and provide a framework for the Derbyshire Local Transport Plan (LTP). The land use policies of the local plan have been developed within this framework. By shaping the pattern of development and influencing the location, scale, density, design and mix of land uses, these policies should help deliver the Government's objectives.
   
Transport strategy
6.4 The LTP has embraced a balanced approach to delivering an integrated transport system for the borough. This provides for wider travel choice and opportunity while allowing limited traffic growth. This would create an equitable, needs-based transport system that seeks to reduce reliance on the car, promotes social inclusion, encourages a buoyant economy and protects the environment.
6.5 Chesterfield provides the main focus for employment, shopping, leisure and transport facilities for the North East of Derbyshire. The Staveley area lies within the coalfield communities to the east which contain some of the highest levels of unemployment and the lowest levels of car ownership.
6.6 The main transport priorities will be to assist in the regeneration of the borough and to provide better access to local facilities and employment. The main focus of road network investment will be along the A61 corridor, where the majority of regeneration opportunities will arise and where the main congestion hotspots exist, and Markham Vale, (formerly known as the Markham Employment Growth Zone), which requires major investment in the strategic road network. A related proposal is the Chesterfield-Staveley Regeneration Route which would link the two parts of the borough.
6.7 Measures and policies to reduce the impact of traffic and encourage travel by modes other than the private car are priorities for the borough. The transport implications of new development will need to be assessed to ensure that the overall effect on the highway network does not result in increased traffic congestion, a worsening of the environment or amenity of local residents or lead to a reduction in road safety.
6.8 A transport assessment should be submitted by developers where the proposed development is likely to significantly increase traffic on the highway network. The assessment should indicate the likely modal split of journeys to and from the site, together with details of proposed measures to fund any necessary improvements to the existing highway network, traffic management and traffic-calming measures and access to public transport, walking and cycling through a Section 106 obligation. Designs could include 20mph zones to improve highway safety.
 
TRS1 TRANSPORT IMPLICATIONS OF NEW DEVELOPMENT
PROPOSALS FOR DEVELOPMENT WHICH WOULD GENERATE SIGNIFICANT DEMAND FOR ADDITIONAL TRIPS BY PRIVATE CAR WILL NOT BE GRANTED PLANNING PERMISSION UNLESS THE APPLICANT SUBMITS A TRANSPORT ASSESSMENT IDENTIFYING POTENTIAL ADVERSE IMPACTS AND MEASURES TO REDUCE THE NUMBER AND IMPACT OF MOTORISED JOURNEYS INCLUDING:
(a) MEASURES TO ASSIST ACCESS TO THE SITE ON FOOT OR BY CYCLE;
(b) PROVISION OF OR CONTRIBUTIONS TOWARDS PUBLIC TRANSPORT;
(c) THE PREPARATION AND IMPLEMENTATION OF A TRAVEL PLAN SETTING OUT HOW ALTERNATIVE MODES OF TRANSPORT WILL BE ENCOURAGED AND HOW THEIR USE WILL BE MONITORED;
(d) IMPROVEMENTS TO THE HIGHWAY NETWORK AND TRAFFIC MANAGEMENT MEASURES;
(e) MEASURES TO MINIMISE ADDITIONAL AIR AND NOISE POLLUTION GENERATED BY TRAFFIC ASSOCIATED WITH THE DEVELOPMENT.
LEGALLY-BINDING AGREEMENTS WITH THE BOROUGH COUNCIL WILL BE SOUGHT FROM DEVELOPERS TO SECURE THE AGREED MEASURES WHERE THE USE OF PLANNING CONDITIONS IS LIKELY TO BE INEFFECTIVE.
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Major transportation projects
M1, MEGZ and Chesterfield-Staveley Regeneration Route
6.9 Markham Vale, (formerly known as the Markham Employment Growth Zone) is one of the major transport projects in Derbyshire which is included in the LTP. Reference has been made in the Employment chapter to the importance of Markham Vale to the regeneration of the Northern Coalfields Sub-Area and accordingly land for employment uses has been allocated. The complementary transport improvements include a new junction (29A) on the M1 motorway, local access roads, a modest intermodal rail terminal and rail-connected factories, new pedestrian and cycle links with regular bus services (which may be subsidised for a period of up to 10 years) and park and ride.
6.10 A multi-modal study has considered ways of tackling congestion on the M1 corridor in the East Midlands. The recommendations from the study will be considered for inclusion in a review of RSS8. The study has recommended a strategy which:
 
  • addresses the immediate problems of congestion and safety on the roads;
  • identifies some ways of achieving very quick public transport improvements to provide more travel choice;
  • specifies a range of policy interventions to encourage behaviour change;
  • provides sufficient capacity on the motorway to cater for the expected traffic growth (that is bound to happen) before public transport improvements and the "transport change" strategy have combined to reduce traffic growth.
6.11 The recommendations of the study include substantial investment in public transport as well as increasing capacity on the M1. Most of the immediate problems on the M1 relate to junctions and improvements are recommended in the short term at junction 29, which lies in North East Derbyshire.
6.12 The proposed new junction (29A) to serve the Markham Vale proposals has also been included in the recommendations, as is the longer term widening of the M1 between junctions 21 and 30. The early provision of junction 29A will relieve potential congestion on adjoining junctions caused by development of Markham Vale. Phase 1 of the M1 widening will take place within the existing highway boundary so will not need safeguarding. Phase 2 will go beyond this but details will not be available until 2006 and works programmed for 2010 onwards. Both these proposals are supported by the borough council and land will be safeguarded for them in the plan. Developers within the Markham Vale scheme will need to consult the Highways Agency in respect of their transport assessments. Should there be any delay in the construction of the new junction 29a, developers will need to assess the traffic impact of the Chesterfield Staveley Regeneration Route and the associated new employment sites.
6.13 Additional rail services are proposed from Chesterfield station. New rail services are proposed to Nottingham, Mansfield and Sheffield with a new interchange station at Markham Vale and the reopening of the Clowne branch between Creswell and Seymour junction. Land for these proposals, including a strategic park and ride facility at the new station, will need to be safeguarded. The implementation and timing of improvements to rail infrastructure and the creation of a strategic park and ride facility will be subject to further feasibility studies and funding.
6.14 The potential for a modest, sub-regional intermodal freight terminal at Markham Vale, based on the existing rail infrastructure, will also need to be safeguarded.
6.15 An integral part of the Markham Vale proposals is the improvement of local access roads between junction 29A and Staveley. In its entirety the proposed road access improvements form a link from the A632 through the proposed junction with the M1 thence along Erin Road, under the A619 at Staveley (Lowgates), under Eckington Road to Hall Lane and thence south to join the A619 south of Staveley (the Lowgates link). At Lowgates the proposed road will need to be designed to accommodate the existing Trans Pennine Trail and Chesterfield Canal. Land for these road schemes will be safeguarded in the plan.
6.16 The Chesterfield-Staveley Regeneration Route, which is listed in Transport Policy 14 of the JSP as a major road programmed by the county council, is proposed to have its eastern terminus at Staveley connecting with the new highway links associated with Markham Vale. Although the scheme is not explicitly associated with Markham Vale, it would require the Markham Vale development to be in place in order to go ahead in the form envisaged. The LTP lists this scheme as a potential future County Council scheme and it will be subject to a full economic and environmental appraisal. The road would provide a route through the upper Rother Valley where development land lies dormant through lack of access. The route would also provide traffic relief for the A619, and accommodate the existing Trans Pennine Trail and the Chesterfield Canal, which both run through the valley. Where the route affects a wildlife site suitable mitigation or compensatory measures will be required.
6.17 Although access to the M1 will be possible via the new junction 29A, the county council proposes to examine options for the Chesterfield-Staveley Regeneration Route, including a bypass of Mastin Moor and the Lowgates area. Therefore, the county council wishes to retain protection for the whole of the former Staveley-Brimington bypass route.
 
TRS2 TRANSPORT SCHEMES ASSOCIATED WITH MARKHAM EMPLOYMENT GROWTH ZONE (MARKHAM VALE) AND THE M1
PLANNING PERMISSION WILL NOT BE GRANTED FOR DEVELOPMENT WHICH WOULD PREJUDICE THE IMPLEMENTATION OF THE FOLLOWING MAJOR TRANSPORT INFRASTRUCTURE SCHEMES:
(a) WIDENING OF THE M1 (AS SHOWN ON THE PROPOSALS MAP);
(b) JUNCTION 29A AND ASSOCIATED LOCAL ROAD IMPROVEMENTS INCLUDING THE LOWGATES LINK (AS SHOWN ON THE PROPOSALS MAP);
(c) THE CHESTERFIELD-STAVELEY REGENERATION ROUTE (AS SHOWN ON THE PROPOSALS MAP);
(d) A NEW RAIL STATION AND STRATEGIC PARK AND RIDE FACILITY AT SEYMOUR JUNCTION (IF LOCATED WITHIN THE BOROUGH);
(e) A NEW FREIGHT TERMINAL AT MARKHAM VALE;
(f) THE REOPENING OF THE CLOWNE BRANCH RAILWAY BETWEEN CRESWELL AND SEYMOUR JUNCTION AND THE USE OF THE EXISTING FREIGHT LINES TO CHESTERFIELD AND SHEFFIELD FOR PASSENGER SERVICES (AS SHOWN ON THE PROPOSALS MAP).
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TRS3 CHESTERFIELD-STAVELEY REGENERATION ROUTE
THE DETAILED DESIGN OF THE CHESTERFIELD-STAVELEY REGENERATION ROUTE AND THE LOWGATES LINK MUST TAKE FULL ACCOUNT OF:
(a) EITHER THE PROPOSED NEW JUNCTION 29A AND OTHER ROAD IMPROVEMENTS ASSOCIATED WITH THE MEGZ (MARKHAM VALE) DEVELOPMENT OR, IN THE ABSENCE OF A SIGNED CONTRACT FOR THE CONSTRUCTION OF THE PROPOSED NEW JUNCTION 29A, THE IMPACT OF TRAFFIC ON JUNCTION 30 AND THE A61;
(b) THE EXISTING CHARACTER OF THE ROTHER VALLEY AND CHESTERFIELD CANAL AND MINIMISE ANY IMPACT ON THEIR NATURAL ENVIRONMENT;
(c) THE POTENTIAL FOR ENHANCING THE RIVER AND CANAL CORRIDOR, IN PARTICULAR THE RESTORATION OF THE CANAL FOR NAVIGATION;
(d) THE POTENTIAL FOR THE CREATION OF GREENWAY ROUTES TO REPLACE EXISTING RIGHTS OF WAY AFFECTED BY THE SCHEME;
(e) THE AMENITY OF RESIDENTS IN THE NEIGHBOURING AREA.
PLANNING PERMISSION WILL ONLY BE GRANTED PROVIDED THAT THE SCHEMES ACCOMMODATE ANY DISTURBANCE TO THE RESTORED CANAL AND THE TRANS PENNINE TRAIL BY REPLACING THE FACILITIES TO AN EQUIVALENT OR IMPROVED STANDARD.
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Chesterfield town centre and A61/A619/A617 (M1) corridors
6.18 Chesterfield town centre and the major employment and commercial areas located along the A61/A619/A617 (M1) corridors are the focus of many of the daily journeys of local residents and those from further afield. The town suffers from peak hour congestion at an increasing number of locations and traffic delays are becoming more frequent. There are several congestion hotspots which cause "rat-running" through adjacent residential areas. Derbyshire County Council is undertaking a study of the strategic road network. This could indicate a need for lanes for buses/ multi-occupancy private cars, new junctions and/or road widening. Once the details are agreed these proposals would need to be safeguarded, where appropriate, by the plan from development.
6.19 There is a positive need to manage the town centre in terms of accessibility for shopping, commercial, business and social purposes coupled with the need to maintain a vibrant centre. A central area transportation management strategy should form part of the proposed comprehensive strategy and vision for the further development and enhancement of the town centre.
6.20 Reference has been made in the General Strategy to the regeneration opportunities along the A61/A619/A617 (M1) corridors as well as within and on the edge of Chesterfield town centre. The council has published a planning brief for the A61 Corridor Area of Major Change. This area is shown on the Proposals Map and is subject to policy GEN11.
6.21 The planning brief has identified specific access points in order to serve the comprehensive redevelopment of the area. The development of these accesses will need to be safeguarded. New accesses to the A61 will only be supported in accordance with this comprehensive redevelopment. Investment in the redevelopment of these sites will require contributions to improving the local highway infrastructure, as required by policy TRS1.
 
TRS4 SAFEGUARDING OF LAND REQUIRED FOR TRANSPORT INFRASTRUCTURE TO SERVE THE A61 CORRIDOR DEVELOPMENTS
LAND REQUIRED FOR THE PROVISION OF NEW ACCESS ROADS, JUNCTIONS OR PUBLIC TRANSPORT PROVISION TO SERVE THE COMPREHENSIVE REDEVELOPMENT OF THE A61 CORRIDOR AREA OF MAJOR CHANGE, AS SHOWN ON THE PROPOSALS MAP, WILL BE PROTECTED FROM ANY DEVELOPMENT WHICH WOULD PREJUDICE THEIR CONSTRUCTION.
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6.22 The Holywell Cross roundabout is a principal focal point for road traffic next to the town centre. The area also suffers visually from a poor quality environment. A major new retail site has been identified adjacent to Holywell Cross (shopping policy SHC4), which will require improvements to be made to the roundabout. However, as part of the regeneration of the northern fringes of Chesterfield town centre, there is an opportunity to link that retail site more closely to the town centre, involving more radical changes to the existing traffic system and car park.
6.23 The council has commissioned a study to develop proposals for the Town Centre Northern Gateway Area of Major Change to achieve the comprehensive redevelopment of this area. This area is identified on the proposals map and is subject to policy GEN12 and a site specific policy SHC4. The study has identified specific access roads and junctions in order to serve the comprehensive redevelopment of the study area. The development of these accesses will need to be safeguarded. It will also be necessary to ensure that bus access to, and within, the area is improved. Therefore, this area is identified in the plan as an area of major change to be the subject of a development framework.
 
TRS5 CHESTERFIELD TOWN CENTRE NORTHERN GATEWAY AREA OF MAJOR CHANGE
LAND REQUIRED FOR THE PROVISION OF NEW TRANSPORT INFRASTRUCTURE TO SERVE THE COMPREHENSIVE REDEVELOPMENT OF THE TOWN CENTRE NORTHERN GATEWAY AREA OF MAJOR CHANGE, AS SHOWN ON THE PROPOSALS MAP, WILL BE PROTECTED FROM ANY DEVELOPMENT WHICH WOULD PREJUDICE ITS CONSTRUCTION.
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Whitting Valley Link Road
6.24 Industrial traffic from the Station Lane industrial estate and the areas to the south of New Whittington emerges through adjacent residential areas which is detrimental to amenity. The alignment of a potential link road from Station Lane to Newbridge Lane needs to be protected so that through traffic can be routed away from residential areas.
 
TRS6 WHITTING VALLEY LINK ROAD
LAND REQUIRED FOR THE PROVISION OF A LINK ROAD FROM STATION LANE TO NEWBRIDGE LANE, AS SHOWN ON THE PROPOSALS MAP, WILL BE PROTECTED FROM ANY DEVELOPMENT WHICH WOULD PREJUDICE ITS CONSTRUCTION.
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Managing travel demand
6.25 The Chesterfield area has historically some of the highest levels of bus use in Derbyshire. However, increasing use of the car (partly due to the availability of relatively cheap or free parking in or close to the town centre), is causing increasing problems. As 70% of Chesterfield residents travel less than 5km to work, there is opportunity and potential to switch to alternative modes.
6.26 The borough council has developed a town centre transport plan which aims to achieve a much higher level of demand management and measures to encourage a change in travel behaviour, whilst maintaining the future viability of the town centre as a sub-regional shopping, commercial and tourist venue.
6.27 The North East Derbyshire Integrated Transport Strategy (NEDITS) is examining ways to comprehensively upgrade and improve the bus network in the town and surrounding area, including high quality bus corridors linking with a bus interchange.
6.28 The borough council has operated a temporary park and ride scheme in the run-up to Christmas. Although such schemes need a subsidy to cover operating losses, the town centre transport plan suggested that park and ride should be looked into further. A possible site has been identified within the A61 Corridor Area of Major Change on the Dema Glass site in association with the proposed football stadium. Other opportunities to implement schemes of park and ride and also park and walk will be supported, in particular along the main A61 and A617 corridors. Where sites are proposed the council will ensure that the impact on local amenity is minimised, the facility is suitable for use by disabled people and the potential for walking, cycling and motor cycle journeys is maximised.
6.29 The availability of car parking spaces is a major factor in influencing how people travel. National and regional guidance aims to reduce levels of parking provision in order to encourage people to use their cars less. PPG13 sets out national maximum parking standards for certain major developments. RSS8 also sets out maximum parking provision for major new employment uses which are more restrictive in town centres that are better served by public transport.
6.30 Appendix B sets out the maximum car parking standards for different classes of development. These standards reflect the council's sustainability objectives to reduce reliance on the car, particularly for journeys to work. However, where there are road safety or amenity implications that cannot be resolved by other control mechanisms or sustainable transport measures, higher standards of provision may be appropriate to avoid unacceptable levels of on-street parking so that provision above the maximum may be permitted.
6.31 Guidelines for the provision of cycle, motorcycle and disabled parking are also included in Appendix B, but are not subject to a maximum level. More restrictive standards have been set for developments within and on the edge of Chesterfield town centre, as defined on the proposals map.
 
TRS7 PARK AND RIDE/WALK SITES
PLANNING PERMISSION WILL BE GRANTED FOR PARK AND RIDE/WALK SCHEMES PROVIDED THAT:
(a) THE AMENITY OF ADJOINING RESIDENTIAL AREAS IS NOT HARMED, AND;
(b) IT HAS A POSITIVE IMPACT ON THE USE OF PUBLIC TRANSPORT AND IS WELL RELATED TO EXISTING COMMUTER ROUTES, AND;
(c) IT IS DESIGNED TO CONTRIBUTE TO COMMUNITY SAFETY, TO PROTECT ACKNOWLEDGED INTERESTS OF THE BUILT AND NATURAL ENVIRONMENT AND FOR USE BY DISABLED PEOPLE.
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TRS8 CAR, MOTORCYCLE AND CYCLE PARKING PROVISION
PLANNING PERMISSION WILL BE GRANTED FOR DEVELOPMENT PROVIDED THAT CAR, MOTORCYCLE AND CYCLE PARKING IS PROVIDED IN ACCORDANCE WITH THE PARKING STANDARDS SET OUT IN APPENDIX B.
PLANNING PERMISSION FOR MORE THAN THE MAXIMUM STANDARDS WILL ONLY BE GRANTED WHERE THERE ARE SIGNIFICANT ROAD SAFETY OR AMENITY IMPLICATIONS OR WHERE THE ADDITIONAL PARKING PROVIDED WOULD CONSTITUTE REPLACEMENT PUBLIC CAR PARKING COMPLIANT WITH THE TERMS OF POLICY TRS9.
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6.32 With regard to public car parking facilities in Chesterfield town centre, it is proposed that there will be no overall increase in parking capacity within the plan period. However, there would be scope for development to take place on existing parking sites, provided that measures are taken to substitute for it or provide replacement parking either within the development or in close proximity to it.
 
TRS9 DEVELOPMENT IN PLACE OF EXISTING CAR PARKS IN TOWN, DISTRICT AND LOCAL CENTRES
PLANNING PERMISSION WILL ONLY BE GRANTED FOR THE DEVELOPMENT OF EXISTING CAR PARKS IN TOWN, DISTRICT AND LOCAL CENTRES, IF AN ALTERNATIVE AND APPROPRIATE DEGREE OF ACCESSIBILITY IS PROVIDED INCLUDING PROVISION OF, OR CONTRIBUTIONS TO, PUBLIC TRANSPORT FACILITIES OR INFRASTRUCTURE, OR IF REPLACEMENT CAR PARKING IS PROVIDED EITHER WITHIN THE DEVELOPMENT OR IN CLOSE PROXIMITY TO IT.
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6.33 The provision of any additional off-street car parking outside the town and district centres not connected with development proposals would not normally meet the aim of reducing reliance on the private car and encouraging the use of alternative modes of transport.
 
TRS10 OFF-STREET PARKING
OUTSIDE THE TOWN, DISTRICT AND LOCAL CENTRES SHOWN ON THE PROPOSALS MAP, PLANNING PERMISSION WILL ONLY BE GRANTED FOR OFF-STREET CAR PARKING NOT CONNECTED WITH DEVELOPMENT PROPOSALS, WHERE IT CAN BE DEMONSTRATED THAT:
(a) BUS, CYCLE AND PEDESTRIAN PROVISION CANNOT BE IMPROVED TO MEET THE IDENTIFIED NEED;
(b) EXCESSIVE ON-STREET PARKING IS HAVING AN ADVERSE EFFECT ON HIGHWAY SAFETY OR RESIDENTIAL AMENITY;
(c) THE FACILITY WILL NOT ENCOURAGE ADDITIONAL TRIPS BY PRIVATE CAR;
(d) THE FACILITY IS REQUIRED AS PART OF A TRAVEL PLAN OR AREA TRANSPORT STRATEGY AGREED WITH THE BOROUGH COUNCIL.
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6.34 The development of travel plans is a further way to reduce reliance on the car. They are intended to raise awareness of other travel options such as public transport, walking, cycling and car sharing. Plans should be worked up for all developments generating significant amounts of travel e.g. business, educational, hospital, retail, leisure and service uses. The criteria in paragraph 89 and Appendix D of PPG13 will be used to determine the developments likely to generate significant amounts of travel for the purposes of policy TRS11. It is important that travel plans are monitored and action taken to ensure agreed targets are met.
 
TRS11 TRAVEL PLANS
PLANNING PERMISSION WILL NOT BE GRANTED FOR DEVELOPMENTS GENERATING SIGNIFICANT AMOUNTS OF TRAVEL UNLESS TRAVEL PLANS HAVE BEEN SUBMITTED AND AGREED AS PART OF TRANSPORT ASSESSMENTS SETTING OUT:
(a) MEASURES TO BE ADOPTED TO ENCOURAGE USERS OF THE DEVELOPMENT TO USE MODES OF TRANSPORT OTHER THAN THE CAR TO ACCESS THE SITE;
(b) OUTPUTS AND TARGETS TO ASSESS THE EFFECTIVENESS OF THESE MEASURES;
(c) MEASURES, INCLUDING REGULAR MONITORING AND ENFORCEMENT OF AGREED TARGETS, TO ENSURE THE LONG TERM EFFECTIVENESS OF THE PLAN.
LEGALLY BINDING AGREEMENTS WITH THE BOROUGH COUNCIL WILL BE SOUGHT FROM DEVELOPERS TO SECURE THE AGREED MEASURES WHERE THE USE OF PLANNING CONDITIONS IS LIKELY TO BE INEFFECTIVE.
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Promoting alternatives to the car
6.35 Improvements to walking and cycling routes and the creation of new links to facilitate and encourage walking and cycling are vital elements in reducing car use. Improving the pedestrian environment and providing facilities for cycle users should also help achieve this aim. Similarly improvements to bus and rail services and infrastructure are essential in promoting public transport as an effective alternative to the car.
   
Walking and cycling
6.36 Walking is a sustainable mode of transport available to most people. A large proportion of journeys which are made are short distance and walking will usually be the most sustainable way to go. It also helps to promote healthy communities. Likewise, cycling has a key role to play in reducing reliance on the private car and is also a sustainable form of transport and particularly suitable for short and medium length journeys within the town.
6.37 However, the condition of the local environment can be an important factor in determining how much people walk or cycle. The borough council is seeking to increase the number of journeys made on foot or by cycle by improving the environment for walkers and cyclists in public areas and in new development. The improvement of strategic walking and cycling routes including the restored Chesterfield Canal and towpath has increased their use by walkers and cyclists.
6.38 The needs of disabled people and others with limited mobility will also need to be taken into account in assessing development proposals. Measures such as dropped kerbs, safe crossing facilities, refuges, wider pavements, safety lighting, and the use of tactile surfacing materials should be considered.
6.39 Development proposals need to take account of the needs of existing and potential walkers and cyclists in their design and layout. The provision of facilities for cyclists, such as secure cycle parking (including lockers where appropriate) and changing rooms for both walkers and cyclists should also be incorporated in development schemes.
6.40 Account will also need to be taken of any specific proposals in the local transport plan, walking and cycling strategies and travel plans. Measures to give walkers and cyclists greater priority on existing and new highways will also encourage a greater number of journeys to be made by foot or cycle.
 
TRS12 PROVISION FOR PEDESTRIANS AND CYCLISTS
PLANNING PERMISSION WILL ONLY BE GRANTED WHERE A SAFE AND ATTRACTIVE ENVIRONMENT FOR CYCLISTS AND PEDESTRIANS, INCLUDING THOSE WHO ARE DISABLED OR HAVE LIMITED MOBILITY IS PROVIDED.
IN CONSIDERING APPLICATIONS FOR PLANNING PERMISSION, THE COUNCIL WILL REQUIRE THE FOLLOWING MEASURES TO BE INCORPORATED INTO THE DESIGN OF THE DEVELOPMENT:
(a) SAFE, CONVENIENT AND DIRECT PEDESTRIAN AND CYCLE LINKS TO EXISTING AND POTENTIAL WALKING AND CYCLING ROUTES NEAR TO THE DEVELOPMENT SITE;
(b) SAFE PEDESTRIAN AND CYCLE ROUTES WITHIN THE DEVELOPMENT SITE;
(c) THE PROVISION OF FACILITIES FOR PEDESTRIANS AND CYCLISTS, SUCH AS CHANGING ROOMS WITH SHOWERS AND SECURE CYCLE PARKING, AS APPROPRIATE TO THE SCALE OF THE DEVELOPMENT.
THE COUNCIL WILL SEEK TO NEGOTIATE LEGALLY BINDING AGREEMENTS WITH DEVELOPERS TO SECURE THE AGREED MEASURES WHERE THE USE OF PLANNING CONDITIONS IS LIKELY TO BE INEFFECTIVE.
THE BOROUGH COUNCIL WILL REQUIRE PROPOSALS FOR NEW HIGHWAYS AND THE UPGRADING OF EXISTING HIGHWAYS TO INCORPORATE SPECIFIC PROVISION FOR CYCLISTS AND PEDESTRIANS OR, WHERE APPROPRIATE, ROUTES FOR CYCLISTS THAT AVOID BUSY JUNCTIONS.
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6.41 Making the existing highways safer for cyclists and providing more attractive routes should help to increase the use of cycles as a choice of transport for both journeys to work as well as recreational journeys.
6.42 Strategic walking and cycling routes have been developed by the council along the valleys of the rivers Rother, Hipper and Holmebrook. The towpath of the Chesterfield Canal is also a major off-road walking and cycling route. It forms part of a national multi-user trail, the Trans Pennine Trail. The council has developed important links to this route from Brimington and New Whittington. An alternative section of this trail suitable for horse riders has been developed between Piccadilly Road (close to Chesterfield town centre) and Staveley via Tapton, Brimington Common, Westwood, Inkersall and the Arkwright Trail.
6.43 The council attaches great importance to the continuing development of a strategic network of walking and cycling routes throughout the borough. The council is a partner in the East Derbyshire Greenways Strategy, which aims to promote the development of strategic multi-user routes between settlements. Greenways are defined by the Countryside Agency as largely car-free, off-road routes for shared use by people of all abilities on foot, bike, or horseback. It also supports the development of further phases of Sustrans National Cycle Network Route 67 (formerly regional route 60), which is a walking and cycling link to the National Cycle Network. As part of the transportation management strategy for Chesterfield town centre, a number of safer walking and cycling routes linking neighbouring residential areas with the town centre will be identified.
6.44 The proposals map shows the strategic walking and cycling routes which the borough council will seek to promote during the plan period, as well as the existing routes which will be protected from inappropriate development.
 
TRS13 PROPOSED GREENWAYS AND STRATEGIC WALKING AND CYCLING ROUTES
THE COUNCIL WILL SEEK THE DEVELOPMENT OF THE FOLLOWING GREENWAYS AND STRATEGIC WALKING AND CYCLING ROUTES AND SAFEGUARD THEM FROM ANY OTHER PROPOSALS WHICH WOULD PREJUDICE THEIR CONSTRUCTION:
(a) HIPPER VALLEY PHASE 3;
(b) HOLMEBROOK VALLEY PHASE 2;
(c) HADY TRAIL;
(d) SUSTRANS NATIONAL CYCLE NETWORK ROUTE 67 PHASE 2;
(e) PARK ROAD TO RAILWAY STATION;
(f) PICCADILLY ROAD TO ROYAL HOSPITAL;
(g) CHESTERFIELD CANAL TOWPATH (EAST OF STAVELEY);
(h) SEYMOUR JUNCTION TO CLOWNE.
WHERE THE PROPOSED ROUTES LIE WITHIN DEVELOPMENT SITES, PLANNING PERMISSION WILL NOT BE GRANTED UNLESS THE ROUTE IS CONSTRUCTED AS PART OF THE DEVELOPMENT SCHEME.
CONTRIBUTIONS TO THE CONSTRUCTION OF ROUTES WILL BE SOUGHT WHERE DEVELOPMENT IS PROPOSED ON SITES IN CLOSE PROXIMITY TO SUCH ROUTES, TO SECURE WALKING AND CYCLING ACCESS.
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TRS14 PROTECTION OF FOOTPATH AND CYCLE ROUTES
PLANNING PERMISSION WILL NOT BE GRANTED FOR DEVELOPMENT PROPOSALS WHICH WOULD SEVER OR ADVERSELY AFFECT THE CONTINUITY OF THE STRATEGIC WALKING AND CYCLING NETWORK UNLESS AN ALTERNATIVE ROUTE OR ROUTES CAN BE SECURED TO THE SATISFACTION OF THE BOROUGH COUNCIL THAT ARE AS SAFE, CONVENIENT AND ATTRACTIVE AS THOSE BEING REPLACED.
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Public transport - bus services
6.45 Improving bus services and facilities for bus passengers offers the greatest potential for achieving reduced reliance on the car, helping to reduce congestion and improving air quality. A large proportion of the community, particularly women, children, elderly and disabled people, still depend on public transport (especially buses). The maintenance and enhancement of existing services and facilities is considered essential to improving the quality of life of communities in the borough, particularly where car ownership levels are still low and to promote social inclusion.
6.46 The Chesterfield area boasts some of the highest levels of bus use in the county and through the Local Transport Plan there are proposals to comprehensively upgrade and improve the bus network, including the primary bus routes to the town and improving facilities within the town centre of Chesterfield. Major developments that significantly increase traffic will need to ensure that this is managed in a sustainable manner. The council will seek appropriate contributions towards improving the bus network and service. Whilst each case will be considered on its merits, as a guide developments of 1000m2 or more of commercial floorspace and 20 dwellings or more will be considered to be major developments for the purposes of policy TRS16.
6.47 A first phase of improvements for bus passengers in Chesterfield town centre included a major upgrading of the existing bus stops at New Beetwell Street, thereby creating a small transport interchange. This provides sheltered waiting areas and enhanced pedestrian/bus facilities.
6.48 A second phase has recently been completed at the existing bus station on the south side of New Beetwell Street for the benefit of bus, express coach and excursion coach users. This has provided increased capacity for local bus services, providing suitable drop off and pick up points for express coach services as well as parking facilities for cars, taxis and private hire vehicles to facilitate transport integration. Passenger facilities has been improved by the provision of sheltered waiting areas, refreshment facilities and toilets. Opportunities to reduce the level of traffic along New Beetwell Street will also be examined.
6.49 Elsewhere within the town centre and on the approach routes to the centre, the provision of bus priority measures would reduce journey times and maintain the profile of bus travel. Some of these measures are proposed in the Local Transport Plan while others will be achieved in conjunction with development proposals and the council will seek contributions, where appropriate, to relevant improvements in public transport services and facilities.
6.50 Improvements to public transport through traffic management schemes will also assist the regeneration of the Staveley area and form a key element of the Local Transport Plan for that area.
6.51 The creation of park and ride or park and walk sites in appropriate locations can be another mechanism to deliver sustainable transport objectives. Where appropriate the council will require developers to include in their transport assessments an evaluation of the potential for including park and ride or park and walk facilities within their proposals.
 
TRS15 PROVISION FOR BUSES
WHERE APPROPRIATE, PLANNING PERMISSION WILL BE GRANTED FOR BUS PRIORITY MEASURES.
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TRS16 CONTRIBUTIONS TO PUBLIC TRANSPORT INFRASTRUCTURE
PLANNING PERMISSION WILL ONLY BE GRANTED FOR MAJOR DEVELOPMENTS WHICH MAKE APPROPRIATE PROVISION FOR, OR CONTRIBUTE TOWARDS, PUBLIC TRANSPORT INFRASTRUCTURE AND/OR PARK-AND-RIDE/ WALK FACILITIES TO MANAGE INCREASED TRAVEL DEMAND IN A SUSTAINABLE MANNER.
THE COUNCIL WILL SEEK TO NEGOTIATE THE PROVISION OF SUCH MEASURES THROUGH LEGALLY BINDING AGREEMENTS WITH THE DEVELOPER WHERE THE USE OF PLANNING CONDITIONS IS LIKELY TO BE INEFFECTIVE.
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Public transport - rail services
6.52 Chesterfield is well served by passenger rail services to London and South Yorkshire along the M1 corridor; between the north east and Scotland and the south west; and between East Anglia and the north west and into Yorkshire. These services provide opportunities for both long distance rail travel as well as more local commuting trips.
6.53 Access to the rail network from the eastern side of the borough is less good. There are no passenger rail services between Chesterfield and Staveley and onward links to North Nottinghamshire and South Yorkshire. Whilst the development of new rail links are likely to be expensive it is necessary to investigate such links for the potentially high quality service they could offer for longer journeys. Paragraph 6.13 refers to the new passenger rail links and increased passenger services on existing routes proposed by the M1 multi-modal study. These new links and new rail station at Markham Vale will be safeguarded by Policy TRS2.
6.54 Chesterfield railway station lies beyond the eastern edge of the town centre making access to it by foot, cycle and bus from the main shopping and office areas difficult. The recent redevelopment of the station and increases in car parking provision should encourage greater use of rail services. The implementation of improvement plans for the station forecourt has improved the attractiveness of the station to all users with better bus interchange, cycling and disabled persons facilities and more attractive walking and cycling routes on the approaches to the station, including improvements to the Corporation Street bridge route. Further improvement of routes to create good quality, safe links to the station from all quarters of the town will be supported. These improvements, and those improving access by buses, will help to discourage single occupancy private car use.
6.55 The creation of an alternative vehicular route to the station from Hollis Lane would improve vehicular access between the station and the primary road network to the south and east of the town. This route would be particularly convenient for buses routed on the A632 and could also assist access to the station for walkers and cyclists. It would also help to ease traffic congestion through the town centre on St.Mary's Gate. Such a link could be created as part of any redevelopment opportunities which might arise in this area.
 
TRS17 IMPROVING ACCESS TO THE RAILWAY STATION
PLANNING PERMISSION WILL NOT BE GRANTED FOR DEVELOPMENT WHICH WOULD PREJUDICE THE IMPLEMENTATION OF A NEW VEHICULAR ACCESS TO THE RAILWAY STATION FROM HOLLIS LANE AS SHOWN ON THE PROPOSALS MAP.
DEVELOPMENT ADJACENT TO THE SAFEGUARDED ACCESS SHOULD INCORPORATE IMPROVED PEDESTRIAN AND CYCLE ACCESS TO THE STATION.
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Rail freight
6.56 Moving freight by rail is becoming increasingly important particularly for bulk traffic and long distance and international movements. Rail freight needs to be further developed and encouraged in order to reduce the negative environmental impact of moving freight by road.
6.57 The borough council supports the proposal by Central Railways to create a new freight link between the north west of England and Europe. This route would use existing rail lines within the borough.
6.58 The safeguarding of rail lines in the Staveley area in connection with the Markham Vale proposals, including the potential for a new freight terminal, has already been highlighted at paragraph 6.13 and policy TRS 2.
6.59 Opportunities may exist in the future for the redevelopment for employment purposes of employment land adjacent to rail lines, thereby increasing the potential for moving freight by rail. The council will require developers to examine the potential for providing suitable facilities to enable the transportation of freight by rail in connection with such proposals.
 
TRS18 PROVISION FOR THE DEVELOPMENT OF RAIL FREIGHT FACILITIES
LAND ADJACENT TO DISUSED AND OPERATIONAL RAIL LINES WILL BE SAFEGUARDED FROM DEVELOPMENT WHICH WOULD PREJUDICE THE POTENTIAL FOR RAIL FREIGHT LINKS AND RAIL-BASED DISTRIBUTION ACTIVITIES.
IN CONSIDERING APPLICATIONS FOR DEVELOPMENT ON LAND ADJACENT TO RAIL LINES, THE COUNCIL WILL REQUIRE DEVELOPERS TO EXAMINE THE POTENTIAL FOR THE PROVISION OF APPROPRIATE INFRASTRUCTURE TO FACILITATE THE MOVING OF FREIGHT BY RAIL.
 
 
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