 |
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TRANSPORT |
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| 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.
|
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INTEGRATED TRANSPORT INFRASTRUCTURE
|
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Tl |
PROPOSALS TO ASSIST
THE DEVELOPMENT OF AN INTEGRATED TRANSPORT NETWORK. |
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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:- |
| |
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(i) |
Improvement and extension of the footway,
footpath, cycleway and bridleway networks. |
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(ii) |
New or improved bus and rail stations
including better interchange facilities with other modes. |
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(iii) |
Measures to improve the capacity of
the rail network. |
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(iv) |
Interchange and park and ride facilities.
|
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(v) |
Bus priority measures. |
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| 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. |
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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. |
 |
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|
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PUBLIC TRANSPORT PROVISION
AND IMPROVEMENT |
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T2 |
SAFEGUARDING OF LAND
FOR SOUTH HAMPSHIRE RAPID TRANSIT SYSTEM |
| |
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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. |
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| 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. |
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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.
|
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T3 |
SAFEGUARDING FOR OTHER
SCHEMES |
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Development will not be
permitted where this conflicts with land safeguarded for the construction
of: - |
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|
(i) |
A continuous footway on the western
side of West Lane from Woodlands Lane to Charleston Close, Hayling
Island. |
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(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.
|
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(iv) |
An extension of Selbourne Road through
to Solent Road, Havant. |
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|
|
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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).
|
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IMPAIRED MOBILITY |
|
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T4 |
THE NEEDS OF PEOPLE
WITH DISABILITIES AND MOBILITY PROBLEMS |
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|
Development regularly visited
or used by the public will be required to provide suitable access
and facilities for people with disabilities or restricted mobility. |
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|
| 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 |
|
|
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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.
|
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|
|
| 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.
|
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NEW DEVELOPMENT |
| |
DEVELOPMENT LOCATION |
|
|
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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. |
|
|
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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. |
|
|
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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 |
| |
|
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 |
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| B) Waterlooville Town Centre Action Area Local
Plan |
Proposal
Number |
Proposal |
| 4 |
The improvement of Forest End roundabout |
| 21 |
Traffic management |
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| 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 |
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| 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) |
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