The future economic and social well-being of the district will be largely dependent upon efficient systems of transportation.  People should be able to move easily between their homes and centres of employment, shopping and recreation.  Efficient transportation systems may also help to attract new investment into the area.  Transportation infrastructure and the traffic which uses it should, however, be environmentally acceptable and safe.   

Responsibility for transport matters rests, generally, with agencies other than the District Council.  The Highways Agency, on behalf of the Secretary of State for the Environment, Transport and the Regions, is responsible for the provision and maintenance of trunk roads, and Nottinghamshire County Council is the Highway Authority for the remainder of the road network and also the Public Transport Co-ordinating Authority.  The District Council's principal role, therefore, is to seek to ensure, through consultation and discussion, that land use proposals and their traffic implications are fully considered through the Local Plan process.

This chapter deals with the proposed highway schemes of the Department of the Environment, Transport and the Regions, and the County Council.  It also outlines the various highway improvements and traffic management measures proposed to alleviate some of the traffic problems of the district.  In addition, policies are included on car parking, pedestrian and cycle routes and horse riding.

The accessibility of the District to the rest of Nottinghamshire and the UK is important to the area's economy, particularly the potential to attract new industry and commerce.  The District benefits from a central location in the national transport network.  Main roads forming the strategic network include all trunks roads, County primary roads and County non-primary routes of more than local importance, which, in Newark and Sherwood District, are the A1(T), A17(T), A46(T), A614(T), A617 and A6097.  The County Council has also included the A612 and A1133 as part of the strategic road network in the Structure Plan Review.  The A616 and A6075, which are major secondary roads, also serve the District (see Figure 10.1).  The District's trunk road network is of national importance and connects the area with regions lying beyond the East Midlands.  The remainder of the network referred to above connects locally important centres of population.

In July 1998, the Department of the Environment, Transport and the Regions published "A New Deal for Trunk Roads in England". Among the proposals contained in that document were the following:

• A46 Newark to Lincoln Improvement: included within a proposed Targeted Programme of Improvements
• A46 Newark to Widmerpool Improvement: withdrawn from the National Trunk Road Programme
• A17 Newark to Kings Lynn and A614 Nottingham to Bawtry: proposed for de-trunking.

The District Council favours the re-instatement of the A46 Newark to Widmerpool Improvement in the National Trunk Road Programme.  The Council is concerned that, on completion of the proposed dualling between Newark and Lincoln, the single carriageway section between Newark and Widmerpool would become an unacceptable bottleneck.  It intends to make these views known in the course of the consultation process linked with the proposed Review of Regional Planning Guidance.

The Nottinghamshire Structure Plan Review makes provision for the following Nottinghamshire County Council major highway schemes:

• A617 Rainworth By-pass;
• A612 Southwell By-pass;
• A1133 Collingham By-pass; and
• A617 Kelham By-pass.

While the District Council accepts some new road building is required, it considers that it is also important to undertake traffic management and calming schemes to limit the impact of vehicles and provide an improved environment for residents, pedestrians, cyclists and horse riders. Newark and many of the larger villages are affected by heavy goods vehicles using unsuitable roads, particularly in residential areas.  These problems may be alleviated by weight restrictions, traffic calming and other traffic management measures, including bus priority schemes, where appropriate.

The district is well placed on the rail network (see Figure 10.1).  There is a fast and efficient rail link from Newark to the north and south on the East Coast Main Line, soon to include a direct link to the Continent.  In addition, the villages in the Trent Valley are served by the Nottingham-Lincoln railway line, part of which is embraced by Nottinghamshire County Council's Greater Nottingham Area Rail Development Strategy.  There are also opportunities to extend passenger use onto the existing mineral lines in the western part of the District, which are safeguarded, in their own right, in accordance with Nottinghamshire Structure Plan Review Policy 5/3.  There is potential to link the villages of Edwinstowe, Ollerton and Boughton to the Robin Hood Line.

The District Council will seek to safeguard the place of the rail network within the wider transportation system and levels of rail service provision.

The bus network is focused on Newark, with links to Nottingham and Lincoln.  The larger settlements   also   have   bus   services, with the villages in the western part of the District linked to Mansfield.   The more rural villages have limited services.  Over the last few years, there has been a growing awareness that unchecked growth in car usage cannot be sustained and that a greater proportion of movement should be met by public transport.  The District Council will support efforts to extend the bus network and increase the frequency of existing services to meet prevailing needs.

At present, water transport plays only a small part in the distribution of goods.  The River Trent is a commercial waterway providing a direct link to Gainsborough and the Humber ports, as well as the commercial waterways of Yorkshire.  The Council will support the increased use of the River Trent, subject to environmental safeguards in accordance with Policy 5/15 of the Nottinghamshire Structure Plan Review.

In managing traffic growth, it is important to plan settlements in a manner which will ensure development is located where it is most efficiently served by a variety of modes of transport.  The spatial strategy set out in this Plan seeks to focus development in Newark and the main settlements, where existing services are accessible to all sections of the community.  The strategy also seeks to make use of derelict and under-used land and to enhance opportunities for public transport, cycling and pedestrian movement.  In general terms, this follows the guidance in PPG13 "Transport" and RPG8 "Regional Planning Guidance for the East Midlands." It also accords with the policy emphasis of the Government's White Paper on the Future of Transport, published in July 1998.

Central Government Guidance

The District Council has taken account of PPG12, which includes guidance on the content of local plans, specifically on the need to include policies and proposals relating to the development of the transport network, the management of traffic, the control of car and lorry parking and the improvement of cyclist and pedestrian safety.  The PPG also advises that local plans should elaborate on proposals for improving the primary route network and identify other proposed new roads and improvements of a non-strategic nature.  Land required for road schemes to be commenced within about 10 years should be safeguarded.

PPG13 "Transport" updates and broadens earlier advice, in the light of the new status of development plans and the need to develop sustainable settlement patterns and transportation systems.  The key aim of the guidance is to ensure that Local Authorities implement their land use policies and transport programmes in ways which help to:

• reduce growth in the length and number of motorised journeys;
• encourage alternative means of travel which have less environmental impact; and
• reduce reliance on the private car.

In particular, the PPG indicates that development plans should aim to influence the location of different types of development, relative to transport provision, and to foster forms of development which encourage walking, cycling and public transport use.  They should also seek to revitalise traditional urban centres, improve their attractiveness as places to live, work and shop, and maintain their competitiveness.

PPG13 also sets out the Government's policy on development control in relation to the trunk road network.  In general, the policy on all-purpose trunk roads is to restrict the formation of new accesses, so that they may continue to perform their functions as roads for the safe and expeditious movement of long-distance traffic.  This policy is applied most strictly to fast sections of rural trunk roads and roads of near-motorway standard.

The Government's White Paper on the Future of Transport, published in July 1998, develops the policy emphasis of PPG13 and embodies new thinking on integrating transport with other aspects of Government policy.  It also establishes a framework within which the Government's detailed transport policies will be taken forward.  Some of the proposals will require legislation.  Supporting documents, which set out fuller details of what is intended, will be published in due course.

Regional Planning Guidance for the East Midlands

The Guidance states that land use planning and the planning of transport policies and infrastructure should be co-ordinated, to provide a better relationship between homes, workplaces and other activities, so as to minimise the need to travel.  In addition, plans should also encourage the use of energy efficient modes of transport and facilitate environmental improvement, at both a local level and in the wider global context. 

The Guidance emphasises that the efficient, cost-effective and safe movement of people and goods is essential for the economic prosperity of the East Midlands.  The need for improvements to cross-regional routes between the A1 and the M1, to the north of Nottingham, which could assist in regenerating economic activity in the Nottinghamshire/Derbyshire Coalfield, is also highlighted.

Nottinghamshire Structure Plan Review

In order to achieve the aims of the Local Plan, the District Council will seek to secure implementation of the following objectives:

• early implementation of the dualling of the A46, including by-passes for Farndon, East Stoke and Brough;
• early implementation of by-passes for Rainworth, Southwell, Collingham and Kelham;
• highway improvements in the western part of the District - to facilitate improved access to employment sites;
• a traffic-free shopping environment in Newark;  
• to safeguard road improvement lines;
• to ensure there are sufficient and conveniently located parking spaces in existing centres;
• to encourage a comprehensive public transport system and easily accessible termini;
• to meet the transport needs of all residents, including pedestrians, cyclists, horse riders and those with limited mobility;
• to ensure that development which generates substantial amounts of traffic is located on, or close to, the main road network; and
• to provide for roadside services and facilities.

The Department of the Environment, Transport and the Regions and Nottinghamshire County Council have various proposals for the improvement of the highway network in the District.  These schemes will be safeguarded by the District Council and are briefly outlined below.

A1(T)

Developing proposals for the upgrading of the A46(T) to dual carriageway standard between Lincoln and Widmerpool were among the schemes reviewed in "A New Deal for Trunk Roads in England" - published by the Department of the Environment, Transport and the Regions, in July 1998.  The outcome of that Review and the District Council's response to it are set out at paragraph 10.6, above.

Heavy traffic passing through Rainworth creates environmental problems of noise and pollution.  There is also conflict between pedestrians and other road users, as Kirklington Road passes through the village centre and alongside Python Hill School.  The District Council considers that a by-pass is urgently needed, both to relieve problems in the village and improve strategic highway links.  Land will therefore be safeguarded for that purpose and the District Council will encourage the early implementation of a scheme. The route approved for the By-pass is to the north of the village and is illustrated on the Proposals Map.  The District Council will encourage the provision of a multi-user route, alongside the road, as part of the scheme.

Road traffic passing through Southwell creates environmental problems and increases conflict between pedestrians and road users.  The approved Nottinghamshire Structure Plan Review indicates that land will be safeguarded for an A612 Southwell By-pass. That scheme is included in the County Council's current Transport Policies and Programme as a long-term project.

Heavy traffic passing through the village of Collingham creates environmental problems of noise and pollution, and increases conflict between pedestrians and road users.  The approved Nottinghamshire Structure Plan Review indicates that land will be safeguarded for an A1133 Collingham By-Pass.  That scheme is included in the County Council's current Transport Policies and Programme as a long-term project (2006-2011).

Heavy traffic passing through the village of Kelham creates environmental problems of noise and pollution, and increases conflict between pedestrians and road users.  The Structure Plan Review makes provision for a Kelham By-pass.  A line for a by-pass has been identified to the south of the village and this is illustrated on the Proposals Map. Land is to be safeguarded for its construction.

Southern Relief Road, Newark

The District Council considers that a new road to the south of Newark (joining the A1(T) at Balderton with the A46(T) at Farndon) is necessary.  A Southern Relief Road would, in the Council's view, remove existing heavy vehicles and other traffic from Hawton Lane, Bowbridge Lane and Boundary Road.  It would also reduce traffic in the residential suburbs in the southern part of the town and Hawton village, as well as on London Road.  Furthermore, it would facilitate access between the proposed new community at the former Balderton Hospital and the A46(T).

Averham Relief Road

National Power has been granted permission for a new power station at Staythorpe, adjacent to the existing power station.  To accommodate traffic generated by the proposal, the power company has constructed an Averham Relief Road, linking the A617 to Staythorpe Road, and undertaken improvements to Staythorpe Road.

Improvements to the Highway Network in the Western Part of the District

The accessibility of the western part of the District to the rest of Nottinghamshire and beyond will have an important bearing on its future economic well-being, particularly its ability to attract new industrial investment.  A number of important primary routes pass through that area.  However, many highways, notably east-west routes, are in need of considerable improvement, due to their limited capacity and because some pass through village centres and residential areas.

The District Council wishes to attract significant new industrial investment to Boughton Industrial Estate, in order to provide much needed employment opportunities for local residents.  The existing highway infrastructure detracts from the attractiveness of the Estate and is in need of improvement, particularly the bends to the west of the Estate.  Nottinghamshire County Council has a scheme for the improvement of these bends which will be safeguarded.  The proposed improvement line is illustrated on the Proposals Map.  The District Council will encourage the early implementation of the scheme.

Assessment of Improvements to the Highway Network

The District Council will wish to give very careful consideration to emerging proposals for new roads and improvements to existing highways.  When commenting on such proposals, the Council will assess schemes in relation to the following criteria:

• the effect on the amenity and safety of non-motorised users, particularly in relation to horse riders using bridleways and roads in the area affected by the scheme;
• the impact upon sites of nature conservation interest, important landscape features and areas of archaeological importance;
• the impact upon the best and most versatile agricultural land and the management of farming enterprises;
• the impact upon rivers, floodplains, washland areas and upon other watercourses; and
• the effect on the amenities of nearby residents, particularly in relation to noise and visual intrusion.

In accordance with the general guidance contained in PPG13, the County and District Councils are working closely together to give pedestrians priority in the core area of the town, where streets are being re-surfaced in high quality traditional materials. Both Councils consider that pedestrianisation is likely to boost the attractiveness of the town centre, principally for shopping.

Many streets within the historic core of Newark, with their narrow carriageways, footways and awkward junctions, are unable to accommodate both vehicles and pedestrians safely.  With a view to ameliorating vehicular/pedestrian conflict, Nottinghamshire County Council first introduced a restriction on vehicular access to the Market Place, Church Street, Bridge Street and Stodman Street (part) in the mid-1980s.  At the same time, restrictions were placed on Cartergate between 10.00 a.m. and 4.00 p.m.  These measures established the benefits of pedestrianisation.

In 1992, the County Council introduced a comprehensive traffic management scheme for Newark town centre - to improve and reinforce pedestrian priority measures. The proposals included pedestrianisation measures for the north-western end of Baldertongate, between Cartergate and London Road Car Park, and also for Cartergate itself.

London Road Car Park continues to be used by motorists as a through route between London Road and Baldertongate.  The layout of the majority of parking bays, with a wide central corridor, allows vehicles to be driven through the car park at relatively high speeds, endangering unsuspecting pedestrians.  The opening of Newark Library, at Beaumond Gardens, has increased pedestrian movements across the car park.

Disabled people encounter a wide range of problems in moving around Newark town centre, whether by car, on foot or in a wheelchair.  The District Council will therefore endeavour to ensure that the needs of disabled people are taken into account when implementing environmental works, which are designed to complement the Town Centre Traffic Management Scheme and to enhance the Conservation Area.  The District Council will also seek  to ensure that improvements are made to the public transport system, to increase accessibility for people with mobility handicaps.

If pedestrian priority measures in Newark town centre are to be successful, it is essential that routes around that area are able to carry traffic safely and efficiently.  Sherwood Avenue and Friary Road form one side of an orbital route.  The other roads comprising that route include London Road, Lombard Street, Castlegate, Bargate, Queens Road and Sleaford Road. 

Sherwood Avenue, Beacon Hill Road and Friary Road have very different characteristics.  Sherwood Avenue has mixed residential/ commercial development fronting the highway.  As redevelopment has taken place on its eastern side, new development has been set back to allow for possible road improvements. 

Beacon Hill Road is only 6 metres wide at its western end.  Residential properties front both sides of the highway for most of its length.  Many of the properties do not have good off-street parking facilities and the free flow of traffic is therefore frequently interrupted by parked vehicles.  Parking in the area is a problem which is made worse by the daily influx of students to Newark and Sherwood College.

Friary Road is by far the widest of these three roads, with residential properties on its eastern side and Newark and Sherwood College and Friary Gardens to the west. 

Pedestrian movements in the area are considerable, particularly across Sherwood Avenue, in the vicinity of the Barnby Gate junction.  There are also heavy pedestrian flows in the area surrounding Newark and Sherwood College. 

The injury accident record for 1985/86 showed that a considerable number of accidents occurred on the eastern section of the orbital route.  In response to a high incidence of accidents at the Sherwood Avenue/Barnby Gate junction, a scheme to install traffic signals, including pedestrian crossing facilities, and an advanced stop line for cyclists, was carried out in 1987.

The County Council's proposed strategy for Sherwood Avenue/Friary Road will follow the principle that, as property is redeveloped, it should be set back to permit carriageway improvements to take place.  Land would thus be safeguarded for the carriageway and junction improvements required to bring the route up to an appropriate standard.  A scheme for the improvement of the Beacon Hill/Friary Road junction was carried out in 1995.

B6326 London Road

London Road is an important highway linking Newark town centre with Balderton and the A1 to the south.  The road is wide, with a large number of side roads and accesses throughout its length.  Five schools and a sports complex are either served directly from, or are located in the vicinity of, London Road.  These institutions generate large numbers of young pedestrians and cyclists, creating a serious conflict.  With the existing background traffic level at about 14,000 vehicles per day, the Newark Relief Road has had little effect on traffic conditions on London Road. 

In response to a high incidence of accidents on the Baines Avenue-Grove Sports Centre length of the road, a scheme involving central refuges and lay-bys was carried out in May 1987.  The London Road Cycle Track, which extends from Baldertongate, Newark to Mount Road, Balderton, was officially opened in September 1993.  An improvement to the southbound capacity of the junction of London Road, Sherwood Avenue and Bowbridge Road was completed in June 1994.

The County Council's Heavy Goods Vehicle County-wide Survey Annual Review (1993-1994) noted that the Boundary Road area was the highest scoring location in the County where no scheme to deal with HGVs was programmed.  However, the County Council considers that a weight restriction could not be applied to Boundary Road until an alternative route for HGVs is established.  The area over which restrictions would need to apply would extend to routes through the Hawtonville Estate.  The length of the necessary diversion would therefore be extensive.  Enforcement would be difficult and HGV traffic could be diverted onto routes such as London Road. 

The District Council considers that satisfactory provision for car parking close to Newark town centre is vital, if that area is to function effectively as a shopping and service centre, as well as a place of employment. The District Council acknowledges that provision for town centre car parking should also take account of Government Guidance in PPG13 (Transport) and PPG6 (Town Centres and Retail Developments), and emerging guidance linked with the development of integrated transport policies, as well as Nottinghamshire County Council's car parking guidance.

Taking all these factors into account, the District Council's strategy for car parking in the town centre is based on the following aims:

• to ensure that there are sufficient spaces to cater for anticipated needs, particularly for short-term parking (notwithstanding, the Council also intends to relate the management of car parking provision to proposals for the promotion of improvements to the availability and quality of public transport);
• to ensure a good geographical distribution of parking space within and around the town centre;
• to remove on-street parking where it is prejudicial to the amenities of local residents; and
• to regulate provision of private parking spaces in the town centre, in ways which are likely to encourage the more widespread use of modes of transport other than the private car.

There are over 2,400 off-street parking spaces in Newark's managed car parks.  All the surface car parks and the two multi-storey car parks are well used, particularly on Wednesdays, Fridays and Saturdays, and there are very few vacant spaces at peak times.  Most of the cars using the car parks are parked for a short period of time, in connection with shopping trips.  However, there is a significant amount of parking in excess of 4 hours - at the Tolney Lane Car Park and the new Livestock Market Car Park.

In view of the need for short-term parking spaces, particularly for shoppers, in the town centre, the District Council considers it essential that the existing number of car parking spaces in town centre managed car parks be retained.  Planning permission will therefore only be granted for the redevelopment of the town centre's managed surface car parks, if the spaces lost could be replaced in appropriate and convenient locations.

There are some 900 spaces in private car parking areas around Newark town centre. The loss of some of those spaces, through redevelopment or the extension of existing premises, for example, would accord with the objectives of PPG13.  The latter document urges that parking requirements be kept to the operational minimum and that "Authorities should seek to encourage appropriate redevelopment or re-use of existing private parking ….. to revised standards ……".   The District Council will therefore be prepared to grant planning permission for development in the town centre which involves the loss of private car parking spaces, provided that operational provision remains consistent with the proposed use and the loss of existing parking spaces would not cause traffic problems in nearby streets.  The Council will seek, by means of a planning obligation, a contribution from a developer towards appropriate transportation initiatives (including measures to assist public transport, walking and/or cycling) intended to compensate for the loss of parking provision within the site.  In assessing the merits of individual planning applications, the Council will have regard to both the Guide to Car Parking Standards for New Developments, published by Nottinghamshire County Council in conjunction with the District Council, and the County Council's Interim Parking Standards (see Policy T25 and supporting text).

PPG13 urges that parking requirements be kept to the operational minimum and declares that authorities should refuse planning permission for private car parks which do not meet the strategic aims of the plan.  In considering proposals for commercial development within the town centre, the District Council will, in accordance with that Guidance, therefore expect on-site parking to meet only the operational requirements of the proposed use and will seek, by means of a planning obligation, a contribution from a developer towards appropriate transportation initiatives (including measures to assist public transport, walking and/or cycling) intended to compensate for the absence of non-operational parking within the site.  In assessing the merits of individual planning applications, the Council will have regard to both the Guide to Car Parking Standards for New Developments, published by Nottinghamshire County Council in conjunction with the District Council, and the County Council's Interim Parking Standards (see Policy T25 and supporting text).

Considerable variety and interest is added to Newark town centre by the area's footpaths and alleyways.  Those routes often include shops and other features of similar interest.  Recent redevelopment schemes, including the Bargate Centre, have respected such routes and created new ones.  In accordance with the general guidance contained in PPG13, the District Council will seek to protect existing pedestrian routes and will encourage the provision of additional ones in future redevelopment or other schemes. 

Further afield, the District Council considers that there is a need to ensure that there are good pedestrian links between residential areas on the fringe of the town centre, the riverside and town centre shopping areas.  The Council will also explore opportunities for extending the existing network of rights of way between the town and the surrounding countryside.

The 1991 Census revealed that, at that time, just under 3.5% of Nottinghamshire's workforce travelled to work by bicycle.  The comparable figures for Wards within Newark, Balderton and Farndon were as follows:

Even so, there is judged to be potential for increased cycle use in the town.  Accordingly, a Newark Cycling Development Strategy has been developed by the Newark Cycle Working Group, a body established in 1994 which embraces the following membership:  Nottinghamshire County Council, Newark and Sherwood District Council, Nottinghamshire Constabulary, Newark Town Council and local cycling groups.  The Strategy forms an integral part of the County Council's latest Transport Policies and Programme submission to the Department of the Environment, Transport and the Regions.  It lists a number of specific    short-term     cycle     route     proposals.

In co-operation with the County Council and in accordance with Strategy proposals shown on the Proposals Map, the District Council will therefore seek to improve and extend the existing network of cycle routes in the town and in its vicinity.

The London Road Cycle Track, which extends from Baldertongate, Newark to Mount Road, Balderton, was officially opened in September 1993.  A cycle route alongside the A46(T) (from its junction with the Newark Relief Road to Long Lane) was opened in March 1995.  A Farndon Road cycle route was opened in June 1995 and a Northern Road route has since been implemented.

The provision of further cycle parking in Newark is planned.  Off-highway links will also be provided, where appropriate.

Finally, the District Council is prepared to negotiate with developers proposing major development schemes potentially offering scope for significant use by cyclists, in order to achieve:

provision of appropriate extensions or linkages to the cycle route network shown on the Proposals Map, and

PPG13 points out that traffic management can be a useful tool in improving the quality of local neighbourhoods and making the streets safer for children and adults.  The PPG suggests that measures to enhance the street environment and improve road safety should be considered for sensitive locations, such as residential areas, shopping streets and areas near schools.

The District Council is aware of a number of traffic problems in the remainder of the district, which could possibly be alleviated or solved by the introduction of appropriate traffic management or traffic calming measures.  The Structure Plan Review makes provision, under a number of headings, for traffic management and traffic calming measures to be undertaken.  The District Council will therefore co-operate with the County Council, in carrying out comprehensive surveys of the traffic management requirements of the area, identifying areas which would benefit from traffic management and traffic calming measures, and drawing up a list of priorities for consideration. This information will be used in the formulation of the County Council's Traffic Management Programmes and the District Council's Environmental Improvement Programmes.  The District Council will work closely with the County Council, with a view to drawing up an appropriate programme of schemes and priorities.

Western Part of the District

Southern Part of the District

Largely in response to widespread local concern in many of the area's settlements, especially those on the A612, the District Council considers that a need exists for comprehensive surveys of the traffic management requirements of the area.  The Council will therefore co-operate with Nottinghamshire County Council in carrying out such surveys, with the main objective of identifying problem areas and priorities and, ultimately, implementing appropriate measures designed to improve environmental conditions in the area's settlements.  Initial discussions with the County Council will be focused on the principal concerns of consultees who made representations on the emerging Local Plan.  Consultation with appropriate Parish Councils will take place during the evolution of the respective schemes.  The District Council considers that Southwell is a priority area for suitable measures.

Car Parking in Villages

There are car parks within the village centres of the larger settlements, with others served by parking bays and on-street parking.  The car parks are vital, if the village centres are to function effectively as shopping and service centres.  They are well used and must therefore be retained, if centres are to remain attractive for shoppers in future.  If proposals are brought forward for their redevelopment, the District Council will ensure that spaces lost are replaced in appropriate and convenient locations.  The District Council will also seek to remove on-street parking, where this is prejudicial to road safety, and will examine the options for additional parking provision in village centres.

There is an urgent need to increase the number of available car parking spaces within the village centre of Ollerton.  The District Council will therefore seek to ensure additional provision in that centre, principally for shoppers.  

The District Council will examine the options for additional parking provision in other village centres.  In particular, the Council will monitor the adequacy of existing off-street parking provision in Southwell village centre and will, if necessary, consider proposals intended to overcome any deficiencies which are identified.  There may also be instances in which the voluntary release of privately or institutionally controlled parking spaces, for public parking, would be both feasible and beneficial.

In Policy 5/5, the Nottinghamshire Structure Plan Review indicates that measures will be undertaken to increase safety, convenience and enjoyment for cyclists and pedestrians.

Pedestrians are a potentially vulnerable section of the travelling public, including a high proportion of young and elderly people, moving about in an environment which is often dominated by motor vehicles.  The District Council will therefore wish to ensure that every available opportunity is taken to increase pedestrian safety and to reduce conflicts with other users of the public highway.  In particular, the Council will seek to:

• improve environmental standards and introduce additional facilities within existing pedestrian areas and other areas which could be accorded pedestrian priority status;
• improve or extend the existing network of pedestrian routes in and around Southwell town centre and from the town to the surrounding countryside; and
• investigate the potential for long-distance footpaths and long-distance routes for joint use by walkers, cyclists and horse riders.

In Policy 5/5, the Structure Plan Review also makes provision for the existing network of cycle routes in the Greater Nottingham area to be extended within the County.  The District Council is concerned that, although cycling offers a potentially relaxing way of spending leisure time, there are few inviting routes suitable for the recreational cyclist which are also safe for young people.  The District Council will therefore seek to secure a safe network of cycle routes, taking account of the needs of the recreational cyclist, in discussions with the County Council, other organisations and landowners.

Finally, the District Council is prepared to negotiate with developers proposing major development schemes potentially offering scope for significant use by cyclists, in order to achieve:

Provision for Cycling and Horse Riding along the B6034

Horse riding is a popular leisure activity in Newark and Sherwood District, although there are few safe routes. In co-operation with Nottinghamshire County Council and landowners, the District Council will therefore seek to secure a safe network of roadside and off-road routes for horse riders.  Opportunities to provide multi-user routes, suitable for horse riders, cyclists and walkers, will also be considered.  Access to all such routes by motorised, off-road vehicles would be considered inappropriate.

PPG13 indicates that development plans should aim to foster forms of development which encourage the increased use of public transport.  The Structure Plan Review includes various measures intended to help increase the availability and quality of public transport in Nottinghamshire, and to help relate new development to public transport provision. The District Council welcomes and endorses these proposals.

The maintenance and improvement of the local public transport system is important for two main reasons.  Firstly, many people, particularly the young and the elderly, are dependent upon public transport to provide access to essential services and employment.  Secondly, greater use of public transport could have environmental benefits, reducing congestion on the road network and the overall volume of damaging emissions from motor vehicles.  While the provision of rail and bus services lies outside the control of the District Council, opportunities will be taken to influence the frequency and routing of those services, in an effort to ensure that all parts of the District are adequately served.

Bus Services

As a result of the Transport Act 1985, bus services throughout Nottinghamshire are subject to continuing revision.  Operators may introduce, modify or terminate services merely by giving the required period of notice.  The longer term effects of de-regulation cannot be predicted but, for the present, the situation remains fluid and rapid changes to the quality of service provision continue to occur.  The Act requires the County Council to approve and review policies for public transport throughout the County and "make arrangements to secure socially necessary services."  This requirement will form the basis on which development of bus transport in the District is undertaken.

In determining which settlements would be suitable for new development, the availability of adequate public transport was taken into account, in accordance with PPG12 and PPG13.  Residents in villages in which significant development is proposed clearly require regular services providing access to jobs and essential facilities.  The County Council will therefore be urged to help ensure that most villages have daily bus services to their nearest employment centre.  The District Council will continue to bring all matters of concern relating to the adequacy of local bus service provision to the County Council's attention. 

PPG13 indicates that development plans should aim to foster forms of development which encourage the use of public transport.  The District Council considers that Newark's present Bus Station is very well located to serve the Central Shopping Area of the town centre. Ideally, such a facility should therefore be retained at the present Lombard Street site - in the event of any redevelopment proposal for that site.  Alternatively, a suitably located off-street bus terminal should be provided elsewhere.  The Council also considers that there is scope for improved pedestrian access between the present Bus Station and the town centre, and between the Bus Station and the two railway stations.

Rail Services

PPG13 points out that rail services, with their fixed infrastructure, can provide considerable certainty for developers and a focus for regeneration and comprehensive redevelopment.  The PPG also indicates that local authorities should encourage the use of railways for the carriage of freight.  The District Council welcomes this emphasis and will support proposals which facilitate increased freight usage of the railways serving the district.  The Council will also seek to encourage provision of the best possible rail facilities and environment for travellers, including: service frequency and quality, range of destinations, car parking provision, bus access and other facilities.