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| Chapter 4 |
| Transport |
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Introduction |
| 4.1 |
The Transport Chapter of the Local Plan
is closely associated with the Local Transport Plan for Peterborough
which sets the context for transport provision in Peterborough for
the next 15 years. It seeks to reduce reliance on the car, cut congestion
and transport related pollution, improve accessibility for those with
mobility difficulties, and improve accessibility for those without
access to a car. |
| 4.2 |
The Local Plan contains the land use policies
to underpin proposals contained within the Local Transport Plan which
directly involve the development or use of land, or which may otherwise
have land use implications. The policies and proposals of this Chapter
are rooted in the principles of sustainable transport, accessibility,
modal choice and safety - as are those other policies of the Local
Plan which are dependent on the sequential approach to the release
of land for development (especially those for new housing allocations,
shopping and leisure development). |
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Aims |
| 4.3 |
The aims of the Plan for transport are: |
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- to enable the strategy and objectives of the Local Transport
Plan to be delivered through the statutory planning process, by
defining policies and proposals which will address the land use
implications of the Local Transport Plan;
- to ensure that new development makes appropriate provision for
the transportation needs arising from it, both on-and off-site;
- to reduce the need to travel, especially by car;
- to enable all people to make sustainable transport choices by
making it safer and easier for them to walk, cycle or use public
transport; and
- to give priority to people over traffic in the City Centre,
District and Local Centres and in residential areas.
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Movement and Development |
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The Transport Implications
of New Development |
| T1 |
Planning permission will
only be granted for development if: |
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(a) |
appropriate provision has
been made for safe and convenient access to, from and within the site
by all user groups taking account of the priorities set out in the
Transport User Hierarchy of the Local Transport Plan; and |
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(b) |
it will not result in unacceptable
impact on any element of the transportation network. |
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| 4.4 |
Transport issues such as the effect of
development on road safety, traffic congestion, access and circulation,
parking, and the design of new infrastructure, are all material considerations
in determining a planning application. Advice can be found in the
Peterborough Residential Design Guide, as well as Design Bulletin
32 'Residential Roads and Footpaths' and its companion document 'Places,
Streets and Movement'. |
| 4.5 |
When assessing development proposals the
City Council will give consideration to the needs of transport user
groups in the following order of priority (as set out in the Local
Transport Plan): |
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- Pedestrians and those with mobility difficulties
- Cyclists
- Public transport including coaches and taxis / private hire
vehicles
- Motorcycles
- Rail freight
- Commercial and business users including road haulage
- Car borne shoppers and visitors
- Car borne commuters
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| 4.6 |
The accessibility for user groups and
the transport impact of a development proposal can be addressed through
the design of a scheme, the imposition of planning conditions, or
the developer agreeing to enter into a planning obligation - or all
three, depending on the circumstances. Where appropriate, the City
Council will negotiate with developers to secure contributions to
either on or off-site transport infrastructure improvements (including
improvements to the highway, footpaths, the cycle route network, public
transport infrastructure, interchange facilities, bus services, park
and ride etc), in line with the strategy and proposals of the Local
Transport Plan. The use of conditions and obligations to secure infrastructure
improvements is governed by law and Government guidance, which requires
that any improvements must be relevant to the proposal, relevant to
planning and necessary to the granting of permission. Policy IMP1
in Chapter 13 of this Plan provides further guidance on planning obligations. |
| 4.7 |
The City Council will require a Transport
Assessment to be submitted for all development that will have significant
transport implications. The purpose of a Transport Assessment is to
identify the number and type of journeys likely to be generated by
the proposal, and, where appropriate, propose measures to improve
accessibility for the relevant user groups, reduce parking and mitigate
transport impacts. The nature of the proposed measures will depend
on the outcome of the Transport Assessment, and they may include a
Travel Plan to promote sustainable transport choices, and/or infrastructure
improvements as described in the previous paragraph. The Council will
be issuing guidance on the content and preparation of Transport Assessments
and Travel Plans. |
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Development Affecting
Footpaths and Public Rights of Way |
| T2 |
Planning permission will
only be granted for development that affects a footpath or public
right of way if the route is satisfactorily incorporated into the
development or diverted, unless: |
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(a) |
there is no prospect of
the footpath or right of way serving a beneficial purpose; or |
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(b) |
in the case of a footpath,
its closure would be in the best interests of crime reduction. |
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| 4.8 |
This policy recognises that there may be
circumstances where the alternative routing or alignment of a footpath
or right of way is acceptable. 'Satisfactorily' in the policy means
that the route as retained, or any alternative route or alignment
provided, must be no less attractive, safe or convenient to users
than that existing prior to the development. It will be for the applicant
to demonstrate that users (which may include pedestrians, those with
mobility difficulties, cyclists and horse riders) would not be materially
disadvantaged. In the case of criterion (b) the City Council will
need to be satisfied that there is an overriding community safety
justification before agreeing a development that would result in closure.
In the case of development which affects a Definitive Right of Way
the separate procedures of Sections 247/257 of the Town and Country
Planning Act 1990 give added protection and the appropriate procedures
must be followed if closure or diversion is proposed. |
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Accessibility to Development
- Pedestrians and those with Mobility Difficulties |
| T3 |
Planning permission will
only be granted for new development if it is safely and easily accessible
by pedestrians and those with mobility difficulties. Provision should
be made for new connections and improvements to pedestrian routes,
where they are directly related to the proposed development. |
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| 4.9 |
Pedestrians and people with mobility difficulties
are given the highest priority in the Transport User Hierarchy. It
is essential that all development is well connected to the existing
footpath network, and this may involve developer contributions to
the provision of appropriate off-site works such as signs, tactile
surfaces, new links and pedestrian crossings. In the case of major
travel generators, ensuring safe and convenient access for pedestrians
should mean more than simply being able to enter the site from the
adjacent highway. It should involve consideration of wider issues
relating to how people will travel to the site from the surrounding
area, how they will cross barriers such as busy roads, and how they
link to primary routes in the pedestrian network. For major schemes,
there may well be a need to consider providing adopted routes through
the site. The Local Transport Plan walking strategy sets out the Council's
proposals for improving pedestrian routes and the Peterborough Residential
Design Guide provides further details of the Council's guidance on
the creation of pedestrian friendly environments. |
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Development Affecting
the Cycle Route Network |
| T4 |
Planning permission will
not be granted for any development that would prejudice the safety
of, or cause significant inconvenience to, cyclists using any element
of the cycle route network, as shown on the Proposals Map. |
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| 4.10 |
The cycle route network comprises a variety
of routes of different types along which the needs and safety of cyclists
will be given priority. They include both on-carriageway routes and
segregated cycleways. The network includes the 'Green Wheel', which
provides safe, continuous routes around the City and 'spokes' linking
the Wheel to residential areas, employment areas and the City Centre.
It also includes the primary cycle network, which comprises a number
of strategic cycle routes within the urban area which are earmarked
for improvement. |
| 4.11 |
The network is continually changing as
new schemes are implemented by various organisations, including the
Council, in accordance with the priorities set out in the cycling
strategy of the Local Transport Plan. These range from the linking
of gaps in the network at the local level to new strategic leisure
routes. Once a new section has been added it will be protected by
policy T4. |
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Accessibility to Development
- Cyclists |
| T5 |
Planning permission will
only be granted for development which has significant transport implications
if it provides safe and convenient access for cyclists. Provision
should be made for new connections and improvements to the cycle route
network, as shown on the Proposals Map, where they are directly related
to the proposed development. |
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| 4.12 |
The Local Transport Plan cycling strategy
seeks to extend and improve the existing cycle route network, and
it is essential that uses which would generate additional cycle journeys
are well connected to this network. A Transport Assessment should
explore the potential to provide safe and easy access to the cycle
route network and, where appropriate, propose off-site infrastructure
improvements. The aim is to provide a realistic alternative to the
private car by providing opportunities for cyclists of varying ages
and proficiency to make everyday journeys (e.g. to work, school and
the shops). In the case of major travel generators, ensuring safe
and convenient access for cyclists should mean more than simply being
able to enter the site from the adjacent highway. It should involve
consideration of wider issues relating to how people will travel to
the site from the surrounding area, how they will cross barriers such
as busy roads, and how they link to the cycle route network. For major
schemes, there may well be a need to consider providing adopted routes
through the site. The Peterborough Residential Design Guide provides
further details of the Council's guidance on cycle route provision. |
| 4.13 |
The primary cycle network comprises the
most important strategic routes through the urban area, into which
all the other urban cycle routes feed. These routes present an opportunity
for development proposals which would generate significant numbers
of trips to avoid unacceptable traffic impact. Transport Assessments
should therefore consider whether there is potential to meet some
of the transport needs arising from new development by means of developer
contributions. Where opportunities for developer funded improvements
to a relevant section of the primary cycle network are so identified,
the contributions will be sought by means of a planning obligation. |
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Development Affecting
the Primary Public Transport Corridor |
| T6 |
Planning permission will
not be granted for any development that would prejudice the implementation
of the Primary Public Transport Corridor shown on the Proposals Map.
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| 4.14 |
The Primary Public Transport Corridor
(PPTC) is a proposal of the Local Transport Plan. It extends from
the Ortons in the west, through the City Centre to the A15 at Glinton
in the north. Within the PPTC the City Council will implement a programme
of bus priority measures and improvements for bus passengers. These
improvements may include the provision of park and ride facilities
at a site or sites associated with the corridor, or which have good
connections to the corridor. |
| 4.15 |
Park and ride will make an important contribution
towards delivering the transport strategy vision to increase travel
choice and provide additional parking capacity for people travelling
to the City Centre. It is intended that this service will operate
from purpose-built sites, and will make use of the PPTC. The Local
Transport Plan identifies the general vicinity of Glinton and Hampton
as potential locations for park and ride sites, but alternative locations
will also be considered. |
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Public Transport Accessibility
to Development |
| T7 |
Planning permission will
only be granted for development which has significant transport implications
if it is well served by public transport or if infrastructure/service
improvements are to be made to create safe and convenient access to
the development by public transport. |
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| 4.16 |
Where, as a result of a Transport Assessment,
there is an identified need to improve accessibility by public transport,
the City Council will negotiate with the developer or impose a condition
on any planning permission, as appropriate, to secure adequate provision
for access, circulation, stopping and turning, together with facilities
for passengers waiting at stops. Where necessary, the City Council
will seek to enter into a planning obligation to secure contributions
to improvements to public transport in the form of off-site works
and/or support for the provision of a service. |
| 4.17 |
In residential developments of 10 or more
dwellings, the City Council will normally require the relevant infrastructure
and bus services to be made available before a specified number of
dwellings are occupied. The aim of the City Council is for dwellings
on new developments to be no more than 400m walk from a bus stop,
although this may not always be possible in isolated locations. The
Peterborough Residential Design Guide provides further details of
the Council's guidance in this respect. |
| 4.18 |
The Bus Strategy, Public Transport Information
Strategy and Passenger Rail Strategy of the Local Transport Plan set
out the Council's overall strategy for public transport. Key routes
are identified for bus improvements and priority measures (policy
T6), as well as the need for a new station at Hampton (policy T13)
and improvements to interchange facilities. Any measures sought from
developers will be consistent with these strategies. |
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Connections to the
Existing Highway Network |
| T8 |
Planning permission will
only be granted for a development if vehicular access is on to a highway
whose design and function is appropriate for the level and type of
vehicular traffic likely to be generated by the proposed development.
Planning permission will only be granted for development requiring
an access on to or off any existing or proposed Primary Route or Principal
Road where: |
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(a) |
it is by way of an existing
intersection; or |
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(b) |
it is by way of a proposed
intersection safeguarded in this Plan; or |
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(c) |
in the case of Motorways
and Trunk Roads, it would provide a junction with other Primary Routes
or Principal Roads, or access to major transport infrastructure facilities;
or |
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(d) |
in the case of routes other
than Motorways and Trunk Roads, it would support integrated transport
and sustainable development initiatives. |
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| 4.19 |
The Primary Routes and Principal Roads
are as follows: |
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Motorways - A1(M) |
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Trunk Roads - A1(T), A47(T) east
of A1(T) |
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Primary Route Network excluding Motorways
and Trunk Roads - A15 north of Glinton, A15 Paston Parkway, A1139
Frank Perkins Parkway/Fletton Parkway and A47 west of A1(T) |
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Principal Roads (other than Primary
Route Network) - A15 Werrington Parkway/Lincoln Road/Bourges Boulevard/London
Road, A43, A605, A1073, A1129, A1139 Orton Parkway, A1179, A1260 and
A6118 |
| 4.20 |
The Government have advised in the 1998
Transport White Paper 'A New Deal for Transport: Better for Everyone'
that new connections to motorways and other core national trunk roads
should be severely restricted in order to allow the free flow of traffic.
For other Primary Routes/Principal Roads, new junctions may be permitted
where there are major transport benefits for the City as a whole,
for example in the case of multi-modal freight terminals or park and
ride sites. |
| 4.21 |
Advice on designing new connections to
the existing highway network can be found in the Government's Design
Manual for Roads and Bridges (available from the Department of Transport,
Local Government and the Regions). |
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Cycle Parking Requirements
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| T9 |
Planning permission will
not be granted for development outside the City Centre unless it provides
high quality off-street cycle parking in accordance with the minimum
standards set out in Appendix IV. The provision of cycle parking for
development in the City Centre will be assessed against policy CC16.
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| 4.22 |
The minimum standards in Appendix IV have
been devised to reflect the existing demand and projected future growth
of cycling in Peterborough. The standards are comparable to those
adopted by other local authorities and reflect the relatively high
rate of cycling in Peterborough in comparison with the national average.
The standards have been calculated on the basis of one cycle space
for every three car spaces, a level of provision that should enable
25% of journeys to work to be made by cycle. This has been justified
on the basis that it will be more desirable to incorporate these standards
at the design stage, rather than to try to add further cycle parking
to completed developments. For proposals with significant transport
implications which do not fall within the use classes set out in Appendix
IV, cycle parking should be provided in accordance with the potential
demand identified by a Transport Assessment. |
| 4.23 |
The quality of cycle parking is critical
in delivering an attractive alternative to the private car. Cycle
parking should comprise either bike lockers or Sheffield stands or
equivalent. They should be located reasonably close to the building
entrance, and be secure, lit, covered and accessible direct from a
cycle route where possible. For development with significant transport
implications, Travel Plans should seek to provide lockers, showers
and changing facilities for staff. |
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Car and Motorcycle
Parking Requirements |
| T10 |
Planning permission will
only be granted for car and motorcycle parking outside the City Centre
if it is in accordance with the standards set out in Appendix V. Car
and motorcycle parking in the City Centre will be assessed against
policy CC15. |
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| 4.24 |
The Parking Strategy of the Local Transport
Plan aims to encourage modal shift away from single occupancy private
cars for commuter travel and to reduce the growth of private non-residential
parking throughout the City. Maximum car and motorcycle parking standards
have therefore been devised to reflect the national parking standards
in PPG13. As parking issues are not unique to Peterborough, there
is no justification for a departure from these standards. They have,
however, been applied to developments of any scale to ensure that
a large number of smaller developments below the threshold set in
PPG13 do not result in excessive parking provsion. The parking standards
can therefore be used as a demand management tool and to encourage
the use of public transport in accordance with Peterborough's status
as a Sustainable Travel Demonstration Town. |
| 4.25 |
Applications for development that will
result in a level of car parking provision in excess of that required
by the standards in Appendix V will be refused, unless an overriding
need for additional spaces can be demonstrated. The City Council recognises
that the specific working practises of businesses can occasionally
justify a level of parking above maximum standards, but only where
all alternatives have been fully explored by a Transport Assessment. |
| 4.26 |
Transport Assessments (which are required
for all development with significant transport implications) should
always seek to minimise parking provision, even below the maximum
standards in Appendix V. Provision below the maximum standards is
likely to be feasible in locations highly accessible by public transport
and where there are opportunities for shared or on-street parking.
In addition, when assessing an application for any type of land use,
the Council may occasionally require a minimum level of parking to
be provided if there is no other way of avoiding a road safety hazard.
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| 4.27 |
In applying the parking standards in Appendix
V, and determining the precise amount of parking appropriate for a
development, account will be taken of the scale and nature of the
proposals; the accessibility of the site, particularly by public transport;
and the proximity of services and facilities. The standards for dwellings
(Class C3) are intended to ensure that, overall, the maximum level
of parking of 1.5 off-street spaces per dwelling advised in PPG3 is
not exceeded. In determining the amount of parking appropriate for
a particular housing scheme, particular account will be taken of the
need to produce a well-designed and safe residential environment. |
| 4.28 |
The Council will normally require parking
facilities to be hard surfaced and drained, with individual parking
spaces marked out. Car parks should be well lit and their location/design
should minimise the opportunity for crime. The installation of CCTV
will be encouraged where appropriate. |
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Motorists with Mobility
Difficulties |
| T11 |
Planning permission will
not be granted for development (other than residential development
falling within Class C3) unless there is parking provision for motorists
with mobility difficulties. This should comprise whichever is the
greater of the following: |
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(a) |
1 space; or |
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(b) |
4% of the maximum number
of spaces specified in Appendix V. |
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| 4.29 |
For any development which will generate
additional journeys it will be important to provide widened parking
spaces close to the entrance of the building. These parking spaces
should be clearly signed, and designed to high standards of surfacing,
lighting and safety. The minimum number of spaces required by policy
T11 has been based on the assumption that 4% of journeys are made
by motorists with mobility difficulties. The number of spaces should
be calculated in relation to the maximum number of standard spaces
specified in Appendix V, not the actual number of standard spaces
provided. |
| 4.30 |
Policy T11 applies across the whole of
the Local Plan area, although exceptions may be made in the City Centre
where it can be demonstrated that adequate communal spaces are available
nearby (see policy CC15). |
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Transport Infrastructure |
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Rail Link |
| T12 |
Land between the Nene Valley
Railway and Peterborough Station, as shown on the Proposals Map, will
be safeguarded for a rail link. |
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| 4.31 |
The link would provide a route that would
enable the future development of scheduled services on the Nene Valley
Railway, linking to the City Centre and the main line railway. Such
a link would also support the Council's strategy for tourism and could
assist in reducing car commuting to the railway station. |
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Passenger Rail Station
at Hampton |
| T13 |
Land at Hampton, as shown
on the Proposals Map, will be safeguarded for a new passenger rail
station. |
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| 4.32 |
The planning permission and associated
planning obligation for the Hampton Township provide for the reservation
of a 4.95 hectare site for a railway station within the development.
The Local Transport Plan Passenger Rail Strategy states that the Council
will continue to promote the provision of this station. Such a development
would not only serve Hampton but also provide the opportunity for
rail commuter parking away from the City Centre. The scale of the
new station, the purposes it will fulfil, its role in relation to
the existing City Centre station, and the extent of any car parking
provided will be the subject of a full Transport Assessment. |
| 4.33 |
The precise location of the new station
may vary from the safeguarded area, and will be determined by a planning
application. Operational rail land has been excluded from the safeguarded
area, but parts of the station will have to be accommodated on such
land. |
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Thorney Bypass |
| T14 |
Land at Thorney, as shown
on the Proposals Map, will be safeguarded for the proposed Thorney
bypass. |
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| 4.34 |
Following its consideration as part of
the process of preparing new regional planning guidance for East Anglia,
the Thorney bypass has been introduced as a proposed trunk road scheme
into the Government's Targeted Programme of Improvements. The safeguarded
area shown on the Proposals Map is based on the preferred alignment
of the Department of Transport, Local Government and the Regions,
at the time of preparing this Plan. The final alignment of the route
rests with the Secretary of State, not with the City Council. |
| 4.35 |
The Council will continue to lobby for
early construction of the bypass at every relevant opportunity, as
it is fundamental to the quality of life of local residents and to
some extent the economic performance of those reliant on the A47 corridor. |
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Stanground Bypass |
| T15 |
Land to the south of Stanground,
as shown on the Proposals Map, will be safeguarded for the proposed
Stanground Bypass. |
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| 4.36 |
The proposed Stanground Bypass forms part
of a package of measures to resolve traffic problems along the A605
between Peterborough and Whittlesey, in accordance with policy SP7/19A
of the Structure Plan. A bypass, besides taking through traffic out
of Stanground, would also widen the range of options open to improve
bus facilities and services and to enhance the local environment.
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| 4.37 |
No decision has been made on a definitive
alignment for the bypass, but the safeguarded area shown on the Proposals
Map is the maximum extent within which a route is likely to fall.
The complete route is dependent on a connection to Fletton Parkway
at junction 3A. |
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Land Beside the A15
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| T16 |
Land beside the A15 at
(a) Paston Parkway and (b) the Glinton/Northborough bypass, as shown
on the Proposals Map, will be safeguarded for transportation purposes.
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| 4.38 |
Land which is subject to policy T16 lies
beside the existing carriageway of the Paston Parkway between junctions
21 and 22; and either side of the existing carriageway of the Glinton/Northborough
bypass. This is safeguarded for transportation purposes so that longer-term
strategic options for development are not prejudiced and increased
travel demands arising from development to the north of Peterborough
can be catered for. |
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Eye to Spalding (A1073)
Improvement |
| T17 |
Land between the A47 at
Paston and the District boundary south of Crowland, as shown on the
Proposals Map, will be safeguarded for the proposed new A1073 route.
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| 4.39 |
Lincolnshire County Council and Peterborough
City Council have successfully bid, through the Lincolnshire County
Council Local Transport Plan, for a major improvement of the A1073
between Spalding and the A47 to address accident, maintenance and
environmental issues. The scheme will provide a bypass for Eye Green. |
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Former Wansford to
Stamford and Peterborough to Wisbech Railway Lines |
| T18 |
Planning permission will
not be granted for any development which would prejudice the future
use of those parts of the former Wansford to Stamford and Peterborough
to Wisbech railway lines shown on the Proposals Map for recreational
footpaths, bridleways and cycleways. |
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| 4.40 |
There are substantial sections of the
former Peterborough to Wisbech and Wansford to Stamford railway lines
in the District. The gentle gradients, embankments and cuttings of
these former railway lines provide excellent potential facilities
for long distance walks, horse riding and cycling. In addition, the
relative isolation of many sections of the railways, combined with
the soil-less ballast used to lay the track and the traditional scrub
burning maintenance have all combined to make excellent havens for
wildlife. |
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Transport Related Development |
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Roadside Services |
| T19 |
Planning permission will
only be granted for the development of roadside services adjacent
to a trunk or primary route if they are no closer than 12 miles from
the nearest existing services. Preference will be given to proposals
which would result in the concentration of facilities in one location
rather than the dispersal of different facilities at various locations
along a stretch of highway. |
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| 4.41 |
Planning applications for petrol filling
stations will be considered in the light of policy R12. |
| 4.42 |
However, special circumstances apply in
the case of roadside services on trunk and primary roads which are
primarily intended for passing motorists; policy T19 will also apply.
This places a restriction on the spacing of services in the interests
of road safety and traffic management. |
| 4.43 |
If application of the spacing criterion
and the balance of issues suggests that development of a site in the
countryside should be given considerable weight in order to meet the
needs of motorists, the Council may be prepared to treat this as an
exception to its policy of restricting development in the countryside
(policy LNE1). |
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Car Parks |
| T20 |
Planning permission will
only be granted for a car park which is not associated with the operation
of an existing development if it would be consistent with the parking
and general strategy of the Local Transport Plan. |
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| 4.44 |
The Local Transport Plan Parking Strategy
aims to reduce the growth of private non-residential parking throughout
the City. Policy T20 relates to any parking proposal to which access
is not restricted to people visiting a particular development. |
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