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| Chapter 9 |
| Transport |
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Introduction |
| 9.1 |
An efficient transport system is vital
to support a healthy economy and to maintain a quality of life for
the people who live and work in the District. As a predominantly rural
area, Wealden has a relatively limited network of main roads and railways
(see Figure 9.1). This has had consequences for investment in the
local economy, the ability of residents to access employment and leisure
opportunities and for the quality of the environment. |
| 9.2 |
For many people, particularly those living
outside of the towns, the car is the only practical means of transport
for journeys to work or for shopping, leisure and other services.
Car ownership in the District exceeds the national average, with about
90% of all households in the District now owning one or more cars.
However, for those without a car, access to jobs, services and social
facilities is limited by the availability of public transport services.
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| 9.3 |
Road traffic in East Sussex has increased
significantly during the past decade, a trend which is leading to
increasing levels of congestion and longer journey times. More than
40% of Wealden's work force commutes to places of work outside of
the District, with over two-thirds of those trips being made by car.
Increasing traffic flows and congestion are major concerns for the
quality of the environment and for the quality of life of local residents,
as well as affecting local businesses. |
| 9.4 |
In recognition of similar concerns throughout
the Country, the Government is committed to reducing the need to travel,
especially by private car in its Transport White Paper. It aims to
achieve this through restricting new development to locations that
are or can be well served by public transport and which have good
connections for pedestrians and cyclists. These principles are embodied
in PPG13, Transport and the Future of Transport White Paper 2004 together
with regional and strategic planning policies, as set out in Regional
Planning Guidance for the South East (RPG 9) and in the Structure
Plan. |
| 9.5 |
Within Wealden, transport matters are
primarily the responsibility of East Sussex County Council, who as
highway authority deal with maintaining and improving the road network,
implementing traffic management measures and supporting public transport
services. The County Council also has responsibility for the production
of the Local Transport Plan, a five-year plan devised in consultation
with local communities to co-ordinate investment in integrated local
transport measures. Local Area Transport Strategies, which build on
the Local Transport Plan, are prepared by the County Council in partnership
with the relevant District, Town and Parish Councils in consultation
with their local communities. Such strategies with their action plans
have been prepared for Crowborough, Heathfield, Uckfield and Polegate/Willingdon
(the latter as part of the Eastbourne Area Strategy). Work on a strategy
for Hailsham commenced in 2004. |
| 9.6 |
The provision of public transport services
rests with the relevant train and bus operating companies. The Highways
Agency, which is an Executive Agency of the Government's Department
for Transport, is responsible for the management of the trunk road
network, which includes the A27/A259 and a small section of the A22
within the area covered by this Plan. This responsibility includes
the procuring of major improvements to the trunk road network, which
is managed through the Targeted Programme of Improvements (TPI). This
Plan also takes account of the recommendations of the Government's
South Coast Corridor Multi Modal Study (SoCoMMS), which addressed
the transport problems along the South Coast between Southampton and
Ramsgate, together with the Secretary of State's subsequent decisions
on its conclusions. |
| 9.7 |
As the local planning authority, Wealden
District Council can nevertheless play an important role in influencing
future travel patterns through the control of the scale, form and
location of new development. Planning policies can help to reduce
the need to travel, reduce the length of journeys and make it easier
for people to access jobs, shopping and leisure facilities by public
transport, walking and cycling. As the principal provider of public
car parks in the District, the Council can also ensure that parking
provision is managed in a way that reduces demand while reflecting
the economic needs of the area, including the revitalisation of its
town centres. The Council can also use its role in co-ordinating the
Community Strategy with the Local Strategic Partnership to ensure
that local views and concerns are brought to the attention of the
relevant agencies and bodies. Well-being powers under the Local Government
Act 2000 may also offer opportunities for developing innovative solutions
for addressing transport issues. |
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Strategy |
| 9.8 |
Wealden District Council's vision for
transport is for an efficient and sustainable system, which meets
the needs of the economy and the requirement for better access to
jobs, services and facilities, while respecting the environment and
fostering safe and healthy communities. This vision accords with Government
and regional planning and transport policies and strategies, as well
as the policies of the Structure Plan, the Local Transport Plan and
Local Area Transport Strategies. The local community's views, expressed
through the preparation of the Community Strategy, emphasise concerns
over the volume and speed of traffic, traffic congestion and the lack
of public transport. |
| 9.9 |
The policies and proposals of this Plan
are predicated on integrating transport and land use, through siting
new development in locations which can be well served by a range of
modes of transport and resisting development that would create or
exacerbate unacceptable traffic conditions. Improving the balance
between homes and jobs will also help reduce the necessity for significant
levels of commuting between towns which is currently a major contributor
to road congestion. |
| 9.10 |
Wealden's residents are concerned about
the ability of the District's roads to carry yet further traffic.
Nevertheless, the District has to accommodate further housing and
business growth and the Plan's distribution strategy seeks to minimise
the transport impact of this growth through an approach which generally
gives preference to new sites which are accessible by a choice of
means of transport, concentrating on the Low Weald towns. Development
in these towns will warrant substantial improvements to the transport
network in the southern part of the District. |
| 9.11 |
It is a fundamental requirement of this
Plan that all new development should provide for the travel demand
that it creates, including transport infrastructure and services,
which as a general principle, should be funded by developers. |
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Transport Objectives |
| 9.12 |
The transport objectives of this Plan
are to: |
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(1) |
Promote a safe, efficient and sustainable
transport system, that will facilitate the movement of people and
goods essential to the needs of the local economy and the residents
of the District; |
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(2) |
Support improvements to the strategic
road and rail network where they would have clear economic, social
or environmental benefits or would contribute to achieving other objectives
of the Plan; |
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(3) |
Minimise the need to travel, especially
commuting by car, through ensuring that new development is well related
to existing settlements and is accessible by a choice of means of
transport, making the most effective use of existing public transport
infrastructure and services; |
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(4) |
Seek to ensure that new development does
not unacceptably increase congestion or pollution or prejudice road
safety; |
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(5) |
To encourage alternative means of travel
with less environmental impact by retaining and supporting the provision
of convenient, safe and attractive routes for cyclists and pedestrians; |
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(6) |
Ensure that the needs of people with mobility
difficulties are taken into account in the design of new development
and infrastructure; |
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(7) |
Supporting traffic management and other
measures which improve road safety, reduce congestion or pollution;
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(8) |
Ensure adequate provision is made for
off-street car parking, especially serving town and village centres
and new developments, consistent with supporting local economies and
respecting the local environment. |
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New Development and Transport
Principles |
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Accessibility |
| 9.13 |
To promote sustainable patterns of development,
the existing towns and larger villages and service centres will be
the focus for most new development. This will ensure that jobs, shopping,
leisure facilities and other services are easier to reach for the
majority of people, helping to reduce the need to travel by car. It
will also make more effective use of existing public services and
facilities, including public transport infrastructure. |
| 9.14 |
While it is accepted that in Wealden,
the car will continue to play an important role for many journeys,
development in locations accessible exclusively by car will be resisted.
New development, especially that likely to generate significant numbers
of journeys, should be accessible by a choice of realistic and safe
transport alternatives, including by public transport and by foot
or bicycle to encourage less environmentally damaging forms of travel.
This is particularly important to help those who do not have regular
use of a car. |
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| Policy TR1 |
| New development should
be located so as to reduce the need to travel, especially by
car. In particular it should: |
| (1) |
be accessible by
a choice of means of transport other than the car; |
| (2) |
be well related to
the existing pattern of land use, and for new residential development
be well related to jobs, shops, schools and other community
facilities; |
| (3) |
make efficient use
of existing transport capacity, infrastructure and services; |
| (4) |
encourage walking
and cycling as a means of transport, through site layout, design
and the provision of new routes; |
| (5) |
not encourage traffic
onto unsuitable roads. |
| Development proposals
that generate significant numbers of journeys will not be permitted
in locations accessible only by car. |
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Transport Requirements
of All New Development |
| 9.15 |
The Council is committed to reducing the
undesirable effects of transport, including its effects on the environment
and on local communities. In line with Structure Plan policy, the
Council considers that all development proposals should provide fully
for the access demands they create, including the demand for travel
by modes other than the car. New development should not create or
perpetuate unacceptable transport conditions, and should be accessible
to everyone by a choice of means of transport. |
| 9.16 |
Policy TR2 sets out the criteria against
which all development proposals will be judged in terms of their transport
implications. Where development would have significant transport implications,
planning applications will need to be accompanied by a comprehensive
Transport Assessment. This should demonstrate the accessibility of
the proposed development by all modes of transport. It should also
assess the impact of the additional travel which would be generated
by the development, including the capacity of existing services and
infrastructure to accommodate it, and give details of the measures
proposed to overcome any anticipated transport problems. |
| 9.17 |
All major development comprising business,
retail, leisure or services, or other development likely to generate
significant amounts of travel, should also be accompanied by a Travel
Plan. This should set out the measures and targets which will be adopted
by the developer to reduce the need to travel by private car and to
encourage a greater proportion of journeys to be made by other more
environmentally-friendly modes of transport. The need to submit a
Travel Plan will be determined in accordance with the advice set out
in PPG13, Transport, and the advice of East Sussex County Council,
as the local Transport Authority. |
| 9.18 |
Where appropriate, planning conditions
will be imposed or Section 106 planning obligations sought to secure
measures required to improve access to a development or to overcome
anticipated transport problems. Developer contributions will be calculated
in accordance with guidance to be prepared jointly by the relevant
highway/transport authorities and the District Council. For the major
housing and business allocations, the relevant policies set out details
of those transport improvements that would need to be provided. |
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| Policy TR2 |
| New development should
provide for the travel demands that it creates and should maximise
the potential for access by public transport, cycling and walking.
In particular, it should, where relevant: |
| (1) |
not adversely affect
road safety or otherwise create or perpetuate unacceptable traffic
or environmental conditions, including resulting traffic congestion,
parking in surrounding areas, or associated traffic noise and
pollution; |
| (2) |
provide a satisfactory
means of access in accordance with approved standards; |
| (3) |
incorporate safe,
convenient, well lit and attractive pedestrian and cycle access
both within and to the development, including the provision
of links to local services and to the wider network. These should
be segregated from vehicular traffic wherever possible, and
incorporate appropriate road crossing facilities, where relevant; |
| (4) |
provide covered and
secure cycle parking facilities in accordance with the Council's
approved standards together with suitable changing facilities
for cyclists where significant cycle access may be achieved; |
| (5) |
provide for bus access
to and within the development, where justified and practicable,
including new or improved bus services together with bus stops,
shelters and relevant information; |
| (6) |
incorporate traffic
management/speed reduction measures that promote road safety
both within development and, where necessary, in the surrounding
area, particularly in locations close to schools and concentrations
of elderly people; |
| (7) |
make provision for
access for people with mobility difficulties, including people
with disabilities, the elderly and people with young children; |
| (8) |
make provision for
servicing and manoeuvring space and provide appropriate parking,
not to exceed the Council's Approved maximum standards (see
Policy TR5). |
| Planning applications
for developments which would have significant transport implications
should be accompanied by a Transport Assessment, and where appropriate,
a Travel Plan. Planning conditions will be imposed and obligations
sought to secure any necessary transport infrastructure improvements
required and to improve the accessibility of new developments
by all modes of travel. |
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Highways and Traffic |
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The Road Network |
| 9.19 |
There are no motorways within Wealden
District, and less than 2% of roads are classified as Trunk Roads.
The A27/A259, which connects the Sussex coastal towns with the Kent
and Hampshire ports, and a small connecting section of the A22, are
the only trunk roads within the District. The remainder of the A22
(London - Eastbourne road), the A26 (Newhaven - Medway Towns) and
the A272 (west of Maresfield) are the main primary routes passing
through the District (see Figure 9.1). Essentially, the District lies
almost entirely inside a "box" of trunk roads, formed by the M25 to
the north, the M23 to the west, the A21 to the east, with the A27
forming the southern edge. |
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The Trunk Road Programme |
| 9.20 |
It is the policy of the Structure Plan
that longer distance traffic, travelling to, from or through East
Sussex, should be encouraged to use the "trunk road box", rather than
the more environmentally sensitive routes in the heart of the County,
including those within Wealden District. The trunk road network is
however of variable quality, and the Structure Plan acknowledges that
improvements are required if this objective is to be achieved. See
also paragraph 9.31. |
| 9.21 |
The A27 Polegate By-pass has recently
been completed, although improvements to the A259 between Pevensey
and Bexhill and the A259 Bexhill to Hastings Western By-Pass were
cancelled by the Government in 2001, in the light of the findings
of the Access to Hastings Multi-Modal Study. Instead a series of measures
are being implemented by the Highways Agency to improve safety on
the A259 and greater emphasis is being given to improving bus and
rail services to Hastings. |
| 9.22 |
West of Polegate, the routes of the A27
Wilmington and Selmeston By-passes, previously safeguarded by planning
policies, were cancelled by the Government in 2003. The Secretary
of State expressed concerns about the impact of these schemes on the
Sussex Downs AONB and instructed the Highways Agency to identify other
less environmentally damaging options which would nevertheless facilitate
planned growth. The Highways Agency is currently considering options
and subject to ministerial approval is planning to undertake public
consultations on options during 2005. Further ministerial approval
in the light of those consultations is unlikely to be given until
2006, after which draft orders would need to be published and appropriate
statutory procedures commenced, possibly including a public inquiry.
The Highways Agency estimates that subject to the minister's agreement
to the improvements, construction of the new road is unlikely to commence
until late in the plan period |
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New Development and Trunk
Road Improvements |
| 9.23 |
Transport studies carried out jointly
with the Highways Agency and East Sussex County Council have confirmed
that major growth at Polegate and Hailsham would be dependent upon
substantial improvements being carried out to the A27 trunk road to
the west of Polegate, hereafter referred to as the A27 West Polegate
Improvements, as well as the improvement of the existing trunk road
junctions around Polegate. As noted in paragraph 9.22 above, the A27
West Polegate Improvement may not commence until the latter part of
the Plan period. Developer contributions may be required towards all
or part of the cost of the improvements. This could apply to all new
developments at Polegate and Hailsham. Further guidance will be produced
in due course, as more information becomes available from the Highways
Agency. |
| 9.24 |
Whilst details of the options being considered
for the A27 West Polegate Improvements are not currently available,
the Highways Agency has identified a number of key requirements which
must be met by any scheme taken forward. Given capacity constraints
on the section of the A22 to the west of Polegate which is part of
the trunk road and the limited capacity available at the A22/A27 Cophall
Roundabout and the A27/A22/A2270 signalised junction to the south,
any option taken forward would need to make provision for the grade-separation
of the Cophall roundabout and a direct link back to the A27 to the
west. The possibility of other alternative developer promoted schemes
coming forward cannot be entirely discounted, despite the technical
constraints which limit such possibilities. These will need to be
considered if they offer clear environmental or transport benefits.
Any scheme would nevertheless need to be agreed by the appropriate
highway authorities and be subject to the full statutory procedures. |
| 9.25 |
The new housing allocations being made
to meet the Structure Plan requirements are expected to be built and
are intended for occupation during the period 2006-2011. Given the
timing envisaged for the A27 West Polegate Trunk Road Improvement,
the transport studies undertaken jointly with the Highways Agency
and East Sussex County Council considered options for maximising the
amount of new housing that could be built at Polegate and/or Hailsham
in the earlier part of that period. The joint transport studies concluded
that a significant proportion of proposed development could nevertheless
commence ahead of the A27 West Polegate Trunk Road Improvement, subject
to improvements being made to the trunk road junctions around Polegate.
The joint studies found that development at Polegate would have a
greater impact on the trunk road network than development at Hailsham.
On that basis the housing allocations of this Plan are phased to focus
most development initially at Hailsham, to maximise the total number
of dwellings which can be achieved without being dependent upon the
A27 West Polegate Improvement. As a consequence, most of the housing
and some of the business development at Polegate would be phased to
coincide with the completion of the A27 West Polegate Improvement.
Further details on the phasing of development at Polegate are provided
in chapter 17 of this Plan. |
| 9.26 |
Policy TR3 identifies the trunk road junctions
which need to be improved prior to any development taking place at
Hailsham or Polegate ahead of the A27 West Polegate Trunk Road Improvements.
Further guidance will be produced to confirm which sites at Polegate
and Hailsham will be required to contribute to these improvements.
Whilst Policy TR3 states that no part of any development shall be
occupied until the junction improvements are completed, it will be
for developers to demonstrate to the satisfaction of the Highways
Agency through their transport assessments whether any advance occupations
could be agreed. |
| 9.27 |
The Highways Agency anticipates that under
the terms of Policy TR3 the following improvements will be required
to the trunk road junctions: |
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a) |
provision of a west to north filter lane
at the A27/A22/A2270 signal junction and improvements to the geometry
of the junction including the A27 approaches; |
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b) |
signalisation of the A22/A27 roundabout
at Cophall and improvements to the geometry of the entry and exit
roads; |
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c) |
improvements to the geometry of the entry
and exit roads at the A27/A22 New Route roundabout; |
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d) |
improvements to the geometry of the entry
and exit roads at the A27/A259 roundabout. |
| 9.28 |
In addition, improvements will also be
required to the geometry of the entry and exit slip roads to the junction
of the A22 New Route and B2247. Whilst this junction is no longer
under the responsibility of the Highways Agency it continues to be
listed under Policy TR3 for the sake of completeness and given its
relevance to site allocation policies in the Polegate and Hailsham
chapters of the Plan. The need for its improvement was identified
specifically by the Highways Agency through the Joint Transportation
Studies. Its improvement will be required prior to the occupation
of any development at Hailsham or Polegate. Clearly any measures would
need to be agreed with East Sussex county Council as the highway authority
responsible and implemented under an agreement with the highway authority
under section 278 of the Highways Act. |
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| Policy TR3 |
| Improvements to the
following trunk road junctions as identified on the Proposals
Map will be required to facilitate proposed housing and business
allocations at Polegate and Hailsham: |
| (1) |
the A27/A22/A2270
signal junction, including the A27 approaches; |
| (2) |
the A22/A27 roundabout
at Cophall; |
| (3) |
the A27/A22 New Route
roundabout; |
| (4) |
the A22 New Route/Dittons
Road roundabout; and |
| (5) |
the A27/A259 roundabout. |
| All works will be
agreed with the Highways Agency and carried out within the existing
highway boundary. In accordance with other relevant plan policies,
developer contributions will be sought to secure these improvements,
which will be implemented by the Highways Agency under the terms
of an agreement under section 278 of the Highways Act 1980,
and no part of any relevant development shall be occupied until
the improvements to the above junctions are completed. |
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The Primary Road Network |
| 9.29 |
The A22, A26 and A272 (west of Maresfield)
are primary routes that connect settlements within Wealden District
with the surrounding trunk road network. The A22 has been upgraded
just north of Polegate and at its approach in to Eastbourne, improving
access to major development areas at Sovereign Harbour and Eastbourne
Park. The scheme (known as the A22 New Route) now connects with the
new A27 Polegate Bypass to the east of Polegate, providing significant
relief for Polegate town centre. Traffic management measures have
been implemented along the old A27 (now the B2247) and the Eastbourne
Urban Area Local Transport Plan promotes management measures for the
old A22 (now the A2270) through Polegate and Willingdon. The Council
strongly supports any measures which reduce the dominance of the car
in favour of pedestrians, cyclists, public transport and improve the
environment of the locality. |
| 9.30 |
The adopted Structure Plan makes no provision
for any further significant improvements to primary routes within
Wealden District. The aim is to encourage longer distance traffic
to use the trunk road network rather than the primary routes which
pass through more environmentally sensitive areas. The Structure Plan
makes clear that limited improvements to the primary road network
would only be carried out where clear local safety, economic, social
or environmental benefits would be achieved. |
| 9.31 |
In July 2004, East Sussex County Council
adopted a Review of the Road Hierarchy together with a new Freight
Strategy. Those strategies recognise that some of the improvements
needed for the trunk road box are unlikely to be achieved. Instead
the County Council considers that there is now a need for some special
localised improvements to tackle existing bottlenecks as a result
of greater pressure being placed on the primary and other road network.
The list of schemes proposed for investigation within Wealden included
the A22 through Forest Row, Uckfield, Halland and Hailsham, selected
locations on the A26 throughout the District and measures for the
A271, A65 and A267. Whilst the Council supports the need for a comprehensive
environmental, transport and socio-economic assessment of these schemes,
the protection of the District's unique and valued environment will
continue to be given high priority by this Council. |
| 9.32 |
Whilst recognising the County Council's
policies of traffic restraint in the High Weald and Ashdown Forest,
this Council also supports further investigations into the need for
bypasses on the A22 for Forest Row and Nutley. West Sussex County
Council is proposing 2, 500 new homes to the west and south west of
East Grinstead together with an A22 relief road in its Structure Plan.
The proposed relief road could generate traffic increases in Wealden
which would adversely impact on the High Weald Area of Outstanding
Natural Beauty, Ashdown Forest and villages. Careful consideration
will need to be given to appropriate measures to deal with the traffic
and environmental impacts. |
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New Development and Improvements
to the Primary and County Road Network |
| 9.33 |
Many of the allocations in this Plan will
necessitate improvements being made to existing roads and junctions
which are currently under the responsibility of East Sussex County
Council as local highway authority. As a general principle, the County
Council would require those improvements to be implemented at the
developers' expense prior to the occupation of the developments. Further
details of the improvements required can be found within the relevant
allocation policies contained with chapters 14-20. |
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Roadside Facilities |
| 9.34 |
The provision of facilities for motorists
is important both for safety reasons and to ensure an efficient transport
system. The policy context for roadside services is provided by East
Sussex County Council's supplementary planning guidance on roadside
services, which was published in 1990. This indicates that there no
requirements for additional roadside facilities to serve the primary
network, except at the A22/A27 Polegate Bypass junction. Outline planning
permission has been granted for a new service area on land adjacent
to Cophall Farm at Polegate, to serve this junction. The issue of
roadside facilities was also considered in the County Council's Freight
Strategy, adopted in July 2004. No need for new facilities was identified,
although this will be reviewed as part of work on Wealden's Local
Development Framework. In view of these factors, no new allocations
are therefore proposed in this Plan, and the provision of further
facilities to serve the primary network would not be supported. |
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9.35 In the case of non-primary routes,
the provision of new roadside facilities will only be permitted within
development boundaries. There are many roadside facilities, mainly
petrol filling stations, throughout the District. These are generally
responding to more localised demand, and there is little justification
for the development of new facilities or the large-scale expansion
of existing facilities in the countryside. Exceptionally, proposals
for new petrol filling stations or the large-scale expansion of existing
filling stations may also be permitted in the main business areas
outside development boundaries, subject to the relevant business policies
(BS1, 2 & 4) of this Plan. |
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| Policy TR4 |
| Proposals for new
roadside facilities and the large-scale expansion of existing
facilities will only be permitted to serve non-primary routes
where they are within a development boundary. |
| All proposals, including
the small-scale expansion or redevelopment of existing roadside
facilities outside development boundaries, will only be permitted,
subject to the following criteria: |
| (1) |
the layout and form
of development and use of materials should respect the character
and appearance of the locality and ensure an appropriate standard
of amenity within the site; and |
| (2) |
substantial landscape
planting, including buffer strips and mounding shall be provided
along the site boundaries wherever practicable, prior to the
completion of development. |
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Car Parking |
| 9.36 |
Car ownership in Wealden has increased
significantly over the past decade, as elsewhere in East Sussex. In
2000, about 90% of all households in the District owned at least one
car, compared with 81% in 1991. Almost half of Wealden's households
own more than two cars, which is significantly greater than any other
district in East Sussex, and is a reflection of the rural characteristics
of the area. |
| 9.37 |
While the provision of adequate car parking
is an important issue for the Local Plan, Government advice in PPG
13 states that a balance needs to be struck between providing sufficient
parking and minimising potential congestion caused by too many cars.
The Government is concerned that car parking is taking up large amounts
of land, leading to unsustainable patterns of low-density development,
and that the availability of parking is encouraging people to drive
rather than use public transport. To address these concerns, the Government
requires local planning authorities to set maximum parking standards
for each type of land use or development. |
| 9.38 |
The District Council shares the Government's
concerns, but recognises that for many of Wealden's residents there
is no viable alternative to using the car. The availability of adequate
car parking is also of fundamental importance to the role of the District's
town centres as shopping and service centres, and their future vitality
and viability. The Plan therefore seeks to balance the provision of
off-street car parking, especially that associated with new development
in town and village centres, to a level which is consistent with supporting
local economies whilst respecting the environment. |
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Parking to Serve New Development |
| 9.39 |
For the purposes of its development control
functions, the Council has approved parking standards based largely
on those produced by the County Council which aim to influence travel
habits rather than reduce car ownership. The standards, which are
set out in Appendix 2 are designed to ensure that levels of car parking
do not exceed more than that necessary to support local economies
or the needs of particular developments. All development, irrespective
of its size or location, will be required to adhere to these maximum
standards and as a general principle should cater for its parking
and servicing demands on-site. |
| 9.40 |
Within the District's five main towns
of Crowborough, Heathfield, Uckfield, Hailsham and Polegate, the standards
allow for reduced levels of non-residential parking in areas (zones)
of greater public transport accessibility, ranging from 50% to 75%
of normal standards in the town centres, and 75-100% in the rest of
the built up areas. The boundaries of these zones are also shown in
Appendix 2. The degree to which levels of parking provision can be
reduced will depend upon a range of factors. These will include the
level of accessibility by non-car modes, the scope for the adoption
of green travel plans, the potential for shared parking provision
and most significantly the scale and nature of the development proposed. |
| 9.41 |
The County Council's standards for residential
development have not been adopted in all cases. It is acknowledged
that these standards seek to achieve, on average, developments with
no more than 1.5 off-street parking spaces per dwelling, as required
by Government guidance in PPG3, Housing. However, it has to be recognised
that car ownership is very high in Wealden and public transport fairly
limited due to the District's predominantly rural character. The Council's
standards therefore continue to require two spaces per dwelling, with
the main exceptions being for flats, maisonettes and bedsits where
only one space per dwelling is required. |
| 9.42 |
Within the towns and town centres, the
objective of seeking a reduction in the use of the car has to be balanced
against the potential implications of increased on-street parking
or pressures on existing town centre car parks and possible congestion.
Accordingly, the Council has not adopted the use of zones for residential
purposes. Instead, a more flexible approach is favoured, with reduced
levels of parking only being permitted on a case by case basis subject
to the location and characteristics of the site and public transport
accessibility. This flexibility, together with an anticipated increase
in the amount of flatted development, will help contribute towards
the Government's objective of limiting car parking on average to no
more than 1.5 off-street spaces per dwelling overall. |
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| Policy TR5 |
| New development should
provide for the parking and servicing demands it creates on-site
and in accordance with the Council's current approved standards.
Within the towns and town centres, planning permission for development
with reduced levels of parking provision will be permitted where
it can be demonstrated that: |
| (1) |
the site is accessible
by public transport, walking and cycling; |
| (2) |
there would be no
requirement for off-site operational parking; |
| (3) |
the development would
not result in increased pressures for on-street parking; |
| (4) |
there is adequate
and conveniently located provision for cycle parking, in accordance
with the Council's approved standards. |
| Planning conditions
may be imposed or obligations sought to secure or guarantee
any necessary off-site parking provision or to improve access
to the site by public transport, walking or cycling and where
necessary towards the cost of introducing on-street parking
controls. |
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Public Car Parking |
| 9.43 |
The District Council is responsible for
the provision and operation of public car parking spaces, in a combination
of short and long term public car parks throughout the District. The
management of these car parks and the need for additional spaces will
be kept under review throughout the Plan period. The reviews will
take into account local economic circumstances, changes to transport
accessibility and the local parking strategies being developed through
the East Sussex Local Transport Plan. |
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9.44 In view of the objective of reducing
reliance upon the car, emphasis will be placed on demand management
to make better use of existing spaces. Additional new car parks will
only be provided where there is evidence that they would be required
to sustain the economic vitality of towns and villages, and where
suitable sites and resources are available. The loss of existing car
parking spaces which serve town centre shopping areas will normally
be resisted unless appropriate alternative provision can be made elsewhere. |
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9.45 The Council recognises the particular
problems at Polegate, where there is considerable on-street parking.
As set out in chapter 17, further consideration may need to be given
to providing public car parking spaces to serve the town, possibly
in conjunction with a park and ride initiative. |
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Park and Ride |
| 9.46 |
During the lifetime of the Plan, Eastbourne
Borough Plan will be reviewing the need for a park and ride facility
to reduce the number of cars travelling to Eastbourne, including the
potential for a site at or within Wealden District's boundary. The
need for such a facility, possibly combined with measures to address
Polegate's problems and suitable locations will be assessed in conjunction
with Wealden District Council and in consultation with the public.
A transport assessment would be required for such a proposal in order
to address the overall traffic impact and any specific access issues.
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| 9.47 |
The Structure Plan supports the provision
of a new station at Stone Cross subject to the outcome of feasibility
studies. A station, together with park and ride facilities was also
supported in the conclusions of the SoCoMMS. The County Council's
Rail Strategy also supports construction of a new station at stone
Cross together with a new public transport interchange in the Polegate
area, either of which could potentially offer the opportunities for
park and ride facilities. However, it is understood from the Strategic
Rail Authority that such a station/interchange at Stone Cross is not
currently seen as a priority and neither is it identified as such
in the Regional Transport Strategy for the South East. |
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Public Transport |
| 9.48 |
Almost 10% of Wealden's households have
no car and are dependent upon public transport for access to jobs
and services. A significant proportion of households with one car,
as well as younger and elderly people, are also dependent upon public
transport for some of their journeys. The Council supports measures
to improve public transport services and which maximise the use of
public transport as an alternative to the car. |
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Rail |
| 9.49 |
Wealden District Council has no direct
responsibilities for rail services in the District. Responsibility
for the planning, management and operation of the railway lies with
the Government. On 15 July 2004, the Government announced a fundamental
review of the rail industry. Until this time, the Strategic Rail Authority
(SRA) was primarily responsible for this role as well as for the letting
of franchise contracts to train operating companies to run passenger
services. Responsibility for the management and operation of the rail
infrastructure, including track, signalling and stations rested with
Network Rail. The SRA's responsibilities have now been split between
the Government (Department for Transport) and Network Rail, with the
Government having overall control. The Government's objectives for
the rail industry are set out in its White Paper, the Future of Rail,
published in July 2004. The detailed implications for routes and services
in Wealden , if any, have yet to become evident. |
| 9.50 |
Wealden District has a relatively limited
rail service. There are four lines serving the district, all of which
provide connections to London, with stations at Berwick, Buxted, Crowborough,
Eridge, Frant, Pevensey, Polegate, Uckfield, Wadhurst and Westham.
Although just outside the boundary of Wealden, Stonegate Station has
a particularly important role for many of the District's residents
living in Mayfield, Heathfield and surrounding villages. |
| 9.51 |
Almost 38% of Wealden residents never
travel by train and less than 3% of journeys to work or for leisure
purposes are made by train. Although rail travel will not be a viable
option for everyone, it can nevertheless fulfil an important role
as an alternative to the car. As a member of the East Sussex Community
Rail Partnership, the Council would therefore welcome measures which
improve services and facilitate greater use of rail travel. The movement
of freight, by rail, is also supported where appropriate. |
| 9.52 |
In the case of the Uckfield to London
Line, the Council welcomes the introduction of new rolling stock and
the introduction of through services to London. However, it believes
that the decision not to proceed with the electrification of the line
at this stage should be kept under review as circumstances change,
as well as the case for reinstating a double track. It is recognised
that further studies may be required to assess the environmental and
transport implications of any future improvements, including the demands
for additional parking requirements to serve the line. |
| 9.53 |
The Eastbourne Urban Area Local Transport
Plan incorporates proposals to improve public transport interchange
arrangements at Polegate Station. This is supported in the Rail Development
Strategy for East Sussex adopted by East Sussex County Council in
November 2002. Subject to detailed design, the Council supports such
measures in principle where they will bring clear benefits in service
delivery and efficiency. |
| 9.54 |
While the Council does not have a direct
influence on the funding and provision of rail services, it can promote
new development in locations accessible by rail to encourage greater
use of public transport. It can also ensure that new development does
not prejudice the improvement of existing routes, the reinstatement
of routes or the provision of new stations, consistent with Structure
Plan policy and the Rail Strategy for East Sussex. |
| 9.55 |
The Structure Plan and the County Council's
Rail Strategy identify 3 possible routes where the reinstatement of
rail services is being investigated. In line with Structure Plan policy,
these are safeguarded in Policy TR8 of this Plan, pending the outcome
of the relevant investigations. |
| 9.56 |
The Regional Transport Strategy supports
further investigation into the reinstatement of the Lewes to Uckfield
line, together with a connection between Eridge and Tunbridge Wells
as part of the preparation of the South East Plan. The Council strongly
supports the reinstatement of these two links, as not only would they
provide important local transport routes, but they would also offer
a viable alternative route from the south coast to London. The opening
of the Lewes to Uckfield route is also considered fundamental to access
to Crowborough and its surrounding villages and will help to promote
modal shift in line with Government policy. The route could also create
the opportunity to transport more freight by rail, particularly to
and from the port of Newhaven. The Council is aware that the reinstatement
of these two links is not a priority at this stage, but is urging
the appropriate authorities to keep the situation under review. |
| 9.57 |
The Structure Plan requires the route
of the Polegate-Pevensey rail link (also known as the Willingdon Chord)
to be safeguarded. The possibility of the provision of this link was
also included in the SoCoMMS as well as the Rail Strategy for East
Sussex. While the link is not highlighted as being a priority in those
documents, the need to reassess the case for the link is recognised,
which is supported by the District Council. |
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| Policy TR6 |
| Development which
would prejudice the reinstatement of the following railway lines,
as shown on the Proposals Map, will not be permitted: |
| (1) |
the former Uckfield
to Lewes Line; |
| (2) |
the Polegate to Pevensey
rail link; and |
| (3) |
the former Eridge
to Tunbridge Wells Line. |
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| 9.58 |
The Structure Plan states that investigations
about the feasibility of providing a new station in the Stone Cross
area, which could also serve North Langney and Eastbourne Park are
continuing. A new station and interchange in this area, including
park and ride facilities is also favoured in the SoCoMMS, although
the East Sussex Rail Strategy does not highlight it as a priority.
While the Council supports a new station in this area in principle,
specific provision within the Plan can only be made once the outcome
of those investigations are known and a suitable location can be identified.
As the area under consideration straddles the boundary with Eastbourne
Borough, any proposal would need to be brought forward in conjunction
with Eastbourne Borough Council, together with the Government and
Network Rail in consultation with relevant train operating bodies
and the local community. |
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Buses |
| 9.59 |
Less than 2% of all journeys to work or
for leisure purposes within the District are made by bus. Despite
the rural character of the District, the Council considers that there
is potential for greater usage of bus services, and would support
measures to improve integration with rail services and improved bus
facilities, including access to bus stops. Although the funding and
provision of bus services is not directly the responsibility of the
District Council, this Plan seeks to promote greater use of buses,
through controlling the location of new development and requiring
major developments, generating significant travel demands, to provide
for bus access to, and where appropriate within the development. This
may include contributions towards subsidising new or improved bus
services, as well as towards infrastructure such as bus shelters and
bus lanes. |
| 9.60 |
A key initiative of the Eastbourne Urban
Area Local Transport Plan is the designation of the A2270 (formerly
the A22) as a Quality Bus Corridor, from the District's boundary with
Eastbourne Borough to its junction with the A27/A22. This is one of
four new corridors being promoted in the LTP, where the objective
is to improve and promote increased use of bus services, through the
implementation of bus priority measures. Any new development along
the A2270 will need to be consistent with implementing the Quality
Bus Corridor, and where appropriate, planning obligations may be sought
under Policy TR2 to contribute to its implementation. |
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| Policy TR7 |
| Bus priority measures
will be introduced wherever possible along the A2270 Eastbourne
Road as defined on the Proposals Map. New developments which
create travel demands along this route should be designed to
facilitate and, where appropriate, provide bus and pedestrian
access to the route and/or enhance its effectiveness. Planning
obligations will be sought in appropriate cases to ensure that
development makes appropriate contributions to the implementation,
improvement and maintenance of the route. |
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Walking and Cycling |
| 9.61 |
Walking and cycling are the ideal forms
of travel for many shorter journeys, and provide the most environmentally-friendly
and healthiest way of travelling. Within Wealden, walking is the second
most popular mode for journeys to work or for leisure purposes, accounting
for more than 17% of trips. Cycling is less popular, accounting for
less than 3% of journeys made within the District. Both offer significant
potential to replace short car trips, particularly daily trips to
school or work within the towns and villages. |
| 9.62 |
The Structure Plan, the Local Transport
Plan and the Cycling and Walking Strategies for East Sussex see encouraging
more short journeys on foot or bicycle as fundamental to their sustainable
transport strategy, and seek to promote new and improved facilities.
Measures such as giving pedestrians and cyclists greater priority
in traffic management schemes and the provision of new routes are
promoted, including a strategic network of cycleways linking to the
National Cycle Network. |
| 9.63 |
Progress towards achieving these aims
has been made, with improvements to the Cuckoo Trail and Forest Way,
and the signing of quiet lanes through the Pevensey Levels. Consideration
is also being given to establishing a new "Greenway" from London to
the coast and onwards to Paris (via cross-Channel ferry services),
which would involve extending the Cuckoo Trail north of Heathfield. |
| 9.64 |
As set out in Policy TR2, all proposals
for new development will be required to make adequate provision for
pedestrian and cycle access. A summary of the approved cycle parking
standards for the main land uses is set out in Appendix 2. |
| 9.65 |
In the case of large development sites,
particular attention will also be given to the design and layout of
the development, to ensure that it maximises the potential for walking
and cycling. Where possible, routes should be segregated from vehicular
traffic and the shared use of pedestrian and cycle space should be
avoided. Development that would result in the severance or loss of
existing footpaths, bridleways or cycleways will not be permitted,
unless alternative provision is made, which would be equally convenient
and attractive for users. It is also important that development does
not prejudice the provision of missing links in the pedestrian and
cycle network. Opportunities for network improvements will be largely
identified in association with major development proposals, but the
need to complete the National Cycle Network will also be a consideration
when determining planning applications. |
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| Policy TR8 |
| Planning permission
will not be granted for development which would result in the
severance or diversion of existing pedestrian, cycle or bridleway
routes, adversely affect the amenity or prejudice the enhancement
of such routes or the provision of missing links in the network
unless alternative provision is made, which would be equally
convenient, safe and attractive for users. |
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Walking and Cycling Initiatives:
Safe Routes to School and Home Zones |
| 9.66 |
Home Zones are residential neighbourhoods
where measures are implemented to reduce the dominance of the car
and create safe and pleasant local environments for people to live
in. Measures can include reduced speed limits, traffic calming and
the reallocation of road space for pedestrians, cyclists and children.
The Government is piloting the concept of Home Zones, with a view
to extending Home Zones throughout the Country. The first Home Zone
to be implemented in Wealden is at the Town Farm Estate, Hailsham. |
| 9.67 |
The Council will work closely with East
Sussex County Council to identify appropriate locations for the establishment
of additional Home Zones within Wealden District. The adoption of
Home Zone principles will be supported in new development as well
as in existing neighbourhoods. |
| 9.68 |
Pilot Safe Routes to School projects are
also underway in the County, including in the Willingdon area. The
aim of these projects is to encourage more families to walk children
to school, or to cycle, and to reduce the number of journeys being
made by car. The intention is to extend the concept to other schools
throughout the County. The Council will work in conjunction with the
County Council to develop Safe Routes to School and to ensure that
new development facilitates or enhances safe routes and does not reduce
safety. |
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| Policy TR9 |
| Planning permission
will not be granted for development proposals that would have
an adverse impact on existing or proposed 'Safe Routes to Schools'
or 'Home Zone' schemes unless remedial measures can be undertaken
to ameliorate any harm. |
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