7.01 Transport is a necessary part of everyday life. The efficient movement of
people and goods contributes to a healthy economy while freedom of movement adds
to quality of life. The level of car ownership has increased, enabling greater
freedom of travel for those who have cars. In Poole, 82% of the population live
in households with one car or more, which is higher than the national average of
73.2% (2001 Census).
7.02 The effects of increasing dependence on the car are well known. Congestion
is estimated to cost the economy between seven and nineteen billion pounds each
year, traffic is a major contributor to air pollution, land has been taken up by
roads, and built development has spread outwards. Poole’s rapid expansion
through the 1960s, 70s and 80s led to large employment and residential
developments on the edge of the town such as Creekmoor, Canford Heath and Merley.
Distances to work, schools, shops and services have therefore increased, often
making them difficult to get to for those without access to a car. The resulting
land use patterns have also made it difficult to operate bus services
economically. Many areas of Poole have only an hourly service to the Town Centre
and there are few orbital connections. In fact bus travel accounts for only 5%
of journeys to work in Poole (2001 Census). It is expected that the expansion of
the leisure and tourism industries will put added pressure on the Borough’s
transport network and forecasts indicate a potential increase in road traffic of
18% in the next ten years (Local Transport Plan).
7.03 Transport policy has changed substantially in recent years, and most urban
authorities have a package of policies to manage road traffic, rather than
attempting to meet predicted demand for road space. It is now recognised that
building new major roads in urban areas will not solve the
congestion problem, however, businesses are very concerned at the costs of
congestion. The Government recognises that land use planning policies can
contribute to reducing the need to travel. The location of development can
influence the mode and number of trips, while transport infrastructure itself
can affect patterns of development. However, land use planning alone can only
have a long term impact on the problem, and more direct measures are essential.
Taxation policy, traffic management, parking management and pricing and improved
public transport are likely to have a greater effect in the short term. It is
essential that these transport and land use policies are integrated in order to
achieve the aims of the Local Plan.
7.04 The Department for Transport (DfT), is responsible for national
transportation policy and is the highway authority for the national network of
motorways and trunk roads, including the A31 in Poole. The Highways Agency
provides the day to day management of the motorways and trunk roads on behalf of
the DfT.
7.05 The Borough of Poole became a Unitary authority, and therefore the Local
Highway Authority, in 1997. Poole forms part of the South East Dorset
conurbation, which is covered by three Highway Authorities: Poole, Bournemouth
and Dorset County Council (for Christchurch).
The three authorities have worked together to produce a joint 5 year Local
Transport Plan (LTP), which summarises their transport proposals for 2001-2006.
A Joint Member Transport Policy Group (made up of elected members from the three
authorities) has overseen production of the LTP and will monitor its
implementation.
7.06 The Government’s Integrated Transport White Paper (“A New Deal for
Transport: Better for Everyone”), published in July 1998, sets out a
strategy for achieving a more integrated transport network. The overall approach
to planning is aimed at containing the dispersal of development, thus reducing
the need to travel and improving access to jobs, leisure and services. The paper
sets out a framework within which detailed policies for transport will be taken
forward.
7.07 The government recognises that the forecast levels of traffic growth,
particularly in urban areas, will not be able to be met in full, and that
building or upgrading existing highways will be environmentally unacceptable in
some areas. As a result, current government planning guidance on Housing (PPG 3,
2000), Retailing (PPG 6, 1996) and Transport (PPG 13, 2001) stresses the
necessity to minimise the need for travel between different types of land use,
while at the same time encouraging the use of more environmentally friendly
transport modes such as public transport, walking and cycling.
Development, therefore, needs to be located in order to minimise journeys,
particularly by car. An example of this is that the recent trend of out of town
developments are now being discouraged in favour of concentrating development
within town centres where it is more easily accessible by non-car modes. In
addition, new housing development should be well connected to public transport,
walking and cycling networks.
7.08 In “A New Deal for Trunk Roads in England” (July 1998), a strategic review
of the government’s roads programme was undertaken against criteria of
accessibility, safety, economy, environment and integration. A core network of
nationally important routes has been identified and new priorities for
investment have been set.
The first priority will be trunk road maintenance and making better use of the
existing road network through network control, traffic management measures and
environmental and safety improvements. In addition the Highways Agency is
working with regional planning assemblies to commission transport corridor and
area studies to address the most pressing outstanding problems and aim to
incorporate
the solutions identified into updates of regional planning guidance. As a result
of this review, the A31 to Poole Link Road and the Poole Harbour Crossing were
withdrawn from the national trunk road programme. The implications of this are
discussed in paragraph 7.84.
7.09 There is further scope for improvements in vehicle emissions, but slow
speeds combined with high traffic flows have made air quality a pertinent issue
in the Borough. The UK National Air Quality Strategy, published in March 1997,
requires local authorities to periodically review air quality and assess whether
the standards set out in the Strategy can be met by 2005. First and second stage
reviews have been completed in the County and there has been an increase in the
amount of air quality data collected.
Problems have been identified in some areas, especially with meeting targets for
particulate emissions.
7.10 The Secretary of State’s Regional Planning Guidance, issued in July 1994,
recognised that congestion and delay makes the region less economically
attractive and adversely affects the environment. Although there is some
potential for road building to ease the situation, new road building is “not
generally likely to provide a solution to the problem”. The emphasis should be
on demand management, including the need to promote public transport and
encourage walking and cycling.
7.11 The Regional Strategy, (within “Regional Planning Guidance for the South
West”, September 2001), seeks to focus development in and around principal urban
areas in order to reduce the need to travel. Implications of policies in
Regional Planning Guidance include locating all new non-residential development
close to sufficient transport services to ensure that the majority of potential
users have a choice of mode of travel to the site, and locating residential
development so that basic facilities can be easily accessed by public transport.
The guidance proposes a multi-modal study for the A36/A46/A350/A31 corridor,
from the M4 to the South Coast (ie. Bournemouth/Poole, Portsmouth, Southampton) to look at any appropriate alternatives for
infrastructure investment.
7.12 The Bournemouth Dorset and Poole Structure Plan specifies an integrated
strategy for transport, directed at reducing the need to travel, controlling the
rate of traffic growth, promoting public transport and other alternatives to the
private car and reducing the environmental impact of transport (Transportation
Policy A).
Transportation Policy B requires Local Plans to provide for patterns of land use
and transport infrastructure which make alternatives to the car more practical,
increase accessibility to local services and allow for multi-purpose journeys.
It also defines a hierarchy of modes, walking; cycling; public transport;
private vehicles; and states that when allocating land for new development,
local authorities should prioritise those locations which have the greatest
potential to develop transport linkages which are set at the upper end of the
hierarchy.
7.13 The Local Transport Plan (LTP) is the key to the delivery of integrated
transport locally, and sets out a 5 year programme of how the transport strategy
will be implemented, with targets for that delivery. In the South-East Dorset
conurbation, the three highway authorities of Bournemouth, Poole and Dorset,
have worked together to produce a joint LTP for Bournemouth, Poole and
Christchurch. The LTP for 2001-2006 was submitted to Government in July 2000.
7.14 The authorities’ shared vision for the Local Transport Plan is an
integrated transport system that is safe, sustainable and accessible for all and
that will assist in achieving a quality of life that is of the highest standard.
The LTP also sets out objectives for Environment; Safety; Economy;
Accessibility; Integration; Community and Neighbourhoods; which reflect the
views expressed during public consultation.
7.15 The contribution made by this Local Plan to these transport objectives is
crucial, but essentially
long term. It will provide adequate control over the form and location of new
development but has a limited effect on when that development will take place.
Thus transport schemes in the LTP which are dependent on the development of land
cannot be timetabled so precisely as other schemes.
7.16 The Local Plan will achieve these objectives as follows:
- The need to travel will be reduced by:
i) promoting the provision of community
facilities and employment opportunities in a hierarchy of local centres; and
ii)
promoting mixed development.
- The undesirable side effects of car use will be limited by:
i) promoting and
improving public transport;
ii) maximising development opportunities in and
promoting the enhancement of the Central Area as the easiest place to serve by
public transport;
iii) improving the footpath/cycleway network;
iv) undertaking
traffic calming initiatives; and
v) implementing park and ride schemes.
- Congestion will be limited and economic development facilitated by:
i)
promoting and improving public transport;
ii) maximising development
opportunities in, and promoting the enhancement of, the Central Area as the
easiest place to serve by public transport;
iii) improving the footpath/cycleway
network;
iv) improving the highway network, where necessary;
v) promoting the
continued success of the Port; and
vi) ensuring that new development secures the
transportation infra-structure, fairly and reasonably related in scale and kind required to enable it
to take place.
- Access to facilities for all sectors of the community will be promoted by:
i)
promoting and improving public transport;
ii) maximising development
opportunities in, and promoting the enhancement of, the Central Area as the
easiest place to serve by public transport;
iii) improving the footpath/cycleway
network;
iv) promoting mixed development;
v) promoting access for the disabled
and the disadvantaged;
vi) improving the highway network, where necessary; and
vii) ensuring that new development secures the transportation infrastructure,
fairly and reasonably related in scale and kind required to enable it to take
place.
- Accidents will be reduced by:
i) improving the footpath/cycleway network;
ii)
undertaking traffic calming initiatives; and
iii) implementing appropriate
junction improvements and other traffic management measures.
7.17 Sustainability is the core objective of the Structure Plan and this Local
Plan. Table 4.1 in Chapter 4 of the Plan includes a number of sustainability
indicators and targets to measure the Plan’s contribution to sustainable
development. A number of these will be indicative of the Plan’s effectiveness at
improving transport choice and promoting more sustainable transport patterns.
Similarly the Bournemouth, Poole and Christchurch Local Transport Plan includes
a number of targets relating to suppressing the growth of traffic, pollution and
improving transport choice. These are split into short-term goals (up to 2006)
and
long term (up to 2011). These goals are conurbation-wide, as is the Local
Transport Plan.
7.18 Cycling and walking are healthy, cheap and pollution free means of
transport. Walking accounts for 29% of all journeys (1993/95 National Travel
Survey) and is a mode of transport available to most people. In 1997 there were
an estimated 23 million bicycles in UK ownership. Despite this high ownership,
cycling accounts for less than 2% of trips in the UK compared to 15% in
Switzerland and 18% in Denmark where programmes have successfully increased the
share of trips by cycle.
It is recognised that safety is a major barrier to increased cycling and in 2000
approximately 14% of all road accidents in Poole involved a cyclist. These modes
take up less space in the urban environment than others and have the potential
to replace a significant number of urban car journeys (up to one in four car
journeys in urban areas are made under two miles). The Local Transport Plan
recognises the importance of attractive and safe cycle and pedestrian
environments and the Council will continue to pursue the enhancement of routes
wherever opportunities arise.
7.19 In recognition of the benefits of cycling and walking, the Borough will
support the South East Dorset Greenways, and the designation of Quiet Lanes.
Greenways are car free routes allowing people on foot, cycle or horseback to
facilities, open spaces and the countryside within and around towns. Quiet Lanes
are minor rural roads with very low use by motor vehicles which have been
improved for all users to enjoy their journey at a relaxing pace. Greenways and
Quiet Lanes will be linked to a network of routes and to public transport to
allow journeys to be made by modes other than the car.
7.20 The National Cycling Strategy has a key target of doubling 1996 levels of
cycle use by 2002, then doubling again by 2012. The Council has undertaken to
work towards this target using the base year of 1992 in its Cycling Policy
Document (1999). This document contains policies to promote and actively encourage more and safer cycling for all journey
purposes. In addition, the Bournemouth, Poole and Christchurch Local Transport
Plan contains common policies for walking and cycling throughout the
conurbation.
7.21 The Council’s Cycling Policy Document states that new cycle route
development will adopt the following order of priority:
i) major routes which serve utility cycling trips, in particular routes to sites
of secondary and tertiary education, and routes from residential areas to
significant journey attractions such as retail centres, major employers, public
transport interchanges, hospitals, town centre and leisure facilities;
ii) other
connecting routes which serve more localised utility cycling trips such as
libraries, post offices, etc; and
iii) recreational routes.
7.22 Figure 7.1
shows the Borough’s Cycle Network and puts all proposed
extensions to it into a borough-wide context. Cycle and pedestrian routes on
highways do not require planning permission and hence are not included on the
Proposals Map. The Proposals Map, therefore, can only identify planned
extensions to the network that are not within the highway. Development of land
that is covered by these links will be required to
incorporate appropriately designed cycle routes on site. Development may also be
required to improve off-site links to this network, especially where the
proposal is likely to generate significant cycle trips and is within close
proximity to the cycle network. The exact alignment and land take of cycle and
pedestrian routes associated with development is best determined through the
planning application process.
Note: Extensions to the cycle network are shown on the Proposals Map.
It is not possible to include all future extensions to the network on the
Proposal Map as many of these will be incorporated within existing carriageways.
T1 SAFEGUARDING CYCLE ROUTES
PLANNING PERMISSION WILL NOT BE GRANTED FOR DEVELOPMENT WHICH WOULD PREJUDICE
THE IMPLEMENTATION OF LINKS TO THE BOROUGH CYCLE NETWORK AS SHOWN ON THE
PROPOSALS MAP, OR THE CONTINUITY OF EXISTING ROUTES.
T2 CYCLING PROVISION IN NEW DEVELOPMENT
IF A DEVELOPMENT PROPOSAL IS LIKELY TO GENERATE SIGNIFICANT CYCLE USE, PLANNING
PERMISSION WILL BE GRANTED IF PROVISION IS MADE FOR:
i) SAFE AND CONVENIENT CYCLE ACCESS;
ii) SAFE AND CONVENIENT MOVEMENT OF
CYCLISTS WITHIN THE SITE, SECURE PARKING AND CHANGING FACILITIES; AND
iii) LINKS WITH EXISTING OR PROPOSED
CYCLE ROUTES.
WHERE PRACTICABLE OPPORTUNITIES EXIST, ACCESS ROUTES INTO THE SITE FOR CYCLISTS
SHOULD BE SEPARATE FROM ROADS AND SHOULD BE FORMED PARTICULALRY IF THIS WOULD
CREATE AN ADVANTAGE OVER MOTORISED TRANSPORT IN SHORTENING THE DISTANCE TO LOCAL
FACILITIES AND SERVICES.
7.23 New residential development should incorporate cycleways within the
development, including links with the cycleway network. Non-residential
development should include secure cycle parking facilities, having regard to the
Council’s Supplementary Planning Guidance on Parking and incorporate cycleways
within the development including links with the highway and cycleway network.
These issues, including guidance on designing out crime, are reinforced in the
companion guide to Design Bulletin 32: Places, Streets and Movement and in
Supplementary Planning Guidance: A Design Code.
7.24 Pedestrian initiatives in Poole are detailed in the Borough’s Walking
Policy (April 2000). Where practicable, facilities for walking will be designed
so that disabled people are not excluded and efforts will be made to improve
existing pedestrian routes to include those with impaired mobility. A wide range
of improvements to the pedestrian environment can be achieved by means of
re-paving, planting, signposting, lighting, street furniture and public art.
Coordinated schemes such as signposting, the use of common materials and the
presence of various kinds of visual ‘indicator’ can help to make pedestrian
routes and networks more legible. In addition, the pedestrian waiting time at
signalled crossings is being reviewed to benefit pedestrians. More data is being
collected about pedestrian movements throughout the Borough. The information
will help to establish priorities for improvement schemes, and to check the
Council’s performance against its targets for promoting walking.
7.25 The Proposals Map identifies a number of opportunities for improvements to
the Borough’s Rights of Way network. Some of these are combined cycle/footpath
improvements, whilst for others an extension of only the rights of way network
will be sought. Copies of the Definitive Map and Statement showing existing
Public Rights of Way in the Borough can be viewed at the central library in
Poole and Borough offices.
T3 PROVISION FOR PEDESTRIANS IN NEW
DEVELOPMENT
DEVELOPMENT WILL BE REQUIRED TO MAKE PROVISION FOR SAFE, CONVENIENT AND DIRECT
ROUTES AND FACILITIES FOR PEDESTRIANS INCLUDING EXTENSIONS TO THE RIGHTS OF WAY
NETWORK AS IDENTIFIED ON THE PROPOSALS MAP.
7.26 Where the Council seeks contributions through
policies T1
and/or T13
the types of measures being sought should be necessary and relevant to the
development and meet all the tests established by the Department for the
Environment (now ODPM) Circular 1/97 on Planning Obligations, HMSO. The types of
appropriate measures could include:
i) the provision of routes which link town centres, local centres, places
of employment, education and leisure with each other;
ii) improvements to and provision of direction signing;
iii) measures which improve safety for cycles and give cycles greater
priority over other traffic (such as cycle lanes, reduced speeds on local
routes to make cycling safer, advanced stop lines for cycles at traffic
signals, one-way streets with contra-flow cycle lanes, road closures with gaps
for cyclists, and safer routes to schools);
iv) the provision of secure and convenient cycle parking facilities in the
central area and local centres and at transport interchanges, educational
establishments and all other public buildings;
v) incorporation of cycle routes and priority measures within new
development schemes which link to the existing highway and cycleway network;
vi) extensions to the rights of way network relating to open spaces and
countryside routes as set out in Policy L14;
vii) links and extensions to the existing rights of way network which
enhance access for pedestrians; and viii) in the central area, the pedestrian
linkage of key areas and facilities such as employment centres, the port,
shops, leisure facilities and public transport networks.
7.27 The Local Transport Plan includes a statement of intent by the three
authorities on mobility enhancements for people with disabilities. This includes
encouraging bus companies to operate low floor buses, introducing special buses
to cater for people with a disability, and enhancing parking provision for
people with a disability. In addition, a five year implementation programme will
be developed targeting the needs of those groups most in need of support to
ensure full social inclusion. Efforts will be made to examine the need for
support and subsidies for community, education, social services, health and
public transport to ensure that affordable transport is available to everyone.
7.28 Public transport has a vital role to play in meeting sustainable
development and integrated transport objectives by providing an alternative to
the car. An effective public transport system is essential to the future
prosperity of Poole and the quality of life for its residents. Public transport
is an essential alternative for those without a car, therefore, services and
facilities should be accessible to all sectors of the community. The Council is
seeking to maximise the accessibility of all public transport services, but also
recognises the need for the provision of specialised services to meet specific
needs.
7.29 Nearly all public transport services (bus, rail and ferry) in the Borough
are provided by private companies on a commercial basis. The Council only has
direct control over a small number of subsidised services, and so negotiation
and partnership with transport companies is essential in order to implement
transport policies successfully. The Council actively promotes good working
relationships with transport providers, and this has been endorsed by the Bus
Quality Partnership for the conurbation, which consists of local authorities and
bus companies in the area. The aim is to increase bus use in South East Dorset
by providing a high quality, reliable and fully accessible bus network.
Significant improvements for local bus passengers have already been secured. The
Council also meets rail companies on a regular basis.
7.30 The LTP contains a number of policies aimed at enhancing bus services.
Those most relevant to this Local Plan are:
i) locating high density development near public transport nodes; and
ii)
restrictions on car parking and control of new development to improve the flow
and reliability of bus services.
7.31 Frequency and reliability are the two most important aspects of a bus
service as far as the passenger is concerned. In order to achieve this,
complementary traffic management measures (such as bus lanes and bus priority
measures at major road junctions) are essential. The Council has provided such
measures in some parts of the Borough and results are encouraging. It is also
important that all major developments are designed to allow a high standard of
access by public transport.
7.32 Bus priority measures are related to the junction improvements proposed in
Policy T16 and the improvements in highway capacity arising from
Policies T4 and
T5. Many of these enhancements will be required in the local centres,
particularly Ashley Road and Poole Road, which serve as busy shopping streets,
major through roads and public transport routes. The effectiveness of the
proposed bus measures will be monitored and the Council will seek to introduce
further measures where required. Detailed schemes will be required for these
areas to facilitate the implementation of Policies T4 and T5 and to ameliorate any adverse impact of development on the efficient operation of
bus services, particularly where additional traffic flows occur on high
frequency bus routes at important junctions. Note: Measure number iv of
Policy
T5 is a joint scheme between the Borough of Poole and Bournemouth Borough
Council.
T4 KEY PUBLIC TRANSPORT ROUTES
WHERE DEVELOPMENT ON KEY PUBLIC TRANSPORT ROUTES (AS SHOWN ON THE PROPOSALS MAP)
WOULD BE DETRIMENTAL TO THE OPERATION OF SUCH SERVICES, DEVELOPMENT WILL NOT BE
ALLOWED TO COMMENCE IN ADVANCE OF THE PROVISION OF TRAFFIC MANAGEMENT MEASURES
TO MAINTAIN THEIR SPEED AND EFFICIENCY.
T5 BUS PRIORITY MEASURES
PLANNING PERMISSION WILL NOT BE GRANTED FOR DEVELOPMENT THAT WOULD RESULT IN
ON-STREET PARKING, WAITING, SERVICING OR ADDITIONAL TRAFFIC LOADING THAT WOULD
ADVERSELY AFFECT BUS PRIORITY MEASURES OR THOSE PROPOSED AT THE FOLLOWING
LOCATIONS:
i) ASHLEY ROAD;
ii) ASHLEY ROAD/POOLE ROAD (POTTERY JUNCTION);
iii) BOURNEMOUTH ROAD/POOLE ROAD
(POTTERY JUNCTION); AND
iv) WALLISDOWN ROAD/ALDER ROAD
(WALLISDOWN CROSSROADS)
7.33 The local rail network is an underused resource.
Although passenger loadings are higher than ever before, this is mainly for long
distance journeys to London. There are nine stations in the conurbation along
the continuous built up area between New Milton and Hamworthy, four of which are
in Poole (Branksome, Parkstone, Poole, and Hamworthy), and there is potential
for increased local use. Poole is working with neighbouring authorities,
Strategic Rail Authority and the train operating companies to develop and expand
rail passenger use.
7.34 The development of rail services has been split into three five year
phases:
i) 1999 to 2003: Market spare capacity on current services;
ii) 2004 to 2008:
Enhanced local services; and
iii) 2008 to 2012: Possible Light Rapid Transit
scheme or comprehensive local train service with new stations.
The enhanced service in phase ii) is expected to include a Poole-Swanage
service, promoted by the Purbeck Rail Partnership, and increased frequency by
Virgin Cross Country, who propose 13 trains a day between Poole and Birmingham,
for introduction in 2003.
T6 DEVELOPMENT OF RAIL SERVICES
DEVELOPMENT WILL NOT BE PERMITTED ON OR ADJACENT TO RAILWAY LINES OR RAIL
STATIONS WHERE IT WOULD BE DETRIMENTAL TO THE OPERATION OF SUCH SERVICES.
7.35 A possible light rail scheme for the conurbation will be assessed by the
LTP partner authorities and operating companies. The Dorset Area Rapid Transit
System (DARTS) is a concept developed by a number of environmental groups. This
network would use the existing conurbation rail routes with on-street tramway
additions, for example, to reach Bournemouth Town Centre. The potential first
phase of DARTS is being evaluated in comparison with intensification of existing
rail services, and most options involve rails being relaid across a disused
viaduct at Branksome, with a new station/ tram stop to serve Westbourne.
7.36 The Council also supports the development of rail-based park and ride, as
explained in paragraph 7.45. In addition, it will be expected that any
development adjacent to or within a short walk of railway stations will maximise
their location by developing people-intensive uses on such sites. Policy E6
encourages the location of major office development where there is good quality
public transport such as a railway station, while specific town centre policies
deal with land adjacent to Poole railway station.
7.37 Movement of freight within the conurbation is important in order to sustain
economic growth.
However, the distribution system can have a substantial environmental impact.
HGV traffic increased by 38% in the last ten years, van traffic by 40%, shipping
and ports by 55% in containerised traffic, and air cargo doubled in tonnage
terms (Sustainable Distribution: A Strategy).
7.38 PPG 13 on Transport, recent government guidance in the Transport White
Paper and the subsequent Strategy for Sustainable Distribution encourages the
movement of freight by rail and water where viable. It is hoped that this will
lessen the environmental impact of road haulage in terms of reducing the number
of lorries on the roads and their subsequent effects, including use of
non-renewable fuels, wear and tear on the road system, emissions and noise.
7.39 The distribution of goods and services relies heavily on the use of lorries
and road infrastructure. Indeed, road traffic is the most visible aspect of
distribution. According to the Road Haulage Association, rail accounts for about
6% of domestic freight, and a trebling of the proportion going by rail would
amount to 18%. This still leaves 82% going by other modes, the majority of which
will go by road.
Realistically, road freight will still therefore be the dominant mode of freight
transport.
7.40 The streamlining of supply chain management, ‘ just in time’ delivery and
‘backloading’ of empty lorries has helped to make road haulage a more efficient
industry. Congestion is still a problem, with significant costs to the economy.
The Highways Agency is concentrating on the maintenance of the trunk road
network as a priority in order to tackle this problem. The majority of measures
to facilitate efficient road haulage will come from national policy,
particularly fiscal incentives, and through traffic management measures such as
'no-car' lanes.
7.41 The Council will introduce traffic management measures and parking
controls, where appropriate, to give goods vehicles priority over cars, for
example at entrances and exits of industrial estates and on the primary and
county distributor road network. The Local Transport Plan identifies an
opportunity for developing routing strategies for heavy lorries in conjunction
with other local authorities in the area. In addition, transit and overnight
facilities for goods vehicles and their drivers will be improved. Land at the
stadium is reserved for this purpose in
policy T12. Such a facility would also
be appropriate at the Port.
7.42 There is still great potential to make use of existing rail infrastructure
in order to transport freight. Movement of freight by rail helps to ease
congestion and pollution on our roads. In addition, the environmental benefits
of rail freight have become more apparent in recent years and this is reflected
in government guidance. The Government has endorsed the rail freight companys'
target of tripling rail freight business in the next ten years.
7.43 Government guidance states that sites should be identified and protected
where they could be critical in developing infrastructure to widen choices for
freight. The only operational freight facility in the area is at Hamworthy.
Apart from this, there are no longer any active rail freight facilities in the
wider South East Dorset conurbation, although Poole retains limited sidings
adjacent to the station in the town centre. Many potential sites for rail linked
facilities have been lost through redevelopment. The Hamworthy Quay branch will
therefore be developed as the principal rail freight access for the conurbation,
and track capacity and materials handling facilities will be improved.
Proposals to develop land through Policy CA9 should ensure, through its design,
that future residents and occupiers will not be adversely affected through the
normal operations of a Port based rail freight facility.
T7 ENHANCEMENT OF RAIL FREIGHT
LAND ADJACENT TO BOTH HAMWORTHY JUNCTION AND THE PORT RAIL LINK, AS SHOWN ON THE
PROPOSALS MAP, WILL BE RESERVED FOR A RAIL FREIGHT FACILITY AND RELATED USES.
PROPOSALS WHICH PREJUDICE RAIL FREIGHT USE WILL NOT BE PERMITTED.
IN THE EVENT THAT RAIL FREIGHT FACILITIES ARE NOT REQUIRED OR ARE REQUIRED OVER
A SMALLER AREA THAN SHOWN ON THE PROPOSALS MAP, ALTERNATIVE USES WILL BE
PERMITTED WHERE THEY ACCORD WITH POLICIES E2 AND E8.
7.44 The Structure Plan recognises the significance of the Port of Poole in
strategic and regional terms.
The development of “hubs” in the distribution network will be a key factor in
promoting greater use of inland intermodal freight and maintaining efficient
trading links with Europe. The main Port area is served by rail, but only
carries a small proportion of freight transport, therefore expansion is a
significant possibility. There is also sufficient deep water frontage and
infrastructure in place to allow an increase in ferry services and coastal
shipping if required.
7.45 The Local Transport Plan contains proposals to develop bus and rail-based
park and ride services for the conurbation. These services are aimed principally at solo car commuters, but will also attract shoppers, business
travellers and tourists. The proposals involve new bus based sites and the
extension of car parking at existing rail stations. The nature of park and ride
means that some of the sites proposed with services linking to Poole town centre
are in other authorities’ areas.
7.46 Three new or extended park and ride sites are proposed in this Plan;
i) Marshes End, Creekmoor,
ii) Mannings Heath
iii) Poole Station
The second Local Transport Plan to be published in July 2005 is expected to
identify further Park and Ride sites in and around the conurbation.
7.47 Marshes End has a capacity of about 1100 car parking spaces, the first
phase has now been constructed and comprises 500 spaces. The Mannings Heath site
has the potential to accommodate about 1,000 spaces. The initial service is
expected to be to Bournemouth University’s two campuses at Wallisdown and
Lansdowne, and Bournemouth Town Centre.
Internationally protected species are likely to be present on the site.
Policy
NE21 requires that, in most cases, such species should be protected on site. A
wildlife survey of the site will therefore be required in order to better inform
the design and layout of the future park and ride scheme.
T8 PARK AND RIDE – MARSHES END
LAND AT MARSHES END, SHOWN ON THE PROPOSALS MAP, IS ALLOCATED FOR PARK AND RIDE
FACILITIES AND WILL BE SAFEGUARDED FROM DEVELOPMENT LIKELY TO PREJUDICE THIS
USE. THE COPSE AT MARSHES END WILL BE RETAINED.
T9 PARK AND RIDE – MANNINGS HEATH
(CANFORD WAY/MANNINGS HEATH ROAD)
LAND AT THE CORNER OF CANFORD WAY AND MANNINGS HEATH ROAD, SHOWN ON THE
PROPOSALS MAP, IS RESERVED FOR A PARK AND RIDE FACILITY. SHOULD THE PARK AND
RIDE FACILITIES NOT REQUIRE ALL OF THE SITE, THEN EMPLOYMENT USES B1, B2 AND B8
WILL BE PERMITTED. A SURVEY OF WILDLIFE INTEREST ON THE SITE SHOULD BE CARRIED
OUT AS PART OF ANY PROPOSALS AND MEASURES TAKEN TO ENSURE THE PROTECTION ON SITE
OR RELOCATION OF PROTECTED SPECIES.
T10 PARK AND RIDE - POOLE STATION
LAND ADJACENT TO POOLE STATION, SHOWN ON THE PROPOSALS MAP, IS ALLOCATED FOR
RAIL ENHANCEMENTS, INCLUDING ADDITIONAL CAR PARKING TO PROVIDE INCREASED PARK &
RIDE CAPACITY FOR ALL RAIL USERS.
7.48 The enhanced rail services from London and Birmingham to Poole are expected
to generate a need for additional car parking for rail passengers. Provided that
such parking is managed to restrict its use to rail passengers, this is
considered to be a sustainable proposal which will reduce car mileage overall,
despite allowing more car journeys into Poole Town Centre. This assessment takes
account of the proposed pattern of rail services. The additional car parking may
be provided as part of the redevelopment of the former goods yard site.
Car Parking
7.49 Public off-street car parks are owned and operated by the Borough Council
and private companies. PPG 6 recognises that some good quality parking is
important in order to maintain the vitality and viability of town centres and
for existing retail and leisure uses to flourish. In the
Town Centre, it is, therefore, important to ensure that long stay parking is
discouraged in favour of short stay car parking and that the most conveniently
located spaces are available for shoppers, business and leisure use. However it
is important to recognise that some long stay parking will be essential to the
economic prosperity of the town centre.
7.50 Detailed studies of town centre car parking in 1991/1992 and 2000/2001 show
that there are several areas of the Town Centre where long stay parking, mainly
by commuters, is prevalent. Most commuters travel at peak hours, causing
congestion and they occupy parking spaces which could be used by shoppers or
residents and their visitors.
7.51 In order to limit congestion and promote increased use of alternative modes
to the car, there has been a progressive reduction in unrestricted on-street
parking in and around the Central Area, with an increase in short stay parking
provision. It is expected that, due to the intensive mixed use development
proposed for the Central Area, the total number of car parking spaces will need
to increase. However, the proportion of spaces available for long stay use will
reduce.
7.52 The Council has identified a hierarchy of parking zones within which
different levels of parking provision will be applied. The Parking Zone
boundaries are shown in
Figure 7.4. Zone 1 covers the Town Centre. There are
four Zone 2 areas: West Quay Road/part of Lower Hamworthy; The University;
County Gates; and the Civic Centre/College/Ashley Cross. The rest of the Borough
is Zone 3. Guidelines for car parking within each of the zones is set out in
Policy T11 and
Appendix 3 of this Plan. This hierarchy of car parking maxima
differs from the general advice in PPG13, but is justified by the need to make
more efficient use of urban land in the Town Centre and some Local Centres and
parking restraint areas. More detailed guidance on thresholds and parking
provision for cars and other vehicle types is given in the Council’s
Supplementary Planning Guidance on Parking.
Car parking in excess of the national maximum standards, as set out in PPG13,
will not be permitted unless, as PPG13 advises, developers can demonstrate that
a higher level of parking is needed. The maxima set out in
Appendix 3 are for a
wider range of land uses than specified in PPG13. They are not appropriate for
small scale development, for example an individual shop unit or dwelling. Any
future changes to the maxima set out in
Appendix 3 will be undertaken through a
review of the Council’s Supplementary Planning Guidance on Parking.
T11 CAR PARKING MAXIMA
DEVELOPMENT WHICH EXCEEDS THE MAXIMUM PROVISION OF CAR PARKING SPACES SET OUT IN
APPENDIX 3 WILL NOT BE PERMITTED.
7.53 Within the Town Centre, the needs of shoppers will have priority over the
needs of commuters.
The price of long stay parking is being gradually increased in real terms and
the number of long stay spaces is being reduced by converting them to short
stay. In addition, complementary measures will be implemented where appropriate,
such as on-street parking, including, where appropriate, preferential residents’
parking schemes, the pricing of on-street spaces and parking bans to provide
space for public transport, cycle or disabled facilities. Controlled parking
zones are also being implemented as a means of regulating and managing on-street parking effectively. In areas which experience considerable demand for
parking the introduction of variable message signs will assist the efficient use
of the parking available and should improve highway capacity by limiting
on-street queuing. The Zone 2 areas of the University (Wallisdown Campus) and
County Gates are adjacent to Bournemouth Borough. County Gates is immediately
adjacent to the Westbourne shopping and employment area, where parking is
limited, thus long-stay parking occurs on-street in the surrounding residential
areas in Bournemouth and Poole. It is important that the two authorities work
jointly with the main employers at Wallisdown Campus and Westbourne/County Gates
to minimise harmful effects in the surrounding residential areas.
7.54 Only in exceptional circumstances will contributions be sought towards
off-site car parking provision. Such exceptions may be infill development or
more intensive use of existing buildings in conservation areas as in the town
centre and Ashley Cross. It may be more appropriate in some circumstances to
seek contributions to measures to assist other modes, or to provide park and
ride services. Any contributions sought will be in accordance with Circular 1/97
and thus fairly and reasonably required for and related to the development.
7.55 Car parking guidelines for residential parking permit a range of car
parking provision to suit the circumstances of the site. The parking zones will
not have a major effect on residential development, and their greatest effect
will be on the level of car parking provided with office development. However, in the majority of cases, new residential development
will be expected to provide less car parking in zones 1 and 2 than in zone 3.
This is in line with Government guidance which seeks to maximise use of land,
and PPG 3 on Housing which suggests an average residential off-road parking
allocation of 1.5 spaces per dwelling. The Council will encourage the provision
of low car parking residential development wherever the adverse affects on
surrounding streets can be adequately mitigated, but in Parking Zones 1 and 2 in
particular. The Council will encourage developers to adopt appropriate travel
management measures to suit the specific site, and will not seek to impose
standard designs for residential car parking and access arrangements. For larger
residential developments, of more than 50 dwellings, a Residential Travel Plan
should be considered, but is not mandatory. Examples of how low car parking
residential development may be achieved are included in the Council’s SPG on
Parking.
7.56 The provision of shared public parking, where different uses, such as
retail and leisure, use car parks at different times of day, can be an effective
method of reducing land take and maximising land use. In addition, redevelopment
or re-use of existing private parking may be appropriate where it would not
conflict with the overall objectives of the Plan.
7.57 Many visitors travel to Poole by coach, which then park for varying periods
during the day and overnight. Coach parking on the highway can lead to safety
and environmental problems.
Coaches visiting the Town Centre are able to park at the Stadium site, off
Wimborne Road, but the facilities need to be improved and extended. A Town
Centre Traffic Study is examining possible sites for coach parking and terminus
facilities.
7.58 Overnight lorry parking can also pose problems, particularly in residential
areas. Facilities in Poole are available at Poole Stadium and within the Port
for ferry users only. On the eastern side of
the conurbation, lorry parking is currently provided at Kings Park, Bournemouth.
In recent years, with improved facilities at the port, the Stadium site has
never been full. Existing users of the site consider that it is well located and
meets their needs. In combination with the Port, it is adequate to meet the
foreseeable demand for overnight lorry parking in Poole and no additional site
is considered necessary.
T12 COACH AND LORRY PARK
LAND AT THE STADIUM SITE, AS SHOWN ON THE PROPOSALS MAP, IS RESERVED FOR A LORRY
AND COACH PARK, TO INCLUDE TOILETS, SHOWERS AND A FOOD KIOSK. ANY REDEVELOPMENT
OF THE SITE SHALL INCLUDE SUCH FACILITIES AS PART OF THE PROPOSALS.
New Development
7.59 The effect of new development on the overall transport network is
cumulative. It is important that developers of schemes likely to generate
significant travel demand adopt policies and practices designed to limit the use
of the car. All planning applications likely to result in excess of 1,000 person
trips per weekday will generally be required to have a Transport Assessment
which must explain the proposed access to the site by non-car modes, as well as
indicating highway improvements and/or traffic management measures.
7.60 Development must not disadvantage the public’s use of transport facilities.
Where development is proposed, developers will have the responsibility of
demonstrating to the Highway Authority that the development can be accommodated
within the existing transport network. Where it is anticipated that development
will adversely affect other transport users, appropriate improvements to the
transport network must be carried out to enable the development and associated
transport network to function satisfactorily.
7.61 Generally, development should seek to make the transport provision
necessary to ensure that
future trips to and from the development can be made by a range of transport
modes. This can be secured through the provision of, or agreement to provide,
public transport facilities or facilities for walkers and cyclists. Other design
improvements may include appropriate lighting, treatment of surfaces and
provision of street furniture, which can all help to encourage the use of
streets by walkers and cyclists as in, for example, the design of ‘home zones’.
For larger developments these physical measures will be backed up through a
travel plan which will normally be secured through a planning obligation
(section 106 agreement).
T13 TRAFFIC GENERATED BY DEVELOPMENT
PLANNING PERMISSION FOR DEVELOPMENT WILL NOT BE GRANTED IF THE ADDITIONAL
TRAFFIC GENERATED BY THE DEVELOPMENT WILL BE LIKELY TO ADVERSELY AFFECT ROAD
SAFETY OR THE ABILITY OF THE TRANSPORT INFRASTRUCTURE TO ACCOMMODATE THE
ADDITIONAL TRAFFIC UNLESS REMEDIAL MEASURES TO OVERCOME THE PROBLEM ARE
PROVIDED.
A TRAVEL PLAN WILL BE REQUIRED FOR ALL PROPOSALS WHICH ARE LIKELY TO GENERATE
SIGNIFICANT NUMBERS OF TRIPS BY CAR.
7.62 The Council has produced Supplementary Planning Guidance (SPG) on
‘Travel Plans’ (April 2003). A travel plan is a package of measures to assist in
managing the transport needs of an organisation. A successful travel plan will
offer users of a business, organisation or housing development a choice of
travel modes to and from the site and encourage more sustainable patterns of
movement. The Council’s SPG provides guidance on when a travel plan is likely to
be required, how a travel plan will be secured through a planning application
and what measures should be included.
7.63 Some development proposals may have a predicted low level of trip making
per day, but are close to a traffic hazard, air pollution hot-spot or other
localised problem. In such cases it is considered appropriate that the developer
should provide a special detailed Transport Assessment setting out how the trips
to and from the development will affect the problem, and the measures that might
be taken to mitigate the impact of the development related movements.
This assessment should be carried out according to the guidelines published by
the (former) DTLR.
7.64 Development should also take account of possible future transport corridors
as reflected in the Bournemouth, Dorset and Poole Structure Plan: ‘In some cases
the benefits from a scheme may be outweighed by the financial and other costs,
particularly environmental damage. In Bournemouth, Poole and Christchurch a
number of schemes have been or will be superseded by the integrated transport
package. It is recognised that at present, major road building in urban areas
will only be justified in exceptional circumstances.
For some of the deleted schemes, including the Wallisdown and Branksome Relief
Roads and the A35 Christchurch Bypass/Relief Road, most of the principal
corridor required for any new road or an alternative public transport system is
effectively protected from development by environmental designations of national
and European importance. However, on the remainder of land not so protected,
where development opportunities do exist which could affect the transportation
corridor, the relevant local planning authorities must ensure that any
development layouts retain options for a future through main traffic route or
innovative mass transport system.'
The Road Hierarchy
7.65 The Structure Plan recognises that the supports this aim and sets out a
strategy for maximising best use of the existing network. Fundamental to this
movement of traffic is the establishment of a hierarchy of roads which allows
for the direction of traffic, by signing or design principles, onto roads most
suited to their journey purpose. It also assists in improving accessibility to
and from the national highway network and also within the Plan area.
Additionally, the establishment of a hierarchy assists the reduction of
extraneous traffic in residential and shopping areas, thereby improving the
environment for the local population and assisting road safety.
7.66 The hierarchy of roads in Poole is shown in Table 7.1.
|
Status |
Typical Classification |
| i) Primary Routes |
A roads (green
signs) |
| ii) County Distributor Routes |
A roads |
| iii) District Distributor
Routes |
B or Classified
un-numbered |
| iv) Local Distributor Routes |
Classified
un-numbered |
| v) Classified Access Routes |
Unclassified |
| vi) Access and Service Roads |
Unclassified or
private |
7.67 Existing roads which form parts i) to v) of the defined hierarchy are
listed in Appendix 4 and shown on
Figure 7.5. Where new developments are completed, or traffic
management measures are implemented, the designation of a road may change.
7.68 Primary routes form part of the National Primary Route Network as defined
by the Department for Transport. They provide the links connecting South East
Dorset with other parts of the country and cater for the major traffic movements
into and out of the area. They also form a network for important longer distance
trips between homes and major employment centres within the area. Along with
County Distributors, Primary routes form the preferred network for use by heavy
goods vehicles.
7.69 County Distributors Routes link major areas of activity, towns and
commercial centres in South East Dorset with each other and with the Primary
routes. Their function is to provide a network of ‘A’ class roads, suitable for
lorries and longer distance traffic.
7.70 The District Distributor network is designed to connect areas of
residential, shopping, industrial and commercial development with each other. It
should also link these to the County Distributor and Primary Route networks
7.71 Local Distributor routes distribute traffic within districts, and will
often be used as bus routes in residential areas. They form the main connections
between residential areas and the district distributor road network, and hence
to the county distributor and primary networks.
7.72 Commercial access routes are unclassified roads used by significant numbers
of lorries for access to industrial areas and main shopping centres.
Those built since 1970 have been designed to accommodate the needs of larger
vehicles. Thus physical traffic calming and restrictions on lorry access are
unlikely to be implemented on commercial access routes.
7.73 Access and Service Roads are the most common type of highway throughout the
Plan area. These provide connections between specific areas of development and
the remainder of the highway network. They include minor residential roads,
culs-de-sac and industrial and commercial area service roads.
7.74 New access points, crossing and turning movements and on-street parking
often cause delay to all modes of traffic and can increase the risk of
accidents. Restricting these potential points of conflict can help to make the
best use of the existing highway network for all users by keeping local traffic
flowing freely and also help to reduce the risk of accidents. The Council will
therefore take the opportunity to close selected junctions with side roads and
encourage other complementary traffic management measures such as one way
streets, controlling conflicting traffic movements at junctions, waiting and
parking restrictions, and provision of service facilities off the main network
where possible.
On primary and distributor routes which have limited or no accesses, further
access points will add significantly to the accident risk and will not be
permitted. However, where there are already numerous accesses, and no realistic
prospect of reducing them, additional accesses may be allowed, subject to safety
audit. Further information is given in the Council's Supplementary Planning
Guidance on Parking.
T14 ACCESS TO THE HIGHWAY NETWORK
ON ALL PRIMARY AND DISTRIBUTOR ROUTES ADDITIONAL ACCESS, PARKING, CROSSING AND
TURNING MOVEMENTS WILL NOT BE PERMITTED. NEW POINTS OF ACCESS MAY BE PERMITTED
WHERE THE TOTAL NUMBER OF ACCESSES CAN BE REDUCED. WHERE ALTERNATIVE ACCESS IS
POSSIBLE, IT SHOULD BE PROVIDED ON THE NEXT LOWER CATEGORY OF ROAD IN THE
HIERARCHY OF THE ROADS WHICH ADJOINS THE SITE. WHERE DIRECT ACCESS TO
DEVELOPMENT IS PERMITTED A SATISFACTORY MEANS OF TURNING VEHICLES WILL BE
REQUIRED WITHIN THE CURTILAGE OF THE SITE.
7.75 The majority of commercial areas throughout the Borough have limited or no
rear access service facilities, which necessitates servicing and access from the
public highway. Such activities may contribute to congestion and increase
accident potential. As and when redevelopment of commercial or shopping areas takes
place rear access should be provided or, if this is not possible, future
provision should be allowed for.
T15 REAR ACCESS AND SERVICING DEVELOPMENT, OR THE SIGNIFICANT INTENSIFICATION, OF COMMERCIAL PROPERTY OR
RETAIL OUTLETS WILL NOT BE PERMITTED UNLESS IT PROVIDES FOR REAR ACCESS OR, IF
THIS IS NOT POSSIBLE, ALLOW FOR THE FUTURE PROVISION OF REAR ACCESS FOR ADEQUATE
SERVICING AND THE SEPARATION OF GOODS TRAFFIC FROM RESIDENTIAL PROPERTIES.
7.76 Possible options for the introduction of rear servicing are discussed in
the Local Centres chapter for Ashley Road (paragraph 15.22), Broadstone
(paragraphs 15.24, 15.25 and 15.26 and policies
LC5 and
LC6), and Ashley Cross
(paragraph 15.28 and at
Policy T20). Elsewhere, opportunities to provide rear
access will be taken as they arise until a full programme of rear servicing can
be prepared for those other shopping centres where an improvement in highway
safety can be achieved in this way.
7.77 The Local Transport Plan sets out to establish a sustainable and integrated
transport system for Poole and recognises that one of the ways that this can be
achieved is by maximising the efficient use of the existing network. Four
priority corridors have been identified in the Local Transport Plan along which
measures will be undertaken to achieve the aims and objectives of the joint
transport strategy. Measures include:
i) schemes at critical junctions to reduce congestion and provide improvements
for pedestrians, cyclists and public transport;
ii) pedestrian and cycling
schemes;
iii) bus priority measures;
iv) extension of urban traffic control;
v)
provision of parking information to motorists;
vi) management of on-street
parking; and
vii) travel plans for businesses and schools.
At other junctions priority will be given to those improvements with accident
reduction potential and which give greatest benefit to public transport.
T16 JUNCTION IMPROVEMENTS THE FOLLOWING JUNCTIONS WILL BE IMPROVED IN ORDER TO FACILITATE THE MOVEMENT OF PUBLIC
TRANSPORT BY REDUCING CONGESTION, AND
TO PROVIDE SAFER ROUTES FOR PEDESTRIANS AND CYCLISTS:
i) ALDER ROAD/WALLISDOWN ROAD; AND ii) RINGWOOD ROAD/WALLISDOWN ROAD
(MOUNTBATTEN ARMS).
DEVELOPMENT LIKELY TO PREJUDICE THESE IMPROVEMENTS WILL NOT BE PERMITTED.
Note: the areas outlined for improvement in
figures 7.6 and
7.7 are
indicative only. They do not represent the definitive extent of these junction
improvements. Any detailed designs will be advertised and consulted on through
the normal procedures for highway improvements.
Note: the areas outlined for improvement in figures 7.6 and
7.7 are
indicative only. They do not represent the definitive extent of these junction
improvements. Any detailed designs will be advertised and consulted on through
the normal procedures for highway improvements.
7.78 Urban Traffic Control is a cost effective way of bringing substantial
benefits to traffic flows by making best use of the existing network. The
objective of these installations is to improve flows by increasing the capacity
of existing signal controlled junctions and thus reduce delays, noise, fuel
consumption and exhaust pollution. A vehicle responsive Urban Traffic Control
system of traffic signals has been installed at various locations
throughout the Borough, part of a network of 14 installations in South East
Dorset. However, these schemes rarely require land outside the highway, and thus
have only minor effects on land use.
7.79 The number of road traffic casualties continues to run at unacceptably high
levels and the safety of all road users is paramount when formulating
transportation policy. In 2000 the Government set challenging casualty reduction
targets for the year 2010 as part of it’s Ten Year Transport Plan. This latest
Road Safety target is for a 40% reduction in fatal or serious road traffic
casualties (or KSIs) and a 50% reduction in child KSIs by 2010, compared with
the average for 1994-1998. Further details are included in the Local Transport
Plan.
7.80 In Poole in 2003, there were 580 road accidents involving personal injury
reported to the Police.
As a result of these 580 accidents, 7 people were killed, 62 were seriously
injured and 723 were slightly injured. This casualty toll represented a
significant cost to the local community in terms of human costs, lost production
and medical costs of around £31M a year.
7.81 The joint Transportation Strategy includes the following key policies with
regard to accident reduction:
i) casualty reduction will continue to be the first priority for traffic
accidents;
ii) main traffic routes will be given priority for traffic accident
remedial measures;
iii) in the design of all highway improvements and
maintenance schemes, appropriate facilities for cyclists and pedestrians will
normally be incorporated and particular attention will be given to the needs of
disabled users; and
iv) priority will be given to the establishment of safer
cycling and walking routes for school children and other vulnerable groups.
7.82 Development proposals need to take into consideration the above strategy
and in the preparation of detailed schemes, regard should be had to the need for
accident remedial measures and the safety of vulnerable road users.
A31 to Poole Link
7.83 There are major problems caused by the absence of a route of adequate
standard between the A3049 dual carriageway in Poole and the A31 trunk road.
This is recognised in the Bournemouth, Dorset and Poole Structure Plan, July
2000. Both the Regional Planning Guidance for the South West and the current
review of the Structure Plan recognise the need to increase accessibility from
the A31 into the conurbation, and improve transport links to the Port.
7.84 The absence of a suitable link to the A31 trunk road causes problems for
the western side of the conurbation and, in particular, Poole and its port.
The economic vitality of the Borough is compromised by poor communications, and
business leaders have recognised the issue as their top transport priority.
Therefore, the Borough of Poole remains committed to securing the A31-Poole link
and will seek all means to achieve this through the Structure Plan and Local
Transport Plan process.
7.85 Transport solutions will be promoted by partnership working by the local
highway authorities through the Local Transport Plan process. To achieve this an
A31-Poole Study group has been set up. It involves the Government Office for the
South West and the Highways Agency, and a timetable for implementation has been
agreed. A major multimodal scheme in the second Local Transport Plan (2006-11)
is considered the most likely outcome, but a package of minor works will be
investigated. The study will review any remaining potential to implement the
former safeguarded A31-Poole trunk road alignment, and have regard to the likely
impact on internationally protected habitats and species.
7.86 Within the Holes Bay Basin, there are a number of major brownfield sites.
Through the development of these sites, the opportunity exists to bring forward
a second harbour crossing, across the Back Water Channel and
enhanced transport networks on both shores.
7.87 The new network on the Town Centre side makes extensive use of the existing
highway alignments, but with a new link between West Quay Road and West Street,
extending Marston Road. The present Hunger Hill junction would be replaced by a
signalled gyratory system. A substantial length of new pedestrian and cycle
facilities will also be provided, including public access to nearly all the
waterfront between the old lifting bridge and Sterte Road. See
Figure 7.8
‘Proposed Transport Network, Poole Bridge Regeneration’.
T17 WEST QUAY TRANSPORT NETWORK DEVELOPMENT WITHIN THE AREA SHOWN ON THE PROPOSALS MAP SHALL MAKE PROVISION FOR
A TRANSPORT NETWORK WHICH INCLUDES:
i) ONE WAY STREETS WITH CYCLE LANES; ii) A NEW PEDESTRIAN QUAYSIDE; AND iii) TRAFFIC SIGNALLED JUNCTIONS WITH BUS
PRIORITIES.
7.88 The proposed network on the Hamworthy side contains a number of new road
links, including a replacement A350 route to the Port. This new road network
will allow traffic flows on Blandford Road to be greatly reduced by traffic
management. The network includes a new pedestrian quayside, segregated cycle
routes and bus priority features.
Figure 7.8 shows a transport network layout
for infrastructure associated with the second harbour crossing.
The precise location of the new road, pedestrian and cycle network within the
new development sites is not critical, and may differ from that shown in this
figure. The area for which
policy T17 applies is defined as the Town Centre side
of the Holes Bay Basin Regeneration policy area (Shown on the Proposals Map).
T18 LOWER HAMWORTHY TRANSPORT NETWORK DEVELOPMENT WITHIN THE AREA SHOWN ON THE PROPOSALS MAP SHALL MAKE PROVISION FOR
A TRANSPORT NETWORK WHICH INCLUDES:
i) A NEW PRIMARY ROUTE TO THE PORT; ii) A SECOND CONNECTION TO BLANDFORD
ROAD WEST OF IVOR ROAD; iii) A PEDESTRIAN QUAYSIDE; AND iv) PEDESTRIAN AND CYCLE LINKS TO
EXISTING RESIDENTIAL AREAS, LOCAL SCHOOLS AND SERVICES.
7.89 The two networks will be linked by a new harbour crossing; a lifting bridge
with gentle gradients to encourage pedestrian use. Cycle lanes will be provided
on the signal carriageway, and traffic will be directed by variable message
signing to make most effective use of the two lifting bridges. Pedestrian and
cycle provision on
the old bridge will be substantially improved, but no local plan policy is
needed for the widening of an existing highway. The area for which
policy T18
applies is defined as the Hamworthy side of Holes Bay Basin Regeneration policy
area (Shown on the Proposals Map).
T19 NEW HARBOUR CROSSING A PREFERRED ROUTE AS SHOWN ON THE PROPOSALS MAP IS RESERVED FOR A NEW HARBOUR
CROSSING.
 7.90 The new harbour crossing is required to allow for access for marine craft
that operate from land based sites north of the alignment. On this basis any crossing would need to open
to allow craft to pass. The new crossing would provide the primary route for
traffic movement between the town centre and Lower Hamworthy/The Port. A traffic
management system would be put in place to ensure that only one bridge is open
at any one time allowing for continuous flow of traffic. This provides
considerable opportunity to improve the frequency and reliability of public
transport services between Hamworthy and the Central Area.
7.91 To secure the delivery of a new crossing and the other development
objectives for land in the Holes Bay Basin, development should be planned
comprehensively within the clear framework provided by the policies for Holes
Bay Basin in Chapter 14. Detailed master planning of land on either side of Back
Water Channel should be undertaken to demonstrate in design terms how
development will contribute to the overall enhancement of the urban environment,
allow for a mix of uses to ensure the continued vitality of Poole and identify
infrastructure alignments for connections between the new crossing and the
existing highway network.
7.92 A maritime traffic model is being undertaken by the Council to ensure that
the closing regime of the bridges to marine craft, and the amount of space
between the bridges, will permit safe navigation, having regard to the predicted
volume and nature of marine craft.
7.93 New marina facilities, pile, trot or swinging moorings are unlikely to be
allowed in the Channel between the bridges but individual berthing pontoons may
be considered subject to maintaining a safe channel for waiting vessels and to
cater for two-way traffic. Additional berthing facilities may be permitted
off-channel as part of waterfront developments. These considerations will be
fully resolved through the implementation of a maritime traffic model. The
maritime modelling and other detailed studies may result in minor changes to the
alignment of the new link and lifting bridge across the Back Water Channel.
7.94 To secure permission for the proposed highway network, including the new
bridge and the changes to the rules of operation for the existing bridge, the
Council’s approach is to use a combination of highway powers, planning
applications and, principally, the Transport & Works Act procedure. As the first
stage, the Council has declared preferred route details for the key new link
between West Quay Road and Blandford Road, Hamworthy, including the new Twin
Sails bridge. The Council hopes that this key link can be completed by 2007.
7.95 From time to time during the Plan period minor, and sometimes more
significant, local highway improvements will be undertaken. Financial
constraints determine that it is not possible to include proposals for the
provision of all desirable highway improvements during the Plan period.
For the most part those schemes which do come forward will be implemented within
the highway and priorities will be assessed according to the criteria set out in
7.81. Details of individual minor highway improvements are not included in the
Local Plan, although where such improvements would better serve specific
development areas they are in the appropriate chapter.
7.96 A number of the more significant improvements have already been identified
in this Local Plan and will require the acquisition of land. It is, therefore,
necessary to ensure that development proposals do not prejudice the
implementation of such schemes.
T20 HIGHWAY IMPROVEMENTS PLANNING PERMISSION WILL NOT BE GRANTED FOR DEVELOPMENT WHICH WILL PREJUDICE THE
IMPLEMENTATION OF THE FOLLOWING SCHEMES:
i) COMMERCIAL ROAD/CHALICE CLOSE
(REAR SERVICE ROAD); ii) DENMARK LANE; iii) MANNINGS HEATH ROAD ADJACENT AND
OPPOSITE TO BROOM ROAD; iv) MANNINGS HEATH ROAD/RINGWOOD
ROAD; AND v) WOOL ROAD/ST GEORGES AVENUE.
7.97 The justification for safeguarding the five schemes in
Policy T20 is as
follows:
i) provides for a service road for part of the Ashley Cross shopping area. This
will allow loading/unloading to be carried out away from the congested A35
primary route and has safety and environmental benefits; ii) provides for
widening of Denmark Lane which is grossly substandard and has no footway; iii)
provides for improved forward visibility on this local distributor road; iv)
provides for bus priority measures and
control of East-West movements for safety reasons; and
v) provides for upgrading
portions of unsurfaced roads and removing industrial traffic from the
residential portions of these roads. The junctions with Ringwood Road have a
poor accident record and the traffic segregation provided by this scheme should
ameliorate this.
7.98 Roads and traffic are a major feature of the environment. Many large roads
possess a pleasant character with a high standard of landscaping. Others are
wide and bare and do not contribute to the local environment, often acting as
barriers to pedestrian movement. The layout, design and landscaping of each
level of road is most important to the character and identity of an area. New
roads must relate to their site in terms of topography and vegetation, and
should make use of existing views, vistas and landmarks to establish good
orientation and identity. Generous landscaping strips, possibly separating
pedestrians from the traffic, can enhance the appearance of roads and compensate
for the lack of buildings facing it. A grass verge in front of rear garden walls
and fences produces a bare, uninteresting street with no information to assist
orientation and little contribution to local identity.
7.99 In addition, the Council will seek the improvement of the environment in
existing distributor roads through the planting of avenues of trees, better
pedestrian routes and the introduction of local identity. Streets and other
public spaces should be attractive and safe for all members of the community and
not dominated by the motor vehicle. The use of appropriate materials, street
furniture and other design features, can enhance the appearance and make the
street safer and more pleasant for all. The design of street furniture and the
selection of paving material should reflect the way in which the area is likely
to be used as well as the character of the area and surrounding buildings.
T21 NEW HIGHWAYS AND HIGHWAY IMPROVEMENT
SCHEMES NEW HIGHWAY DEVELOPMENT OR IMPROVEMENT SCHEMES FOR EXISTING HIGHWAYS WILL BE
REQUIRED TO RESPECT THE CHARACTER AND APPEARANCE OF SURROUNDING BUILDINGS IN
TERMS OF THE LAYOUT, DESIGN, PAVING AND FURNISHING OF STREETS AND PUBLIC SPACES.
HISTORIC ARTEFACTS SHOULD BE RETAINED AND THE OPPORTUNITY TAKEN TO PROVIDE
FEATURES, TREE PLANTING AND OTHER ENHANCEMENTS FOR THE BENEFIT OF ALL USERS.
SIGNS, SERVICES AND UTILITY INSTALLATIONS SHOULD BE DESIGNED AND SITED TO
MINIMISE OBSTRUCTION AND VISUAL INTRUSION.
7.100 Certain existing residential areas are adversely affected by traffic
trying to avoid the congested main roads and diverting onto less suitable side
roads. The areas in Poole most severely affected have been targeted for traffic
calming in order to 7 return extraneous traffic back to the enhanced main
arteries. Traffic calming measures have been completed successfully in the area
bounded by Ashley Road, Ringwood Road, Herbert Avenue and Alder Road. The
potential for the introduction of traffic calming in other areas will be
assessed according to accident reduction potential.
7.101 Traffic calming should be an integral feature of new development and
considered at an early stage in the design process. Wherever possible, traffic
speeds should be managed by the arrangement of buildings and spaces, while
physical traffic calming measures such as speed humps and chicanes should be
regarded as back up measures where layout alone does not produce low speeds.
7.102 Emerging Government guidance is encouraging the use of more innovative
schemes to help shift the balance of travel from the car to other modes. The
Integrated Transport White Paper introduces the Government’s intention to pass
legislation enabling local authorities to pilot
charging schemes for road users and workplace parking. It is anticipated that
this will give local authorities new powers for tackling congestion and
pollution and for raising finance to do this.
7.103 The Borough of Poole is working with other large employers to undertake
research and development into Employee Travel Plans. Major employers in Poole
are being contacted with regard to producing Employee Travel Plans, while the
Council is already setting up an Employee Travel Plan for its own employees. In
addition, the Borough has signed up to the Travel Wise initiative. This involves
raising awareness of the problems associated with the growth in traffic and
encourages the use of healthier and more environmentally-friendly alternatives
to the car.
The campaign is also supported by Healthworks, Dorset’s health promotion agency. |
