7.1. Ensuring that people and goods are able to move effectively from one land use to another is vital in the planning of any area. The transportation network is closely interrelated with the economy, directly affects land use patterns and has major environmental implications. Recent decades have been characterised by a dramatic increase in traffic flows. Northamptonshire has experienced particularly remarkable changes with rates of traffic growth over the period 1983 to 1993 51% higher than national growth rates(1). This increase in road-based traffic has lead to problems of traffic congestion and increased environmental disbenefits. There is considerable loss of amenity around busy roads, particularly in built up areas, and there are increased levels of CO2 emissions and consumption of finite fossil fuels. The policies in the Plan are aimed at reducing the reliance on the private car and facilitating options for other forms of transport, as well as improving the efficiency and safety of the existing road network.
7.2. The Borough Council is not primarily responsible for transport planning, provision, finance or construction. The County Council is the Highway Authority and, as such, prepares the Northamptonshire Transport Policies and Programme (TPP) within which context all policies of this Plan must be considered.
7.3. Broad policy with regard to the development of the highway network is set out within the Structure Plan. It is sought to selectively develop the primary road network, by new construction and improvement measures, with priority being given to strategic routes.
(1) Source: Northamptonshire Transport Policies and Programme 1995 - 96 Northamptonshire County Council, July 1994.
7.4. Within the Borough the primary road network is comprised of:
A6 and A43, trunk roads (which are the responsibility of the Department of the Transport); and
A45 and A509, other strategic roads.
Trunk road improvement schemes include the A43 Moulton to Broughton scheme, for which a preferred route has been published, and the A6 Finedon Bypass, currently of low priority, in respect of which route options have yet to be determined.
7.5. The County Council has given particular weight to environmental issues and the importance of transport infrastructure for economic development. The Borough Council supports the general approach of realising the benefits of the area's increasing accessibility whilst safeguarding the local environment. The latter includes highway development in relation to village bypasses and urban traffic relief, together with local road safety schemes.
7.6. Programming of specific schemes is reviewed annually in the TPP. This document forms the basis for the County Council's bid for central government funds under the Transport Supplementary Grant and Credit Approval procedures and also gives details of 'Development Responsive' schemes intended to be mainly funded by the private sector.
The following schemes are covered in the 1998-99 TPP:-
A509 Isham Bypass - a major scheme included in the Transport Capital Investment Bid programmed for implementation in 2002/2003.
A509 Great Harrowden Bypass and Wellingborough Eastern Bypass - 'Development Responsive' schemes.
PLANNING PERMISSION WILL NOT BE GRANTED FOR DEVELOPMENT WHICH WOULD PREJUDICE THE CONSTRUCTION OF THE ISHAM BYPASS AS SHOWN ON THE PROPOSALS MAP.
7.7. The Borough Council strongly supports proposals for an Isham Bypass. Whilst an increase in traffic on the A509 in Isham of about 1600 vehicles per day had been experienced following the opening of the Kettering Southern Bypass (A14) in November 1991, it is predicted that the completion of the A14 to the M1/M6 junction in July 1994 will result in further increases of traffic on the A509 of about 4500 vehicles per day(1). The County Council chose a route for the Isham Bypass on 11 January 1994; this is shown on the Proposals Map.
7.8. The Borough Council will support the County Council in securing comprehensive traffic relief measures for Isham, Great Harrowden and the eastern side of Wellingborough.
THE CORRIDOR SHOWN ON THE PROPOSALS MAP WILL BE SAFEGUARDED FOR THE CONSTRUCTION OF AN EASTERN BYPASS TO WELLINGBOROUGH.
7.9. The Borough Council strongly supports an eastern bypass from Northen Way to the A45, east of its present junction with the A509 at Turnells Mill Lane. This will provide a direct route from the A45 via the A509 to the M1-A1 Link (A14) to the north of the Borough. It will also provide considerable benefits in linking Wellingborough's employment areas to the national road network, in achieving traffic relief and environmental improvements within the town centre as part of the County Council's 'Rings and Links' strategy and by providing access to the Borough's major new housing area as well as new employment and leisure development. A corridor for the Eastern Bypass is indicated on the Proposals Map.
DEVELOPMENT PROPOSALS WHICH ARE LIKELY TO GENERATE HIGH LEVELS OF TRAFFIC, ESPECIALLY OF HEAVY GOODS VEHICLES, THROUGH RESIDENTIAL AREAS, THE TOWN CENTRE OR, IN PARTICULAR, THE B573 EASTFIELD ROAD- EMBANKMENT ROUTE, WILL NORMALLY BE REFUSED.
7.10. Proposals for an eastern relief road, together with a link between Finedon Road and Northen Way, would create a complete outer road box around the town. This will result in considerable relief to the town and provide a high standard of access from major employment areas to the primary road network. In the interim, Policy T3 is introduced in the light of unacceptable levels of traffic in parts of the built-up area of the town as a result of the absence of the east and north-east section of the outer road box. In particular, this applies to the B573 Eastfield Road - Elsden Road - Embankment route, which functions to some extent as an eastern bypass.
(1) Source: Northamptonshire Transport Policies and Programme 1994-5, Northamptonshire County Council, July 1993.
PLANNING PERMISSION FOR DEVELOPMENT PROPOSALS IN THE ALLOCATED SITES WILL BE CONDITIONAL UPON THE PROVISION OF EFFECTIVE ROUTES FOR BUSES.
7.11. Despite continued increase in car ownership (from 64% of all households in the Borough in 1981 to 73% in 1991), significant numbers of people do not have access to a car, most notably the elderly, the young and the disabled. For many, public transport can be the only means of reaching centralised services, including shops, hospitals, doctors, schools and libraries, particularly within the rural area. Public transport also has an important role in efforts to curb private car use, relieve congestion and reduce CO2 emissions and fossil-fuel consumption.
7.12. The Borough Council will ensure that future development on allocated sites is capable of being served by public transport in order that there is the potential for an alternative to the car. Provision should, therefore, be made in the larger development sites to enable bus services to operate. This should include the provision of adequate bus stops and terminus facilities which could incorporate lay-bys, together with requiring the geometry and general layout of the road network is conducive to efficient bus operation.
7.13. The longer term case for electrification of the Midland Main Line, presented by the East Midlands and Sheffield Rail Forum, is supported by the Borough Council. Development to the east of Wellingborough town The development of Wellingborough East could satisfactorily exploit the area's potential in terms of rail traffic. In particular, the area of Neilsons Sidings offers a valuable opportunity for a rail/road interchange (Land North of Finedon Road). This is discussed in Chapter 9. The Borough Council anticipates further discussions with the County Council concerning future rail routes as part of the Structure Plan Review; if positive proposals emerge which justify the definition of protected corridors then these will be incorporated in the present Plan upon its review.
DEVELOPMENT PROPOSALS WILL ONLY BE GRANTED PLANNING PERMISSION WHERE THEY INCORPORATE A SAFE AND ATTRACTIVE FOOTPATH AND CYCLEWAY SYSTEM WHICH PROVIDES ACCESS FROM HOUSING AREAS TO EMPLOYMENT AREAS, SHOPS, SCHOOLS, COMMUNITY FACILITIES, OPEN SPACE AND THE TOWN CENTRE TOGETHER WITH LOCAL FOOTPATHS AND CYCLEWAYS TO LINK INTO THIS SYSTEM.
PROVISION OF THE PROPOSED FOOTPATHS AND CYCLE ROUTES SHOWN ON THE PROPOSALS MAP WILL BE REQUIRED WHERE THEY FORM PART OF ANY DEVELOPMENT PROPOSALS.
MAJOR DEVELOPMENT PROPOSALS AND DEVELOPMENT AT PUBLIC TRANSPORT INTERCHANGES OR IN THE TOWN CENTRE WILL ONLY BE GRANTED PLANNING PERMISSION IF SATISFACTORY SECURE CYCLE PARKING FACILITIES ARE PROVIDED.
7.14. Pedestrians and cyclists are vulnerable road users and it is important to improve conditions and the level of safety for these groups. Additionally, such methods of transport are viable alternatives to the car and can be used for journey to work trips, shopping etc. It is therefore considered important to encourage these activities by aiming to improve provision of facilities for them both in settlements and the open countryside wherever possible. Public rights of way are considered in Chapter 6.
7.15. Generally routes should be safe from a highway point of view, which could mean some degree of segregation, but they should not be isolated from other activities as this could increase the risk to personal safety from crime. Safe and attractive routes will encourage greater usage. Pedestrian and cycle priority at appropriate road junctions will also be encouraged.
7.16. The Borough Council in conjunction with the County Council has prepared a Cycle Route Master Plan for the town, which seeks to link housing areas, employment areas, shops, schools, open space, public transport interchanges and the town centre. This plan forms the basis of Fig 7.1 and the proposed routes are included on the Proposals Map. It shows indicative routes which the Borough Council and County Council will seek to implement to provide a safe network across the town. Methods of implementation may vary, as it is acknowledged that cyclists of differing levels of competence require different types of facility. Where off road routes are to be provided they will normally be joint pedestrian/cycle facilities as shown on Fig 7.1. This will add to the routes available for walkers and hopefully encourage walking for local trips. Routes required as part of development proposals should be provided by the developer and care should be taken to ensure effective continuity between sites. Policies in Chapter 9 relating to the allocated sites require routes to be incorporated as part of the development scheme. Other development proposals should also include cycle and pedestrian facilities and provide for links to the town-wide system as appropriate.
7.17. In order to further facilitate cycling it is important that cycle parking facilities are readily available. The Borough Council will therefore negotiate to ensure an appropriate level of secure cycle parking is available in major development proposals, at public transport interchanges and in the town centre. In addition, some facilities have been provided by the Borough Council within the town centre as part of the town centre refurbishment scheme.
BUILDINGS TO WHICH THE PUBLIC IS TO HAVE ACCESS WILL ONLY BE GRANTED PLANNING PERMISSION IF THE DESIGN INCORPORATES SUITABLE MEANS OF ACCESS FOR THE DISABLED.
7.18. Appropriate proposals which would enable disabled people to move more freely within the environment will be supported by the Borough Council. These facilities are varied and often relatively simple, for example the provision of ramps for wheelchair access, the provision of parking facilities, or the installation of dropped kerbs and surface treatments. The Council wishes to ensure that all buildings to which the public has access incorporate means of access for the disabled, and also proposes to prepare a suitable guidance note.
IN RELATION TO PROPOSALS INVOLVING THE LAYOUT OF NEW ROADS, A CHANGE IN THE CHARACTER OR VOLUME OF TRAFFIC, OR THE FORMATION OR ALTERATION OF A VEHICULAR ACCESS, PLANNING PERMISSION WILL BE GRANTED WHERE:
HIGHWAY STANDARDS ARE SATISFACTORILY MET;
THE SCHEME IS NOT DETRIMENTAL TO THE ENVIRONMENT BY REASON, FOR EXAMPLE, OF NOISE, VISUAL INTRUSION OR AIRBORNE POLLUTION;
IN THE CASE OF NEW ROADS OR ALTERATION TO EXISTING ROADS A SATISFACTORY LANDSCAPING SCHEME IS INCORPORATED, WHERE PRACTICAL; AND
SATISFACTORY PROVISION IS MADE FOR PEDESTRIANS, CYCLISTS, THE DISABLED AND PUBLIC TRANSPORT, WHERE APPROPRIATE.
7.19. All proposals must meet the relevant highway standards and fulfil plan objectives in terms of safety and amenity. With reference to residential development, particular attention is drawn to "Design Bulletin 32 - Residential Roads and Footpaths, Layout Considerations", published by the Departments of the Environment and of Transport, and to "The Layout of Roads in Residential Areas" (Northamptonshire County Council) which provide the basic criteria against which such schemes will be assessed.
7.20. Normally as part of any proposal for development, adequate provision for parking, manoeuvring and access within the site will be required. However, a main aim of the Plan is to reduce reliance upon private cars, by the use of pricing, restricted provision or other mechanisms, in accordance with the advice in Planning Policy Guidance 13. Parking requirements may be relaxed where a site has good access to public transport or is easily accessed by foot or cycle. A contribution towards providing public transport or pedestrian or cycle accessibility may be sought as an alternative to providing parking on site. The Council will work with the County Council to devise a parking strategy, based upon those principles. Parking in the town centre of Wellingborough is addressed in Chapter 10 of the Plan. The County Council's Parking Standards are contained in Supplementary Planning Guidance V.
PLANNING PERMISSION WILL NOT BE GRANTED FOR PROPOSALS WHICH WOULD RESULT IN THE LOSS OF OFF-STREET PARKING FACILITIES WHERE THIS LOSS, INDIVIDUALLY OR CUMULATIVELY, WOULD RESULT IN AN UNDUE ADVERSE IMPACT ON THE ROAD NETWORK OR AMENITY OF THE AREA.
7.21. Existing lorry and car parking problems will be taken into account when considering proposals. No proposal should exacerbate an existing parking problem or be likely to cause a problem in the future. Therefore, in order to ensure on-street parking is kept to a minimum, where off-street parking facilities exist they should be retained.
ROADSIDE SERVICES, CATERING FOR NEEDS ARISING FROM HEAVY GOODS VEHICLES AND THEIR DRIVERS, AND FROM TOURISTS AND THE TRAVELLING PUBLIC, WILL ONLY BE GRANTED PLANNING PERMISSION ON THE PERIPHERY OF THE TOWN IN CLOSE PROXIMITY TO THE RING ROAD SYSTEM.
7.22. It is considered reasonable to expect drivers to travel at least 12 miles along a primary route before finding a petrol filling station and related roadside services catering for the needs of heavy goods vehicle drivers, tourists and the travelling public. As there is felt to be sufficient provision currently in the rural area, exceptions to restraint upon rural development will not normally be appropriate in respect of roadside services here.
7.23. Sywell Aerodrome lies within the Borough and is the County's only significant airfield. Policies relating to the future of the site are considered separately in Chapter 11.
PLANNING PERMISSION WILL BE GRANTED FOR TELECOMMUNICATIONS DEVELOPMENT WHERE:
THERE IS NO REASONABLE POSSIBILITY OF SHARING EXISTING FACILITIES;
IN THE CASE OF RADIO MASTS, THERE IS NO REASONABLE POSSIBILITY OF ERECTING ANTENNAE ON AN EXISTING BUILDING OR OTHER TALL STRUCTURE.
7.24. Modern telecommunications, including all forms of communications by electrical or optical wire and cable and radio signals, are an essential and beneficial element in the life of the local community and the national economy. The environment can also directly benefit through a decrease in travelling and hence reducing vehicle emissions of CO2 and other pollutants.
7.25. Government guidance (PPG8, December 1992) encourages local planning authorities to respond positively to telecommunications development proposals, especially where the proposed location is constrained by technical considerations, whilst recognising environmental objectives relating to the protection of the countryside and urban areas.
7.26. Where a 'virgin' greenfield site is necessary, the proposal will be assessed in the context of Policy G6. The local planning authority will wish to be satisfied that no acceptable alternative sites are available, and that a location is chosen which minimises visual intrusion and where effective on and off site landscaping can be provided.