8.5 Policies and Reasoned Justification (cont'd)
Rail Services and Infrastructure
8.5.19 Grants are available under the Transport Act for the provision
of rail sidings and rolling stock if there would be environmental benefits
through the reduction of heavy goods vehicle movements on unsuitable roads.
The council will support any operator who wishes to apply for these grants
subject to the proposals being consistent with the local plan.
8.5.20 The council only have a limited role in the provision of rail
services, although they are active in lobbying for improvements and can
provide financial support to infrastructure schemes and passenger services
in appropriate cases. This plan aims to facilitate use of the rail network
for passenger journeys and freight movement. Both the council and Network
Rail are seeking to develop the potential of the line between Rainham
and Strood to provide a very convenient intra-urban service between the
five town centres. Measures to improve existing stations, including access
and parking to support greater use of rail services, will generally be
permitted. Indeed, Connex is proposing a number of station improvements
which are designed to increase rail patronage, including implementation
of the Genesis Project. This involves the large scale upgrading of all
the main line stations in Medway, and includes:
• Rebuilding Strood station
• Refurbishment of other stations
• Closed circuit television installation to improve security
• Improvements to car parks and access
8.5.21 The freight line from Hoo to Grain gives access to the deep water
berths at Thamesport and enables a proportion of the goods passing through
the port to be moved by rail. The council will support environmentally
sensitive measures to increase the use of this line, including a passing
loop at Sharnal Street and improvements to bridges at Gravesend (outside
the council’s area) which currently restrict the loading gauge.
The branch from Gillingham to Chatham Port has recently been improved
to allow the transfer of freight from ship to rail, but could also be
incorporated into a light rail system in the future, forming a loop from
Gillingham Station via Chatham Maritime to Chatham town centre. Policy
ED9 relates to Chatham Port. Proposals which threaten the continued rail
use of the Grain and Dockyard branches will not be permitted.
8.5.22 Some employment areas already have sidings that enable freight
to be moved by rail. The council will not permit the loss of these facilities
through development, other than in exceptional circumstances. It will
seek to ensure that, where practicable, major freight traffic generating
development proposals provide access to the rail network for freight movements.
POLICY T7: THE RAIL NETWORK
Proposals for new and enhanced passenger rail stations
and rail-related facilities at stations and developments with rail access,
will be permitted subject to environmental, access and landscaping considerations.
Development that would sever or prejudice any existing
rail route or would result in the loss of freight sidings will be permitted
only in exceptional circumstances. Proposals for new rail sidings to
serve existing or proposed employment development will be permitted
provided there is no unacceptable increase in road traffic to/from the
site and it is acceptable in environmental terms. Use of the rail network
for the carriage of freight will be sought from major freight traffic
generating development wherever practicable.
Medway Metro
8.5.23 A study led by Kent County Council into improving services on
the Medway Valley railway line between Strood and Maidstone West has indicated
that a growth in patronage can be achieved by developing a fast inter-urban
link between Medway and Maidstone. This would revitalise and make better
use of a line that is currently under used. Although Connex have invested
in second-hand sliding door trains for the line, the infrastructure (particularly
bridges and signalling) requires heavy investment to bring it up to the
latest standards. Existing stations need upgrading, and there are new
developments adjacent to the line, such as Medway Valley Leisure Park,
which urgently need to be served by train. Significant new housing is
proposed on the East Bank of the River Medway (in Tonbridge and Malling
Borough), and this could also be served by a new station at Holborough.
8.5.24 Light rail along the route would offer shorter and faster trains.
Coupled with new sections of track to serve Rochester and Chatham town
centres there is the opportunity to make a greater penetration into the
urban area. This is the proposal called Medway Metro. The County Council
have resolved not to progress the scheme any further at this time, but
it may be a longer-term project beyond 2006.
Light Rapid Transport
8.5.25 The council is investigating the prospects for a light rapid transport
system through the heart of Medway. This may take the form of a tram or
guided bus system linking Chatham Maritime, the Historic Dockyard, Chatham
centre, Rochester Riverside, central Rochester and Strood Waterfront.
The scheme, if it proceeds, will be linked to economic regeneration, leisure
and tourism development. It will also incorporate prioritised high speed
links to the south eastern suburbs of Medway. The scheme is at a very
early stage of gestation, and no detailed alignments are yet available.
This is a post-2006 scheme.
The Channel Tunnel Rail Link
8.5.26 Royal Assent was granted for the Channel Tunnel Rail Link (CTRL)
in December 1996 and construction on Phase I from the Tunnel mouth to
Ebbsfleet commenced in autumn 1998, with completion likely in 2004. The
route of the CTRL has been safeguarded under Directions by the Secretary
of State. The current Directions were issued in February 1996 and require
the council to consult Union Railways Ltd (URL) on all applications for
planning permission within the safeguarded area. Applications which the
council might be minded to approve against URL advice will be referred
to the Secretary of State for a decision.
POLICY T8: ROUTE OF THE CHANNEL TUNNEL RAIL LINK
The area safeguarded for the Channel Tunnel Rail Link
under the Directions issued by the Secretary of State in February 1996
is shown on the proposals map. Development which would prejudice the
implementation of the rail link will not be permitted.
River Buses
8.5.27 As recognised in policy S3 of the Strategy chapter, the River
Medway is a major asset to the area. Much of the commercial river traffic
on the upper reaches has disappeared as the manufacturing industries which
made use of it have declined. Commercial traffic is now largely directed
to Chatham Dock and Thamesport (with similar facilities on the Frindsbury
Peninsula and at Halling). This has made the river potentially more accessible
to leisure users and to passenger river bus services. The council supports,
in principle, the provision of river bus services, but it has no plans
to operate or commercially support any such services itself. Consequently,
proposals for river bus services will need to fulfil the technical, operational
and financial requirements of a commercial operator.
8.5.28 There are currently five public piers on the Medway within the
urban area: the Esplanade (Rochester); Strood Pier, Sun Pier (Chatham);
Thunderbolt Pier (Historic Dockyard) and Gillingham Pier. These probably
provide insufficient access points for a commercially viable river bus
service. It had been suggested to the council that new piers are likely
to be necessary and that suitable sites might include: Medway Valley Leisure
Park; Laser Quay, Medway City Estate; Riverside, Medway City Estate; Whitewall
Creek (for the park and ride site); Chatham Maritime (to serve the factory
outlet centre); and St. Mary’s Island (to serve the new housing).
There may also be the potential to utilise the existing RSME pier at Lower
Upnor if this site is released from the Defence Estate.
8.5.29 The council will permit, subject to environmental safeguards,
proposals for enhancing existing piers and constructing new piers. The
piers may serve as focuses for new leisure facilities in their own right.
8.5.30 Any new piers on the River Medway will require the approval of
the Environment Agency and the Medway Ports Authority as the Conservators
of the River. In certain locations, piers may impact adversely on nature
conservation, ecological, hydrological or landscape protection interests
and other uses of the river (including recreational fishing). The council
will examine all proposals carefully for this reason. Close liaison with
the appropriate regulatory authorities at an early stage in the evolution
of any proposals for new piers will be encouraged.
POLICY T9: RIVER BUSES AND PIERS
Proposals for improvements to existing piers and for
the development of new piers on the Medway to provide river bus services
will be permitted that are consistent with nature conservation, ecological,
hydrological and landscape policies and other river uses.
Wharves
8.5.31 There are a number of wharves along the River Medway which are
still in operation or are available for use. These enable freight to be
transported into and out of Medway by river and thus help to reduce the
number of freight journeys made by road. Chatham Port is dealt with in
policy ED9 in the Economic Development chapter. Where other wharves are
well related to the primary route network or the end-user of the goods
being transported by river, the council will refuse permission for development
which would remove either the wharves themselves or access to them: an
approach in line with the guidance in PPG13. However, it will not afford
this protection to those wharves which are poorly served by good quality
roads, such as those between Rochester Bridge and Chatham town centre,
(to which vehicles can only gain access by travelling through town centres);
or on Gillingham Riverside (where access can only be gained via the Lower
Rainham Road, which is inadequate to cater for heavy traffic flows).
8.5.32 The council will not permit proposals ancillary to existing wharves
on the Hoo Peninsula that would lead to significant increases in traffic
on the A228 until improvements to the A228 have been secured. The wharves
themselves must be retained. The jetties at Cliffe provide a useful function,
but the council does not wish to see an expansion of business at these
wharves which would result in a substantial increase in heavy vehicles
using the country lanes which currently provide access to the site.
POLICY T10: WHARVES
Development proposals which would result in the
loss of either the wharves or access to the wharves, at the following
locations, as defined on the proposals map, will not be permitted:
(i) Halling;
(ii) Frindsbury Peninsula;
(iii) Kingsnorth;
(iv) Cliffe;
(v) Grain.
Proposals ancillary to the wharves at sites (iii), (iv)
and (v) which would lead to significant increases in traffic on the
A228 will not be permitted until the off-line improvements to the west
of Hoo St Werburgh have been secured.
Development Funded Transport Improvements
8.5.33 Where the traffic from proposals would overload the transport
network or create safety problems, the council will apply conditions to
prevent development proceeding until the necessary infrastructure has
been improved. The council will also be prepared to enter into legal agreements
with developers for the improvement of the transport network, on the basis
of guidance in Circular 1/97 “Planning Obligations” and policy
S6. This may involve bringing forward a scheme already in the transport
programme or it may involve contributions towards the provision of facilities
for cycling, walking or public transport, in line with the guidance in
PPG13.
POLICY T11: DEVELOPMENT FUNDED TRANSPORT IMPROVEMENTS
Legal agreements with developers will be sought to secure
(i) off-site improvements to transport infrastructure
(which may include rail freight, public transport, pedestrian and
cycling infrastructure) and/or public transport services, the need
for which arises from the proposed development; and
(ii) improved accessibility by all modes of transport
Traffic Management
8.5.34 In view of the general pressures on the highway network it is
important that available space is used to maximum capacity on suitable
routes and traffic flows are limited on others. Traffic management measures
have three main purposes:
(a) to improve safety through such means as separation of vehicles,
pedestrians and cyclists, and weight or width restrictions;
(b) to help improve the environment by discouraging through traffic
from residential areas or excluding unsuitable heavy traffic; and
(c) to improve the road network’s capacity using measures such
as one way systems and linking traffic lights along a stretch of road.
In residential districts, area-wide approaches to traffic management
will be pursued rather than addressing problems on certain roads in isolation.
8.5.35 Traffic management is the use of physical and legal measures to
control traffic movement to improve safety and convenience for vulnerable
road users such as pedestrians, cyclists and disabled people in particular,
by reducing the speed of traffic and discouraging non-essential traffic.
Opportunities also arise to improve the street environment and introduce
planting. Conditions in Medway will be monitored and where problems are
identified, traffic management schemes will be developed and implemented.
POLICY T12: TRAFFIC MANAGEMENT
In localities or on routes where traffic volumes or
perceived dangers significantly interfere with movement by pedestrians
or cyclists, and /or damage the wider environment, the Council will
consider the need for traffic management/calming measures in consultation
with local residents and businesses, the emergency services, public
transport operators and others requiring essential vehicular access.
Road layouts within new developments will need to be
designed with appropriate traffic management measures to help limit
vehicle speeds and improve safety for all road users. Care will be needed
in the design of traffic management measures so that they are appropriate
to their surroundings, particularly in Conservation Areas.
Vehicle Parking
8.5.36 The growth of car ownership and increased mobility leads not only
to congestion on the highway network but also competition for limited
parking space. Until recent changes in Government policy, most new development
was expected to make full provision on site for vehicle parking. It is
now recognised that the availability of parking space is often a key determinant
in people’s decision to use the car. Consequently, to deter unnecessary
car use the provision of parking spaces associated with new development
should be reduced, particularly where convenient public transport is available.
Chatham town centre, other major district and local centres and locations
close to main bus routes and rail stations fall into this category. Equally,
existing major out of centre development must be encouraged to develop
new public transport nodes in order that they too play their part in traffic
reduction and unfair competitive advantages are not gained.
8.5.37 New development must provide some parking on site to avoid on-street
parking which might unacceptably reduce road capacity and increase the
risk of road traffic accidents. However, there is a balance to be struck
between setting the car parking provision so high that it positively encourages
car use (contrary to PPG13), and setting it so low that it unacceptably
impinges upon highway safety, economic competitiveness and amenity issues.
8.5.38 The Council has now adopted a set of vehicle parking standards
in accordance with advice in PPG13, which set maximum levels of parking
for broad classes of development. These are shown in Appendix 6.
8.5.39 The Government’s Regional Office for the South East (GOSE)
has commissioned research on how the intentions of PPG13 have been implemented
in relation to parking standards. As a result of this work, in November
1998 it published for consultation purposes draft off-street parking standards
for the whole of the South East region outside London. Revised standards,
following that consultation, have yet to be published.
8.5.40 These proposed standards would, in theory, even out inequalities
in parking standards across the region, thereby creating a “level
playing field”, and removing the ability of developers to play off
one Local Authority against another in terms of their interpretation of
parking standards. The GOSE document proposes parking standards that are
very substantially below the standards included in Appendix 6.
8.5.41 Because of the very considerable state of flux at the present
time regarding possible new parking standards, there is uncertainty about
whether the standards included in the local plan will continue to apply
throughout the local plan period. Any revised standards subsequently adopted
by the Council during the plan period will supersede those in Appendix
6.
8.5.42 Whatever standards are ultimately applied, there will be flexibility
over on-site parking requirements in two specific cases. The first of
these is Listed Buildings and Conservation Areas, where special considerations
apply in order that they should continue to have a viable future. The
second case would be conversions or changes of use which achieve the residential
use of the upper storeys above premises within designated retail centres
(see Retailing chapter).
POLICY T13: VEHICLE PARKING STANDARDS
Development proposals will be expected to make vehicle
parking provision in accordance with the adopted standard. The current
standard is shown in Appendix 6.
Provision for people with disabilities will be required
to be made on site, consistent with the provisions of policy T22.
These standards will be varied, if necessary, in order
to ensure the continued use, or successful restoration and/or reuse,
of a Listed Building or development in a Conservation Area. The standards
will also be varied in order to achieve a residential use in the upper
storeys of premises within the designated retail centres.
Travel Plans
8.5.43 The Government wants to help raise awareness of the impacts of
travel decisions and promote the widespread use of travel plans amongst
businesses, schools, hospitals and other organisations.
8.5.44 A travel plan is a general term for a package of measures tailored
to the needs of individual sites which is aimed at promoting greener,
cleaner travel choices and reducing reliance on the car. It enables organisations
to reduce the impact of travel and transport on the environment through
the increased use of public transport, walking and cycling, a reduction
in traffic speeds, improved road safety and personal security and more
environmentally friendly freight movements.
8.5.45 A travel plan can address different types of travel associated
with an organisation’s activities including:
• commuter journeys
• business travel undertaken by staff during the working day
• visitors travelling to and from the workplace for meetings,
courses etc
• deliveries and/or contractors calling at the workplace
• fleet vehicles operating as part of the organisation’s
activities.
8.5.46 A Travel Plan co-ordinator is employed by the Council and can
provide advice to existing companies and potential applicants for new
built developments. A range of guidance is available and this will be
updated in line with best practice over the period of the local plan.
POLICY T14: TRAVEL PLANS
Travel Plans will be required for all developments which
require a transport assessment or as otherwise required by the Council’s
vehicle parking standards, including the following:
(i) all substantial developments comprising employment,
retail, leisure and/or service floorspace;
(ii) smaller developments in category (i) which would
generate additional traffic movements in or near to air quality management
areas or other areas specifically targeted for a reduction in road
traffic;
(iii) new or expanded educational facilities;
(iv) where a local traffic problem would otherwise
lead to a refusal of planning permission.
Parking Strategy
8.5.47 The council has evolved a sustainable and integrated Parking Strategy
for urban Medway. Specific emphasis is placed on the five major retail
centres (Chatham, Gillingham, Strood, Rochester and Rainham) and the environmentally
sensitive area around Star Hill/Sun Pier. Consequently, these are covered
by Transport Policy Areas within which parking policies apply.
8.5.48 This recognises that Chatham town centre is the principal centre
for both shoppers and for many commuters/workers, whilst the other major
district and local centres are also significant draws in their own right.
In recognition of the importance that the council puts on the future vitality
and viability of these centres, particular priority in parking provision
will be given to short-stay parking for customers. In line with the guidance
in PPG6, that town centre parking provision should be made communally
in publicly available car parks, the council will seek to reduce the amount
of non-residential private car parking through permissive redevelopment
policies. In residential streets, the council will normally give priority
to on-street parking for local residents over non-residents, through the
introduction of residents’ preference parking zones. In other locations,
the council will place emphasis on attaining the guidance outlined in
PPG13, that is that parking requirements should generally be kept to the
operational minimum (See policy T13 above).
8.5.49 The strategy for Chatham town centre is to ensure both the maximum
number of short stay car parking spaces available for shoppers and other
visitors and the maximum use of those spaces, close to the core of Chatham
town centre. A key part of the strategy will involve changing some long-stay
publicly available spaces for town centre workers over to short-stay spaces
for the use of customers. This will reduce town centre congestion and
improve both accessibility and the environment for shoppers and other
town centre visitors, thereby maintaining and enhancing the vitality and
viability of Chatham town centre.
8.5.50 To achieve this end will mean offering alternatives for those
commuters who currently use long stay car parks in the town. Those limited
number of town centre workers who need access to their cars during the
course of the working day will continue to be provided for with a limited
number of publicly available spaces in car parks on the edge of the town
centre. Workers who do not need to use their car at all for their commuting
journey will be encouraged to use alternative modes. Park and Ride, along
many of the major radial routes, will provide for those commuters to the
town centre who are reluctant to give up car use completely, but do not
need access to their cars during the course of the working day. Park and
Ride means that commuters can park in secure out-of-centre car parks and
then travel speedily, easily and cheaply into the town centre by public
transport. This strategy has worked very successfully across Britain,
including Maidstone, Tunbridge Wells and Canterbury in Kent. The first
bus Park and Ride facility in Medway was provided at Horsted, close to
Rochester Airport in 1996.
8.5.51 In Gillingham, Strood, Rochester and Rainham, the council is seeking
to improve the security and accessibility of short stay publicly available
customer car parking close to the core of the shopping centres. The Star
Hill/Sun Pier area is an immensely important one in townscape terms that
retains a number of interesting and viable retail uses mixed with a number
of other commercial and residential uses. It is the location of a major
Conservation Area Partnership Scheme, reflecting its historic and townscape
sensitivity. This is an area that is, and will be, undergoing significant
change during the lifetime of this plan, and new parking provision needs
to be carefully planned to minimise adverse visual impact.
8.5.52 Historically, a considerable quantity of parking related to the
town centres has taken place in the surrounding residential streets and
areas. This undermines the overall parking strategy, encouraging car commuters
to continue to use their car, as there is a free parking space at the
end of their journey. This can cause amenity, safety, pollution and access
problems, especially to local residents and businesses. Residents’
preference parking schemes aim to address these issues by introducing
a limitation of a maximum two hours free stay in a designated street (or
area), but after this time they may only remain with the benefit of a
permit. Such permits are issued to local residents of those streets (or
areas) for their use, and the use of their visitors.
8.5.53 The council will implement its parking strategy, at least in part,
by the use of a pricing regime in its own public car parks. This is structured
to deter long-stay users from occupying short-stay spaces. Long-stay visitors
are not intended to be accommodated in these car parks since they occupy
spaces that could otherwise be consecutively occupied by several town
centre customers throughout the course of the day. The council has powers
to operate a decriminalised parking regime (enabling the effective enforcement
of on-street parking regulations) which enable it to police the Parking
Strategy significantly more effectively and efficiently than previously.
The strategy will be implemented in a phased fashion, parallel with the
introduction of other complementary transport measures including park
and ride and bus preference.
8.5.54 Within the Transport Policy Areas, the council will seek contributions
to assist transport provision to the areas, rather than site specific
parking provision. This will be based on a target percentage of trips
to the proposed development being made by public transport, walking and
cycling. This will then be linked, through a financial conversion, to
a commuted sum for non-car provision.
POLICY T15: PARKING STRATEGY
In the Chatham town centre Transport Policy Area, as
defined on the proposals map, long stay car parking for those using
the town centre and who need access to their car during the course of
the working day will be provided around the edge of the town centre
in publicly available spaces. Long stay parking for those who do not
need such access will be provided at suburban Park and Ride sites. Provision
for short-stay car parking will be made in publicly available spaces
close to the shopping streets within Chatham town centre.
In the Gillingham, Strood, Rochester and Rainham Transport
Policy Areas, as defined on the proposals map, the council will provide
short stay publicly available car parking close to the core of the shopping
centres. In the Star Hill/Sun Pier Transport Policy Area as defined
on the proposals map, short stay publicly available car parking will
be provided in less sensitive locations that do not adversely impact
upon the character of the area.
Commuted sums will be sought, where appropriate, to
secure improved accessibility to sites by all transport modes generated
by development. These payments will be used to assist the provision
of appropriate transport choices. Such choices may include Park and
Ride projects or assistance to the provision of bus, rail, cycling,
taxi or pedestrian infrastructure.
Proposals which would lead to the removal of private
off-street car parking spaces in Chatham town centre will be permitted
where to do so would not conflict with other policies of this plan.
New Town Centre Parking
8.5.55 In order to maintain and enhance the vitality and viability of
Rainham for shoppers, some additional short-stay publicly available car
parking facilities are proposed. An extension to the existing car park
at the rear of The Cricketers pub, funded by commuted payments, is proposed.
POLICY T16: RAINHAM TOWN CENTRE PARKING
New public parking facilities will be provided at the
rear of the Cricketers Public House, Rainham, as defined on the proposals
map.
Park and Ride
8.5.56 Park and Ride enables drivers to park on the outskirts of the
urban area in purpose built car parks which are served by frequent public
transport services to Chatham town centre. This will reduce the length
of car journeys, reduce congestion in the town centre and avoid having
to provide more car parking on valuable land which can be put to other
uses. Parking spaces in the town centre will then be available for short-stay
use by those people with an essential need to access the town centre by
car. Most Park and Ride sites across the country are associated with bus
services, but there are examples of rail-based Park and Ride. The Park
and Ride strategy for Medway has, thus far, concentrated on bus Park and
Ride.
8.5.57 The first of these sites is at Horsted, close to BAE Systems and
Rochester Airport, with parking for 200 cars. This site is currently used
only on Saturdays due to the need for significant off-site junction improvements
to cope with flows during the peak hours of the working week. These works
need to be carried out in order for the site to achieve its full potential,
and for Park and Ride to make a proper contribution to meeting the parking
needs of Chatham town centre. If the proposed redevelopment of Rochester
Airport proceeds, it is likely that the Park and Ride site will be relocated
and enlarged. Complementary bus priority measures will be introduced,
together with other minor junction improvements between the site and Chatham
town centre.
8.5.58 In 1993 a study was undertaken to assess the potential for Park
and Ride in Medway. This identified several potential sites or broad locations
to be used for bus Park and Ride. Following on from this, the council
is now intent on developing a network of new Park and Ride sites. The
first of these sites is at Whitewall Creek on the north-eastern edge of
the Medway City Estate (a major employment site) close to the western
entrance to the Medway Tunnel. This is on the route of the Medway Towns
Northern Relief Road and would intercept traffic travelling to Chatham
from Frindsbury, Wainscott, Grain and the Hoo peninsula via the MTNRR.
There is the potential for cross-commuter journeys between the town centre
and the Medway City Estate and there is the additional potential to serve
the Historic Dockyard and Chatham Maritime en route. The site could potentially
also serve Gillingham and Strood town centres if it was considered that
such services could be viable. The council will seek to develop further
sites during the lifetime of the plan.
8.5.59 Within the allocated area, one possible site for the park and
ride facility is at the top end of Whitewall Creek. Some commercial development
will also be considered. The creation of landscaping areas as part of
the overall scheme will be required. The creek forms an important part
of the inter-tidal habitats of the Medway Estuary, and is recognised by
the council as a potential area for the creation of additional inter-tidal
habitats. The need for development here will, therefore, be balanced against
the requirement to protect the environment. New development should be
consistent with the adjacent ALLI on the north side of the creek. Development
of the allocated site should follow an investigation of the environmental
conditions on-site and the impact of the scheme. Proposals for the site
should be in accordance with an overall development and mitigation/compensation
strategy approved by the council. Mitigation or compensation for any loss
of mudflats, in line with the provisions of policies S3 and BNE37, will
be sought.
8.5.60 The proposed T17 allocation at Whitewall Creek is on land adjoining
an established employment area. The allocation reserves land for a major
park and ride facility together with structural landscaping and appropriate
environmental mitigation. On any land within the T17 allocation that is
not required for the park and ride facility, commercial and industrial
development will be permitted which takes advantage of that facility.
This may include facilities that would provide services benefiting the
adjacent Medway City Estate, and take advantage of the site’s status
as a major public transport node and prominent location.
8.5.61 The council will seek to develop further park and ride sites during
the lifetime of the plan. There is also potential for rail Park and Ride
within the plan area, especially if through services from the Medway Valley
line could be extended through to Chatham, in association with a possible
new station to serve the Medway Valley Leisure Park south of Strood. This
is considered to be something of a longer term possibility at present,
but the council would welcome the initiative of developers, Network Rail
and Connex (or other rail operators) in bringing this idea to fruition.
8.5.62 In order to alleviate the problem of on-street parking associated
with commuter coach services and car sharing, the council has constructed
a commuter car park at Junction 4 of the M2 with access from Maidstone
Road. There is also the potential to provide another Park and Ride site
(probably for car sharing journeys to London) within the proposals to
widen the M2 at Junction 3, although this site lies in Tonbridge and Malling
Borough.
8.5.63 The council will continue to investigate other opportunities for
Park and Ride on other radial routes into Chatham town centre. Suitable
sites are likely to be visually prominent and will require careful consideration
of their environmental impact. Lighting will be essential to security
and personal safety as, without these, the facility will not be attractive
to use.
POLICY T17: PARK AND RIDE
Whitewall Creek, at Anthony’s Way, on the Medway
City Estate, as defined on the proposals map, is allocated for a new
bus Park and Ride site and, on any surplus land, commercial and industrial
development which takes advantage of that facility.
Additional Park and Ride facilities will be permitted
provided that:
(i) where it is for bus Park and Ride, the site is
well related to the primary or secondary route network, and related
bus priority measures can be implemented to improve bus journey times;
(ii) it will not adversely affect residential amenity
or environmental protection;
(iii) there is satisfactory access, lay-out, design,
screening and high quality landscaping.
New Transport Infrastructure
8.5.64 The council is the Highway Authority for its administrative area,
giving it the power to devise and implement both major and minor schemes.
It is also the development control authority for schemes implemented by
private developers and a statutory consultee for schemes which are promoted
by the Highways Agency. Transport infrastructure can have a very significant
effect on the locality and in order to protect the environment and the
amenities enjoyed by residents, shoppers and businesses, the council will
expect very high standards of design and mitigation. The council will
base its assessment of such schemes on the new approach to appraisal of
transport projects set out in the Government’s White Paper “A
New Deal for Transport: Better for Everyone” (July 1998).
POLICY T18: NEW TRANSPORT INFRASTRUCTURE
Proposals for major transport infrastructure will
be assessed against the following considerations:
(i) the provision of facilities for integrated transport,
including cycling, pedestrian movement and public transport;
(ii) the contribution of the scheme to improved safety;
(iii) the economic impact of the infrastructure investment,
through the estimated benefits of reduced journey times for commercial,
business and other traffic;
(iv) the environmental and social impact of the scheme
including extent of protection for the built and natural environment,
estimates of noise and vibration and proposed mitigation, severance
and landscaping proposals; and
(v) the demonstrable need for the infrastructure and
its contribution to the regeneration of Medway’s economy and
physical environment balanced against the need not to encourage private
car journeys.
Road Building Schemes
8.5.65 This section deals with new roads which are programmed for construction
or whose routes need safeguarding during the plan period. It should be
noted that there has been a significant shift in attitude towards road
building in accordance with advice contained in PPG13. With the switch
towards encouraging the use of alternatives to the private car, several
schemes at both national and local levels have been abandoned.
Abandoned Road Schemes
8.5.66 The County Council , as the then Highway Authority, undertook
a review of its road programme in 1995 and 1997, and formally abandoned
a number of schemes:
A228 Frindsbury Road, Strood
8.5.67 This widening scheme is no longer considered necessary due to the
Medway Towns Northern Relief Road.
A23I Gillingham Town Centre Relief Road: Arden Street to Mill
Road
8.5.68 This road is no longer considered necessary due to the Medway Towns
Northern Relief Road.
Rainham Southern Relief Road
8.5.69 Measures will instead be introduced through Rainham town centre
to encourage non-local through traffic to use the M2 by the introduction
of vehicle restraint, together with the improvement of cycle and pedestrian
facilities.
Strood Ring Road
8.5.70 Congestion is severe in central Strood where the A228 and A2 cross
by means of a gyratory system using the main shopping streets. A ring
road was approved a number of years ago but this was abandoned by the
County Council as the Highway Authority at the time in 1997. Details of
the council’s proposed replacement scheme are given below.
Medway Towns Southern Peripheral Road
8.5.71 A high standard distributor road network has been an important
design element of the Walderslade, Lordswood and Hempstead development
areas since their inception. Between Lordswood/Walderslade in the west
and Hempstead in the east, largely paralleling the M2 widening, is the
previously proposed route of the Medway Towns Southern Peripheral Road
(MTSPR). This largely passes through the administrative area of Maidstone
Borough (who are the Local Planning Authority). The scheme was abandoned
by Kent County Council as Highway Authority in 1997, although, they, the
Medway Council and Maidstone Borough Council agree that the scale of traffic
on the inadequate local roads and rural lanes in this area is harmful
to residential and countryside amenity.
8.5.72 Any works proposed to address these issues will need to be of
a scale and nature such that they do not encourage additional trips by
the private car, but manage existing movements in a more sensitive, safe
and sustainable manner. Particular aims will be to alleviate the problems
caused by the demand for, and the circuitous nature of access to, the
M2 (particularly at Junction 4), and to improve access by public transport
and means other than the private car for the Lordswood/Walderslade area
to Hempstead Valley Shopping Centre. Any scheme will be promoted by the
Medway Council through Kent County Council as the Highway Authority for
the bulk of the route. Detailed design work is currently being completed
prior to public consultation on a revised scheme.
New Roads
8.5.73 There remains a need for certain new road schemes to address particular
local problems and maintain economic vitality and viability. The achievement
of this limited programme depends in part on Government funding through
the Local Transport Plan process. Contributions from proposed developments
in accordance with policy T18 above, will help to bring schemes forward
in the programme.
8.5.74 The Highways Agency, on behalf of the Department of Transport
intends to widen the M2 between Junctions 1 and 4. Between Junctions 1
and 3 a new four lane carriageway for London-bound traffic will be constructed
on the south-western side of the existing motorway with the existing carriageway
being used for coast-bound traffic. This will mean the construction of
a new bridge and viaduct across the River Medway to carry the new carriageway.
Between Junctions 3 and 4 the motorway will be widened to three lanes
in each direction.
8.5.75 Approval for the motorway widening scheme is included in the Channel
Tunnel Rail Link Act and so the scheme is not open to objection through
this local plan process. Considerable mitigation works are proposed, and
the council will seek to protect the interests of the local communities
and commercial interests through consultation arrangements put in place
by the Highways Agency.
8.5.76 A new flyover is to be built to carry the A229 over the Bridgewood
Roundabout as part of the M2 widening scheme. This should ease traffic
congestion at this important junction. Only the northern approaches to
this flyover are in the local plan area, the remainder being in Tonbridge
and Malling Borough.
8.5.77 The A228 from M2 Junction 2 towards Grain carries large volumes
of commercial traffic to Thamesport, Grain and other locations on the
Hoo Peninsula. There is considerable potential for further development
on the peninsula and Grain, but the road suffers from poor vertical and
horizontal alignment in a number of locations and has a poor accident
record. There are three improvement schemes for the A228 in the highway
priority identification pool in structure plan policy T2, namely:
• Christmas Lane to Grain (on-line improvement).
• Main Road to Ropers Lane Dualling (scheme approved).
• M2 to Holborough Dualling (no scheme prepared).
8.5.78 The potential of Thamesport, Grain and Kingsnorth cannot be fully
realised until the A228 is improved and the council will not permit further
development which would significantly increase traffic on the A228. Several
improvements have already been implemented, and the dualling between Main
Road and Ropers Lane is being partially funded through development at
Kingsnorth. A possible off-line improvement to Fenn Corner is also being
investigated. The major outstanding part of the improvement is the Main
Road to Ropers Lane improvement (sometimes referred to as the Hoo by-pass).
The alignment shown on the proposals map, and referred to in policy T19,
was adopted by Kent County Council before Medway Council became the Highway
Authority. It is considered that this alignment may not be the best achievable,
particularly at the junction between the A228 and Main Road. Consequently,
Medway Council has drawn up a revised scheme, which includes a new section
of link road to the north of properties in Main Road.
8.5.79 Transport Supplementary Grant funding has now been secured enabling
the A228 improvement scheme to proceed. This development however, will
be advanced as part of an integrated approach, including the upgrading
of the Hoo Junction to Grain railway line.
8.5.80 The traffic reduction benefits which arise from the opening of
the MTNRR create the opportunity to improve the environment in the important
district shopping centre of Strood. The town centre is currently bisected
by the A2, leading to poor environmental quality and severe pedestrian/vehicle
conflicts. At present 22,000 vehicles per day travel through Strood town
centre, including a significant proportion of HGVs. At many times of the
day the traffic is almost stationary. The proposal for a Strood ring road
has now been abandoned, and a smaller scale scheme is now proposed to
allow for pedestrian, cycle and public transport priority measures, coupled
with traffic restraint. When implemented the scheme should reduce severance
in the main shopping streets, improve road safety for pedestrians and
improve air quality. Overall the proposal should enhance the attractiveness
of Strood as a shopping centre, improving its vitality and viability.
Financial contributions to this scheme will be sought from any potential
new retail proposals (See policy R3) in, and on the edge of, Strood town
centre.
POLICY T19: ROAD SCHEMES
The routes of the following road schemes, as defined
on the proposals map, will be safeguarded against prejudicial development:
Department of Transport scheme:
(i) M2 widening Junctions 1-4
Medway Council schemes:
(i) A228 Main road to Ropers Lane dualling;
(ii) Strood Town Centre Environmental Improvements
Development Related Road Schemes
A228 to East Bank of Medway River Crossing
8.5.81 Structure Plan policy MK3 refers to the need for a new Medway Crossing
to facilitate access to the strategic housing allocations on the East
Bank of the Medway (within Tonbridge and Malling Borough). Whilst an alignment
for the Medway Valley Crossing has been identified in the Tonbridge and
Malling Borough Local Plan it has been recognised that there are potential
constraints to its implementation. As such, an alternative safeguarded
area has been identified within the administrative boundaries of Medway
and is identified on the proposals map.
8.5.82 The safeguarded area identified on the proposals map is considered
to be the most appropriate area within Medway where the proposed Medway
Valley Crossing could be accommodated in a satisfactory manner to allow
access to the development proposals on the East Bank of the Medway. The
safeguarded area is shown on the proposals map principally in order: to
advise third parties of the access proposal; so that the full environmental
consequences of the new development can be assessed; and to provide a
context for considering any other development proposals in the vicinity.
8.5.83 It must be emphasised that neither Medway Council nor the other
planning and highway authorities accept any financial liability in respect
of the identification or implementation of this scheme. It is expected
that the full cost of implementation and any blight or purchase notice
liability, which might arise, will be under-written by the landowners
or developers of the site dependent upon this road for access.
8.5.84 Given the juxtaposition of the borough boundaries, a comprehensive
approach will be adopted to the assessment of the cumulative affects of
the proposed development on both the east and west bank of the Medway.
If unacceptable adverse impacts are identified as a result of traffic
impact assessment or environmental impact assessment, appropriate remedial
measures will be required which should be implemented in accordance with
a phased programme agreed with the relevant planning and highway authorities.
In particular Medway Council will have close regard to the traffic implications
of the proposed development on Borstal and Rochester.
POLICY T20: DEVELOPMENT RELATED ROAD SCHEMES
The route of the following road scheme, as defined on
the Proposals Map, is identified as being necessary to satisfactorily
access specific development proposals, and will be safeguarded against
prejudicial developments:
A228 to East Bank of the River Medway
Any alternative put forward to these proposals
must be at least the equivalent of the identified proposals in terms
of capacity, and no worse in terms of environmental impact.
Motorway Service Areas
8.5.85 It is important that there are adequate facilities (including
fuel, toilets, refreshment facilities, limited shopping facilities and
parking) at convenient intervals for drivers on motorways and trunk roads.
The A2/M2 is the only road of this status in the area and there are already
facilities to the west on the A2, and at Farthing Corner just to the east
of Junction 4 of the M2. There are unlikely to be any further sites where
a service area could physically be accommodated on both sides of the M2
motorway in the local plan area because of built development or steep
slopes on the north eastern side. Land to the south west of the motorway
is within the Kent Downs A.O.N.B. and the North Downs Special Landscape
Area whilst to the north west of the urban area the land is within the
Metropolitan Green Belt. Service areas would not be appropriate in such
areas.
POLICY T21: MOTORWAY SERVICE AREAS
Further Motorway Service Areas adjacent to the M2 will
not be permitted.
Provision for People with Disabilities
8.5.86 People with disabilities face many challenges in undertaking tasks
that most of the community take for granted. Consequently, their access
needs, which may vary enormously depending on the nature and degree of
the disability, require specific and careful consideration. Both public
perceptions and legislation are changing towards a more rigorous approach
to making proper provision for people with disabilities to overcome the
sheer lack of thought that much new development offers. New responsibilities
have already been conferred on service providers in this regard by the
Disability Discrimination Act 1995, and subsequent provisions which are
now in force.
8.5.87 The council proposes to make a number of significant commitments
to people with disabilities in terms of the way that it assesses development
proposals. Publicly available facilities will need to demonstrate that
the needs of people with disabilities have been fully taken into account,
including the provision of reserved on-site car parking close to the main
pedestrian access to the development. Particular care needs to be taken
where development is proposed in Listed Buildings or Scheduled Ancient
Monuments. Further elements of this commitment to cater for, and consider
the needs of, people with disabilities are contained within policies T3,
T5, T6, and T13.
POLICY T22: PROVISION FOR PEOPLE WITH DISABILITIES
Development including facilities to be used by the public,
and new housing development, will need to demonstrate that the needs
of people with disabilities have been fully taken into account.
All new development designed to be open to the public
shall provide adequately signed and appropriate access for people with
disabilities subject to the requirements of the legislation and conditions
affecting Listed Buildings and Scheduled Ancient Monuments.
Except in the Transport Policy Areas, as defined on
the proposals map, (where such provision will be made communally by
the council) the car parking provision generated by the needs of the
development under policy T13 shall not be commuted in respect of the
provision for people with disabilities. The provision shall be:
(i) made on the site, with the parking spaces closer
than any other spaces to the main pedestrian access to the development;
and
(ii) of the size and layout defined in the council’s
vehicle parking standards; and
(iii) clearly marked for the use only of people with
disabilities.
8.5.88 The local plan is proposing to develop a science and business
park at Rochester Airfield which would result in the closure of one of
the main runways. However, with the appropriate investment in the remaining
runway and other aviation related facilities within the airport, the level
of activity could increase. Policy T23 therefore sets out the criteria
against which any future proposals for aviation related development will
be measured. Such criteria would also apply to any proposals for new general
aviation facilities within the plan area.
POLICY T23: AVIATION RELATED DEVELOPMENT
Development proposals at or affecting Rochester Airport
and any proposed new aerodromes, will be considered against the following
criteria:
(i) compatibility with existing or potential aviation
operations;
(ii) the scale and nature of the proposed development,
taking account of the existing amount of activity on the site;
(iii) the economic and employment benefits of the
development;
(iv) the proposals for a science and technology park
at Rochester Airport in policies S11 and ED5;
(v) the impact upon residential and other noise sensitive
properties;
(vi) traffic generation;
(vii) other environmental and social impacts; and
(viii) accessibility from the urban area of Medway.
8.6 Environmental Appraisal
8.6.1 In accordance with the guidance contained at paragraphs. 4.16 to
4.22 of PPG12 “Development Plans” the policies in this chapter
have been subject to environmental appraisal.
8.6.2 The chapter is, on the whole, very sustainable. It is concerned
with promoting alternative, more sustainable, modes of transport and the
facilities necessary to improve movement. It encourages improved access
for all sectors of the community to public transport, and pursues improved
facilities for cyclists and pedestrians. It addresses social equity issues
by ensuring access to facilities for people with disabilities. The policies
will, indirectly, have beneficial effects on the local economy (by aiding
accessibility through improvements to a range of transport infrastructure)
by making the area a more attractive location for inward investment.
8.6.3 The development of new highways schemes is considered by the U.K.
government to be unsustainable in terms of the impact on the environment,
resulting in the loss of countryside, and amenity, whilst at the same
time acting to encourage both the length and the number of journeys. This
would be contrary to the aims set out in PPG13. It should be noted, however,
that new roads can serve to open up new development opportunities and
support economic regeneration, especially if coupled with measures to
reduce traffic speeds and aid pedestrians, cyclists and public transport.
The plan proposes only a limited additional extra highway programme.
8.7 Monitoring Measures
8.7.1 The performance of the plan in meeting its aims with regard to
transportation will be judged against the following criteria:
(i) Improved journey times for buses;
(ii) The increase in the number of bus and train passengers and the
increase in accessibility of bus and train services and the decrease
in journeys by car;
(iii) The length of cycleways opened, and the increase in cycling as
a means of transport;
(iv) The reduction in the overall amount of on-site parking achieved
in new development compared with the adopted maximum parking standards;
(v) The scale of reduction of private non-residential parking spaces
within the town centres;
(vi) The opening and successful operation of new Park and Ride sites.
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