Adopted Plan Deposit Draft

Policy:

T9 Parking standards.

(T11)

T10 Highway considerations in development.

(T13)

T11 Facilities for pedestrians and cyclists.

(T14)

T12 Designing for people with disabilities.

(T15)

T13 Bus services.

(T16)

Deleted Trunk road schemes.

(T1)

Proposal:

2.7.1 Provision of roads, methods of travel and the transportation of products and materials are important planning issues. The Local Plan recognises that transport planning and land use planning need to be properly integrated. Suffolk County Council is the Highways Authority and has direct responsibility for maintaining and improving Suffolk's roads, helping to reduce the environmental impact of traffic and the number of road accidents and promoting public transport including subsidising local services. Mid Suffolk District Council has the more limited responsibility of providing public car parking. However, Mid Suffolk is the District Planning Authority and through its planning decisions on development will have a significant impact on the extent to which existing roads and public transport are used. Its planning decisions will also affect where new roads or increased capacities are needed. The production of the Local Plan has involved close consultation between the District Planning Authority and the County Highways Authority.

Working with the County Highways Authority to plan for future development.

2.7.2 The National Road Traffic Forecasts issued by the Department of Transport predict that by the year 2025 there could be 2.5 times as much traffic on all roads as there is in 1992. Increasing the supply of road space to match the potential growth in traffic will not address key issues such as environmental sustainability. Alternative options have to be found. The Government is asking District Planning Authorities to look at patterns of development which reduce transport demand, promote opportunities for higher-occupancy public transport, and encourage cycling and walking particularly in built-up areas.

Looking at alternative ways of responding to traffic growth.

2.7.3 The Transport objectives of the Local Plan are:-

- to support the provision of a road network that meets existing and future transport needs in a safe, convenient and environmentally sustainable manner

- to ensure that proper account is taken of all modes of transport

- to ensure that the environmental implications of new road and transport proposals are fully considered

- to plan for a safe and pleasant environment for pedestrians and cyclist

- to seek a reduction in unnecessary car use, and an increase in bicycle use and walking, both by making the latter more attractive and by restraining traffic where appropriate

- to provide an adequate level of public parking facilities for cars, lorries and cycle

- to ensure that all new development includes proper arrangements for access and, where appropriate, parking for cars, lorries and cycles

- to introduce traffic management measures to relieve congestion and to improve environmental conditions, particularly for pedestrian

- to use the land-use planning responsibilities of the District Planning Authority to support Suffolk County Council's efforts to maintain a convenient public transport service.

Transport and the Environment

2.7.4 The Government wants local authorities to pursue policies that have the potential to reduce Britain's emissions of greenhouse gases. Carbon dioxide is the main greenhouse gas accounting for over 50 per cent of the man-made greenhouse effect. Transport accounts for 23 per cent of Britain's emissions of carbon dioxide and yet the demand for personal travel particularly private and business car travel is greater than ever. People set great store by the mobility and freedom that cars bring. The speed and flexibility of motoring make it indispensable for much business travel which in turn is important for the economy. In 1991, 59 per cent of freight tonne miles and 93 per cent of all passenger journeys were made by road.

Environmental pollution through excessive traffic generation.

2.7.5 The White Paper 'This Common Inheritance' states the Government's intention to issue planning guidance on the location of new development and its effect on traffic generation as a way of tackling global warming. Preliminary findings from the Government's consultants, ECOTEC Research and Consulting, confirm that planning policies currently applied are on lines that keep transport emissions to a minimum. These policies focus development in urban areas rather than in villages and new settlements, and look to revitalise town centres.

Bringing together planning for new development and transport.

Mid Suffolk's Road Network

2.7.7 Trunk Roads - The County Highways Authority has a duty to maintain all roads in Suffolk with the exception of trunk roads. This responsibility lies with the Department of Transport because of the national importance of trunk roads as major cross-country routes. Trunk roads carry a high proportion of through traffic, particularly heavy goods vehicles. Major roads serving Mid Suffolk and the region are shown in Diagram 5.

Intended improvements to the Trunk Road network.

2.7.8 The national roads programme has been subject to reviews, and several trunk road improvement schemes have been withdrawn due to lack of resources. Among the schemes withdrawn, up to and including 1996, have been those in Mid Suffolk ie. A140 Stonham Bypass (and eventual dualling of the A140 from Beacon Hill Interchange with the A14 to Norwich) and A14 Quarries Cross Improvements (near Haughley). The Government has advised that where schemes have been withdrawn, route strategies will be developed to identify smaller scale improvements, to tackle safety and localised congestion problems.

2.7.9 The only remaining trunk road schemes in Suffolk are the A11 Fiveways Roundabout to Thetford dualling and the A14 Rookery Cross roads grade separated junction at Rougham. The latter scheme lies outside Mid Suffolk in the Borough of St. Edmundsbury but the present junction arrangement influences the routes taken by heavy goods traffic through villages in Mid Suffolk.

Junction improvements on Trunk Roads in Mid Suffolk.

2.7.10 County Principal Roads - The Department of Transport designates a Primary Route Network consisting of all trunk roads and the more important principal roads in each County as the route for through traffic between main built-up areas. The Primary Route Network is distinguished by green backed direction signs. That part of the Primary Route Network within Mid Suffolk consists of the A14 and A140 trunk roads and the A143 from Bury St. Edmunds to Scole. However most of Mid Suffolk's towns and villages are served by 'B' and 'C' class roads.

Priority for road improvements is given to the Primary Route Network.

2.7.11 The County Highways Authority produces an annual statement of its transport policies and priorities for implementation. This is known as the Transport Policies and Programme (TPP) and includes a spending programme for the following year which is submitted to the Government for financial support. The TPP contains a five year programme of major schemes, each costing more than £1 million. The actual start date for a scheme depends on the Department of Transport agreeing to contribute to the cost in the form of Transport Supplementary Grant.

Major road schemes programmed for Mid Suffolk.

2.7.12 The proposed Stowmarket B1115 Relief Road scheme has been included in the County Council's TPP. A "Stowmarket Transport Fund" has been established to accumulate funds to be used to bring forward construction of the B1115 Relief Road to improve accessibility and traffic flow for the eastern part of Stowmarket and to further link and incorporate the new development area with the town. The Council's aims and objectives regarding the B1115 Relief Road and the Strategic Development Area are considered fully in Section 2.10.

A proposed B1115 Relief Road at Stowmarket.

[Click to see larger image in a pop-up window]

Diagram 5 - Principal Road and Rail Links

2.7.13 In 1988, the County Highways Authority and Ipswich Borough Council commissioned a study of traffic problems in and around Ipswich. The report of their consultants, Halcrow Fox and Associates, identified options including a Northern Bypass for Ipswich. The road scheme is not currently programmed and is not expected to be carried out during the Local Plan period (up to 2006).

Northern Bypass for Ipswich.

ENVIRONMENTAL IMPACT ON MAJOR ROAD SCHEMES

POLICY T1

WHEN CONSIDERING PROPOSALS FOR MAJOR ROAD SCHEMES THE DISTRICT PLANNING AUTHORITY WILL TAKE ACCOUNT OF THE BENEFITS STEMMING FROM:-

- IMPROVED SAFETY AND THE FREE FLOW OF TRAFFIC;

- IMPROVED ACCESSIBILITY TO INDUSTRIAL AND COMMERCIAL AREAS THAT CAN BE PROPERLY DEVELOPED IN SUPPORT OF THE LOCAL ECONOMY;

- IMPROVED QUALITY OF LIFE IN SETTLEMENTS WHERE BYPASSES ARE PROPOSED.

THESE FACTORS WILL BE BALANCED AGAINST ENVIRONMENTAL CONCERNS, PARTICULARLY THE IMPACT OF ANY MAJOR ROAD SCHEME ON:-

- LANDSCAPE, WILDLIFE AND ARCHAEOLOGY;

- LOCAL HERITAGE ESPECIALLY LISTED BUILDINGS OR CONSERVATION AREAS;

- BEST AND MOST VERSATILE AGRICULTURAL LAND;

- RESIDENTIAL AMENITY.

2.7.14 Roads in Rural Areas - The majority of rural roads are proving inadequate for the traffic now carried. Between 1981 and 1991 the actual growth rate on Suffolk's roads was over twice the 'high growth' forecast by the then Department of Transport. Inevitably, rural roads follow ancient field boundaries, characterised by numerous right-angled bends. They are constantly in need of structural maintenance which imposes an increasing financial burden on the County Highways Authority.

Many rural roads are inadequate to deal with increased traffic levels.

2.7.16 The County Highways Authority tries to alleviate traffic and safety problems in rural areas through its highway improvements programme. This is set out in the TPP and covers road widening and bend improvements, the provision of footpaths and the construction of laybys or passing places. In addition, lorry management plans, like that applying to the A1088, can be developed to accommodate lorries safely and minimise their impact on rural roads. Mid Suffolk District Council constructs laybys as part of environmental enhancements in villages or to overcome parking problems at its own local authority housing. Traffic management, such as speed limits, lorry controls or warning and information signs, helps to improve safety and, in towns, can significantly reduce traffic congestion. The County Highways Authority can only impose weight restrictions on roads if suitable alternative routes are available for heavy goods vehicles.

Minor highway improvements and traffic management.

MINOR HIGHWAY IMPROVEMENTS

POLICY T2

THE DISTRICT PLANNING AUTHORITY WILL TAKE ACCOUNT OF ROAD SAFETY AND MINOR WORKS SCHEMES INCLUDED IN THE ANNUAL TRANSPORT POLICIES AND PROGRAMME WHERE THEY HAVE A MATERIAL EFFECT ON A PLANNING APPLICATION. WHILST HAVING REGARD TO ENVIRONMENTAL CONSIDERATIONS, ATTENTION WILL BE GIVEN TO SECURING HIGHWAY IMPROVEMENTS THAT BRING BENEFIT TO TRAFFIC AND PEDESTRIAN SAFETY.

TRAFFIC MANAGEMENT

POLICY T3

THE DISTRICT PLANNING AUTHORITY WILL WORK WITH THE COUNTY HIGHWAYS AUTHORITY TOWARDS THE INTRODUCTION OF TRAFFIC MANAGEMENT MEASURES, SUCH AS SPEED LIMITS IN VILLAGES OR WEIGHT RESTRICTIONS ON MINOR ROADS, WHERE THIS WILL HELP TO MAINTAIN AND IMPROVE TRAFFIC AND PEDESTRIAN SAFETY AND TO IMPROVE ENVIRONMENTAL CONDITIONS, INCLUDING RESIDENTIAL AMENITY.

2.7.17 Highways Infrastructure and Developer Contributions - Highways form an important part of the infrastructure needed for development to take place. The capacity of existing highways infrastructure and the need for new roads has been taken into account in preparing the Local Plan so that new development can be co-ordinated with the infrastructure it demands. Decisions on individual planning applications similarly need to bear in mind existing or programmed infrastructure. When it comes to an individual planning application, the adequacy of infrastructure can be a material consideration in deciding whether permission should be granted. Where limitations in the local road network would prevent development taking place that would in other respects be acceptable, the problem may be overcome if the developer is willing to enter into an obligation to pay for a necessary highways improvement or to contribute towards the cost of bringing forward the start date of a programmed highways scheme.

Developer initiatives to overcome highway constraints.

2.7.18 Traffic in Stowmarket - The A1308 Inner Relief Road was completed in August 1992 and provides relief for the town centre from traffic travelling in a north-south direction. The peak hour congestion that occurs presents a particular problem for east-west movements across town when combined with the level crossing which restricts the flow of traffic using the B1115. The District Planning Authority supports the provision of a relief road for the B1115 incorporating a rail and river bridge crossing and connecting to the A1308. This scheme is also required as part of the infrastructure to link the Strategic Development Area (SDA) with the town (this is further explained in Section 2.10, and Policies SDA1 and SDA2 relate).

PLANNING OBLIGATIONS AND HIGHWAYS INFRASTRUCTURE

POLICY T4

WHERE DEVELOPMENT CANNOT BE PERMITTED UNLESS HIGHWAY IMPROVEMENTS ARE UNDERTAKEN, DEVELOPERS MAY ENTER INTO A PLANNING OBLIGATION UNDER SECTION 106 OF THE TOWN AND COUNTRY PLANNING ACT 1990 (AS AMENDED) OR AN AGREEMENT UNDER SECTION 278 OF THE HIGHWAYS ACT 1990 OR OTHER RELEVANT STATUTE, TO FUND, OR MAKE A CONTRIBUTION TOWARDS, THE COST OF SUCH HIGHWAY IMPROVEMENTS.

IN NO CIRCUMSTANCES WILL THE DISTRICT PLANNING AUTHORITY VIEW THE OFFER OF INFRASTRUCTURE IMPROVEMENTS OR OTHER BENEFITS AS REASONS TO PERMIT A PLANNING APPLICATION FOR DEVELOPMENT WHICH IS CLEARLY CONTRARY TO PLANNING POLICY OR OTHERWISE UNACCEPTABLE FOR LAND USE OR ENVIRONMENTAL REASONS.

FINANCIAL CONTRIBUTIONS TO B1115 RELIEF ROAD

POLICY T5

THE DISTRICT PLANNING AUTHORITY WILL SEEK TO NEGOTIATE FINANCIAL CONTRIBUTIONS TO THE B1115 RELIEF ROAD SCHEME AND SUCH OTHER MEASURES AS ARE NECESSARY, FROM DEVELOPMENT OR REDEVELOPMENT PROPOSALS IN STOWMARKET WHICH, FOLLOWING A TRAFFIC IMPACT STUDY, ARE LIKELY TO RESULT IN AN INCREASE IN CROSS TOWN TRAFFIC.

Roadside Services

2.7.20 Facilities for road users are increasingly concentrated alongside trunk roads and other parts of the Primary Route Network where traffic flows are at their greatest. Main facilities are petrol filling stations, restaurants and motels. Elsewhere service garages with petrol sales are located at towns and villages providing an important local service. In terms of roadside services along the Primary Route Network, the Government's guidelines states that it will normally be reasonable for a driver to travel at least 12 miles before finding a petrol filling station and related facilities. The guidelines suggest that 25 miles would represent the maximum interval which is acceptable between petrol filling stations on the same side of a primary route.

Petrol filling stations and related facilities.

2.7.21 The A14 and A140 trunk roads in Mid Suffolk are both served by a major service area at the Beacon Hill Interchange with petrol sales, restaurant and lorry parking. Planning permission has also been given for a 40 bedroom motel. Elsewhere there are petrol filling stations and restaurant facilities on the A14 at Quarries Cross, Haughley, and Tot Hill on the outskirts of Stowmarket. On the A140, there are petrol filling stations at Earl Stonham, Brockford Street and Brome, with planning permission for a petrol station and restaurant near to the Eye Airfield Industrial Estate. Provision therefore meets the Government's guidelines.

Roadside facilities in Mid Suffolk meet the Government's guidelines.

PETROL FILLING STATIONS AND OTHER ROADSIDE SERVICES

POLICY T6

PROPOSALS FOR PETROL FILLING STATIONS SHOULD BE WELL RELATED TO EXISTING BUILT UP AREAS AND THE PRIMARY ROUTE NETWORK.

OTHER ROADSIDE SERVICES SUCH AS RESTAURANTS, MOTELS, OR PARKING AREAS (INCLUDING PROVISION FOR HGV'S) SHOULD BE SITED ADJACENT TO PETROL FILLING STATIONS, THEREBY MINIMISING THE NUMBER OF INDIVIDUAL SITES AND ACCESSES WHILST PROVIDING GREATER CONVENIENCE FOR ROAD USERS.

THERE SHOULD BE NO SIGNIFICANT LOSS OF RESIDENTIAL OR ENVIRONMENTAL AMENITY AND NO ADVERSE EFFECT ON THE SURROUNDING COUNTRYSIDE, INCLUDING ITS LANDSCAPE AND WILDLIFE FEATURES, OR POTABLE WATER SUPPLY SOURCES.

DEVELOPMENT PROPOSALS SHOULD BE ACCOMPANIED BY A LANDSCAPING SCHEME WHICH RETAINS EXISTING LANDSCAPE FEATURES, SUCH AS TREES AND HEDGEROWS, AS FAR AS PRACTICABLE OR DESIRABLE AND, IF NECESSARY, INCLUDES DETAILS OF SCREENING OR MOUNDING.

PROPOSALS FOR PETROL FILLING STATIONS AND OTHER ROADSIDE SERVICES WILL NOT BE PERMITTED IN THE OPEN COUNTRYSIDE.

Parking

2.7.22 Provision of Public Car Parks - Mid Suffolk District Council is responsible for providing off-street public car parking. The County Highways Authority is responsible for regulating on-street parking. Car parks provided by the District Council are set out in Table 5, including details of whether a charge is levied. The District Council adopts a charging policy to help towards car park maintenance, the provision of new parking facilities and, in the case of Stowmarket, to assist with traffic management. In Stowmarket town centre the scale of charges reflects the priority given to short-term shoppers' parking near to the main shopping streets.

Reducing the need for on-street parking.

TABLE 5 - Public Car Parks provided by Mid Suffolk District Council

2.7.23 In a rural area characterised by high levels of car ownership and reduced levels of public transport, the importance of car parking facilities cannot be underestimated if the town centres are to maintain their attractiveness to shoppers. This relationship is particularly important in Stowmarket, where the town centre's vitality and viability is dependent upon the accommodation of visitors and shoppers from a largely rural catchment area.

A shortfall of car park spaces in Stowmarket.

2.7.24 In Stowmarket town centre there is a total provision of 672 public car parking spaces plus a further 249 spaces available for long term parking at Stowmarket Station. With the construction of the Inner Relief Road, there has been a net loss of car parking spaces because of the need for the County Highways Authority to purchase land along the route of the new road. The District Planning Authority estimates there is a shortfall of 60 spaces at mid-1992 with additional needs arising in the future.

2.7.25 The only realistic way that future provision can be made near to the town centre is by the construction of a decked car park. The District Planning Authority will undertake studies to determine the feasibility of this type of provision in time for a decision to be made at the first review of the Local Plan.

2.7.26 Other towns in Mid Suffolk, acting as local service centres for their surrounding villages, have faced problems with on-street parking causing congestion and reducing nearby residential amenity.

2.7.27 In Needham Market additional long-stay parking has been provided at Hurstlea Road. This should allow the High Street car park and on-street spaces to be used more appropriately for short-term shoppers' parking.

2.7.28 In Eye the narrowness of the historic streets around the town centre worsen the problems of on-street parking and have made the provision of extra public car parking essential. A new car park is proposed at Cross Street on land previously used as a County Highways Depot.

2.7.29 At Debenham, the District Council has adopted a different approach to car parking provision by constructing a series of laybys using high quality materials, thereby complementing the special character of the Conservation Area. This approach is to be followed by the District Council in villages where on-street parking is causing traffic problems or where indiscriminate parking on areas, such as village greens, is causing environmental problems and nuisance to nearby residents.

Responding to local car parking needs.

PROPOSAL 15:

LAND TO PROVIDE ADDITIONAL PUBLIC CAR PARKING IS IDENTIFIED AT CROSS STREET, EYE.

(0.3 HECTARES) (INSET MAP 30).

PROVISION OF PUBLIC CAR PARKING

POLICY T7

THE DISTRICT PLANNING AUTHORITY, IN CONSULTATION WITH TOWN AND PARISH COUNCILS, WILL SEEK TO PROVIDE ADEQUATE PUBLIC CAR PARKING TO MEET IDENTIFIED NEEDS IN THE PLAN AREA. THE NATURE AND SCALE OF PROVISION WILL TAKE ACCOUNT OF THE CHARACTER AND APPEARANCE OF ITS SURROUNDINGS, THE EFFECTS ON ENVIRONMENTAL AND RESIDENTIAL AMENITY AND THE LIKELY BENEFITS FOR TRAFFIC SAFETY.

2.7.30 Lorry Parking - The A14 and A140 trunk roads carry a heavy volume of lorry traffic. Much of this traffic is generated by road haulage and warehousing businesses dealing with goods and materials carried by ports of Felixstowe, Ipswich and Harwich. Within the Plan area, the need for roadside facilities for lorry traffic has largely been met by the service area at the Beacon Hill A14 Interchange. However, there remains the need for localised facilities to avoid amenity and traffic problems where local drivers, en route to other destinations, park their lorries overnight in residential areas.

Avoiding the problems of lorry parking in residential areas.

2.7.31 Whilst a temporary lorry park has been provided in Stowmarket, the District Planning Authority intends to establish whether or not there is a need for a permanent facility in the town and will undertake a survey to assess the extent of lorry parking abuses. If such a need exists the District Planning Authority will seek to identify a site appropriate to meeting the localised need indicated.

LORRY PARKING IN TOWNS

POLICY T8

THE DISTRICT PLANNING AUTHORITY WILL WORK WITH THE COUNTY HIGHWAYS AUTHORITY TO DISCOURAGE HEAVY GOODS VEHICLES FROM PARKING IN RESIDENTIAL AREAS. IN CONSULTATION WITH TOWN AND PARISH COUNCILS, LOCALISED LORRY PARKING FACILITIES WILL BE PROVIDED TO MEET IDENTIFIED NEEDS. PROVISION WILL TAKE ACCOUNT OF ENVIRONMENTAL AND RESIDENTIAL AMENITY AND THE LIKELY BENEFITS FOR TRAFFIC SAFETY.

Car Parking Standards and Commuted Payments

2.7.32 Where development is proposed, it is important that parking for cars and commercial vehicles is available on the site to meet the additional parking demand generated. Vehicles parked on the street can easily disrupt the free flow and safety of traffic, create a hazard for pedestrians, particularly if no footway exists and in environmentally sensitive locations can detract from the appearance of the surroundings, especially in conservation areas.

2.7.33 To assist developers to make decisions about investment at a particular site, the District Planning Authority has adopted Parking Standards as supplementary planning guidance. These parking standards are set out in Appendix 4 but do not form part of the Local Plan. Developers will be expected to consider the need for enlarged spaces for drivers with disabilities.

2.7.34 As opportunities for development in town centres become more limited, it is likely that proposals will be unable to meet the District Planning Authority's parking standards. The District Council will introduce a Commuted Parking Payments Scheme for the town centre of Stowmarket to overcome this problem. Under the scheme, developers contribute to the cost of additional public car parking to be provided on identified sites within the town, thereby ensuring that on-street spaces remain available for shoppers and other short-term users. Similar schemes may be introduced for other towns within the District as part of the first review of the Local Plan.

Providing sufficient off street parking in new development.

PARKING STANDARDS

POLICY T9

DEVELOPMENT PROPOSALS, INCLUDING CHANGES OF USE, WILL NORMALLY BE REQUIRED TO PROVIDE FOR THE PARKING AND MANOEUVRING OF VEHICLES, ON THE APPLICATION SITE, IN ACCORDANCE WITH THE PARKING STANDARDS ADOPTED BY THE DISTRICT PLANNING AUTHORITY.

IN THE TOWN CENTRE OF STOWMARKET (AS DEFINED BY THE PRINCIPAL SHOPPING AREA), THE DISTRICT PLANNING AUTHORITY MAY MODIFY THIS REQUIREMENT IN ORDER TO ALLOW A COMMUTED PAYMENT TO BE MADE TO THE DISTRICT COUNCIL IN LIEU OF PARKING SPACES WHICH THE APPLICANT CANNOT PROVIDE ON SITE OR ON LAND NEARBY WITHIN THE APPLICANT'S OWNERSHIP. THE DISTRICT COUNCIL WILL BE RESPONSIBLE FOR CONSTRUCTING AND MAINTAINING SUCH PUBLIC CAR PARKING SPACES TO SERVE GENERAL TOWN CENTRE NEEDS.

Highway Considerations in the Design and Layout of Development

2.7.35 The design and construction of roads and accesses should be in accordance with the standards adopted by the County Highways Authority. Further guidance on the design of roads, footpaths and cycleways, particularly in housing development, is given in the Suffolk Design Guide for Residential Areas which has been prepared by the Suffolk local authorities and adopted by Mid Suffolk as supplementary planning guidance. Additional accesses can create potential hazards by increasing the number of turning movements along a stretch of road and need to be kept to a minimum along the Primary Route Network because of the flow and speed of traffic on these routes.

Highways should be constructed to adoptable standards if they are to be subsequently maintained by the County Council.

2.7.36 Pedestrians and Cyclists - In trying to lessen the need, or even the desire, for people to use cars for short journeys, better attention must be given to the requirements of pedestrians and cyclists such as the need for separate cycle lanes and paths and secure cycle parking facilities. People will be more likely to walk or cycle if safe and convenient routes are available. Traffic management proposals for Stowmarket Town Centre have given priority to pedestrians in the main shopping streets. A cycle route through the town has been planned by the County Highways Authority and will be implemented during the early stages of the Local Plan.

Minimising the use of cars for short journeys.

2.7.37 People with Disabilities - Care needs to be given at an early stage in the design of roads, footways, parking and pedestrian areas to take account of the more specific requirements of people with disabilities. On average, one person in twenty has some form of disability which makes mobility difficult for them. The design of pedestrian areas needs special thought because many familiar waymarks used by people with impaired vision or hearing to orientate themselves, such as kerbs and traffic noises, will be absent.

Proper consideration of the needs of people with disabilities.

HIGHWAY CONSIDERATIONS IN DEVELOPMENT

POLICY T10

WHEN CONSIDERING PLANNING APPLICATIONS FOR DEVELOPMENT, THE DISTRICT PLANNING AUTHORITY WILL HAVE REGARD TO THE FOLLOWING HIGHWAY MATTERS:-

- THE PROVISION OF SAFE ACCESS TO AND EGRESS FROM THE SITE

- THE SUITABILITY OF EXISTING ROADS GIVING ACCESS TO THE DEVELOPMENT, IN TERMS OF THE SAFE AND FREE FLOW OF TRAFFIC AND PEDESTRIAN SAFETY;

- WHETHER THE AMOUNT AND TYPE OF TRAFFIC GENERATED BY THE PROPOSAL WILL BE ACCEPTABLE IN RELATION TO THE CAPACITY OF THE ROAD NETWORK IN THE LOCALITY OF THE SITE;

- THE PROVISION OF ADEQUATE SPACE FOR THE PARKING AND TURNING OF CARS AND SERVICE VEHICLES WITHIN THE CURTILAGE OF THE SITE;

- WHETHER THE NEEDS OF PEDESTRIANS AND CYCLISTS HAVE BEEN MET, PARTICULARLY IN THE DESIGN AND LAYOUT OF NEW HOUSING AND INDUSTRIAL AREAS. CYCLE ROUTES AND CYCLE PRIORITY MEASURES WILL BE ENCOURAGED IN NEW DEVELOPMENT.

Please see note overleaf.

FACILITIES FOR PEDESTRIANS AND CYCLISTS

POLICY T11

THE DISTRICT PLANNING AUTHORITY, WORKING IN CONJUNCTION WITH THE COUNTY HIGHWAYS AUTHORITY, WILL SEEK IMPROVED FACILITIES FOR PEDESTRIANS AND CYCLISTS AS PART OF THE FOLLOWING:

- TRAFFIC MANAGEMENT SCHEMES, INCLUDING CYCLE ROUTES AND FACILITIES FOR PARKING CYCLES;

- NEW HIGHWAYS OR IMPROVEMENTS TO THE EXISTING NETWORK;

- ROUTES BETWEEN HOUSING AND INDUSTRIAL ESTATES;

- PARKING SCHEMES FACILITATED BY POLICY T7.

DESIGNING FOR PEOPLE WITH DISABILITIES

POLICY T12

THE DISTRICT PLANNING AUTHORITY WILL EXPECT HIGHWAY SCHEMES, INCLUDING ROADS, FOOTWAYS, PARKING AND PEDESTRIAN PRIORITY AREAS, TO BE DESIGNED TO ACCOMMODATE THE NEEDS OF PEOPLE WITH DISABILITIES.

Public Transport

2.7.38 The District Planning Authority considers that public transport should play a part in meeting the travel needs of local communities if the Government's intention of lessening our dependence on motor cars is to have any worthwhile effect. In preparing the Local Plan, the District Planning Authority has taken the view that most households without cars, or where the car is principally used for work journeys, remain dependent on public transport. The Plan has therefore directed most new development to settlements that are served by public transport and where there is the option of using bus or rail services for journeys to work.

Directing development to settlements with public transport services.

2.7.39 Suffolk County Council has a responsibility for monitoring public transport services, otherwise its involvement is largely restricted to awarding and managing contracts for non-commercial bus services, the publication of publicity material about services and financial support for 'special needs' services for people who are elderly or have disabilities. The County Highways Authority publishes its annual Public Transport Plan setting out this programme of support. The County Highways Authority has also developed a programme of works, such as creating bus lanes and park and ride sites, which should help make public transport a more attractive option for users.

Support available for public transport through the County Highways Authority.

2.7.40 Bus Services - Commercial bus services are registered with the Traffic Commissioners and the County Highways Authority is notified of the routes covered. Commercial services cover 90 per cent of the registered mileage in Suffolk. This situation is reflected in Mid Suffolk, although a number of rural services are provided under contract to the County Council. It is these routes and a number of evening and weekend services which depend on County Council financial support if they are to be retained.

2.7.41 There is a regular service between Ipswich and Stowmarket, travelling via Claydon, Great Blakenham and Needham Market. The District Planning Authority will support initiatives which result in the smoother passage of bus services, recognising that delays or congestion to services will act as a disincentive to users and potential users. The villages of the A14 corridor are relatively well served compared to rural communities in the north of the District which often have to rely on a weekly service to a nearby town.

2.7.42 The District Planning Authority has suggested that bus interchange facilities are included in the redevelopment scheme for land to the rear of Bury Street in Stowmarket. The bus interchange will not act as terminal but as a picking-up and setting down point for local services. The scheme is referred to under Proposal 13.

Commercially operated bus services.

2.7.43 Suffolk County Council provides help for accessible transport schemes although much of this provision is met by the voluntary sector, for example the Stowmarket Dial-a-Ride and a number of social car schemes. Grants are also available to assist bus and taxi operators to make their vehicles more accessible. Local authorities are allowed to give financial support to concessionary travel schemes for people who are elderly or have disabilities. Mid Suffolk contribute to the countywide scheme, Suffolk County Council is also responsible for school transport, using commercial bus operators under contract or the Education Department's own vehicles.

Accessible transport services for the elderly, disabled and schools.

BUS SERVICES

POLICY T13

THE DISTRICT PLANNING AUTHORITY WILL USE ITS RESPONSIBILITIES FOR PLANNING THE DEVELOPMENT AND USE OF LAND TO LOCATE HOUSING, EMPLOYMENT AND OTHER USES IN WAYS WHICH SUPPORT SUFFOLK COUNTY COUNCIL'S EFFORTS TO MAINTAIN AND IMPROVE AN EFFECTIVE NETWORK OF BUS SERVICES, INCLUDING COMMUNITY BUS SERVICES AND OTHER SELF HELP SCHEMES.

2.7.44 Taxis and Private Hire Cars - Both types of vehicle are defined as public transport under the 1985 Transport Act. Taxis are licensed by the District Council and taxi fares, unlike bus and train fares, are controlled by the licensing authority. Private hire cares, unlike taxis, cannot be hailed in the street. They have to be booked in advance. Both provide an important and flexible part of the public transport system, particularly in providing a link between people's homes and railway and bus stations. The Local Plan makes provision, under Proposal 13, for taxis and buses as part of the redevelopment of land at Bury Street near to Stowmarket town centre.

Accommodating taxis in Stowmarket town centre.

2.7.45 Rail Services - British Rail passenger services are divided between three sectors, namely Inter City, Network South East and Regional Railways. It is the latter sector which provides most of the local services in East Anglia. Mid Suffolk is served by the electrified London to Norwich line with regular Inter City services available at Stowmarket and at stations just outside the Plan area at Ipswich and Diss. Regional Railways operates local passenger services on the Ipswich to Cambridge line, serving rail stops at Needham Market, Stowmarket, Elmswell and Thurston. There are regional services to Peterborough and the Midlands which call at Stowmarket, Ipswich and Bury St. Edmunds.

Rail and passenger services in Mid Suffolk.

2.7.46 Local authorities in Suffolk, including Mid Suffolk District Council, are represented on the Suffolk Rail Policy Group which is a liaison body with British Rail set up to look at sector management and the contribution of rail services to public transport in the County. The Group has embarked upon a three phase study, which it is hoped will lead to the production of a strategic rail plan for Suffolk.

2.7.47 The first phase report identifies a place for a full feasibility study into increased frequencies and journey times on the Ipswich/ Cambridge/Peterborough line, a possible new station at Bramford and possible electrification between Haughley and Cambridge/Ely. The stations at Needham Market and Thurston are not staffed and facilities could be improved, particularly at Needham Market. The District Planning Authority is mindful of the contribution rail can make to public transport services and will plan future development to take advantage of the existing network.

Good rail links are important for businesses in Mid Suffolk.

RAIL SERVICES

POLICY T14

THE DISTRICT PLANNING AUTHORITY WILL USE ITS RESPONSIBILITIES FOR CO-ORDINATING THE DEVELOPMENT AND USE OF LAND TO SUPPORT THE RETENTION AND IMPROVEMENT OF EXISTING RAIL HALTS AND STATIONS, INCLUDING LINKING OTHER PUBLIC TRANSPORT FACILITIES AND CAR PARKS TO RAILWAY STATIONS.

2.7.48 General Aviation Facilities - With the closure of Ipswich Airport the District Planning Authority may face pressure for the provision of airfield facilities, where the emphasis is on non recreational flying. In these circumstances the District Planning Authority will assess applications in accordance with the principles and criteria attached to Policy RT9 below which relates to the provision of facilities for air sports. The more intensive use of General Aviation facilities will require them to be placed in locations which offer good access to the primary route network.

Targets to be monitored as part of the performance of the Local Plan

Transport

- to identify the number of off-street car parking spaces provided within the town centres of the Plan area

- to encourage the provision of cycle tracks and facilities for cyclists, where appropriate, in new industrial and housing developments

- to identify the number of occasions the adopted car parking standards of the District Planning Authority are waived for environ­mental reasons within Conservation Areas.