B103 Chapter 14 - Transport

Introduction

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14.1

An effective transport system is vital for the local and national economy. However, the continuing growth in road transport and consequent environmental impacts present a major challenge to the concept of sustainable development.

14.2

The Local Plan's development strategy aims to reduce growth in the length and number of motorised journeys, encourage alternative means of travel which have less environmental impact, and thereby reduce reliance on the private car. Nevertheless, the pattern of development is itself influenced by transport infrastructure and transport policies. Consequently, the interrelationship between land use and the provision and quality of roads, public transport, car parking facilities and the requirements of pedestrians and cyclists dictates that transport be considered as a major planning issue.

14.3

The County Council, as Highway Authority, is responsible for most transport functions, such as the provision and maintenance of roads, and the coordination of public transport. The (District) Council is responsible for off-street car parking and, as a Local Planning Authority, considers the transport implications of development.

Public Transport

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14.4

The increased provision and use of public transport is essential in reducing our reliance on car journeys and the resultant consumption of energy and emission of carbon dioxide and other pollutants. Public transport is a key element in the overall transport network and is obviously important for those without access to private cars.

14.5

The responsibility for public transport policy lies with central government and the county and district councils. The County Council has reviewed all aspects of public transport policy and has published a statement of public transport policies.

14.6

The Local Plan's proposals make contingencies for an anticipated future increase in public transport use in support of its locational policies. Where development can only take place with improvements to public transport services, a contribution from the developer will be appropriate.

Rail Services

14.7

The 'Bittern Line' between Sheringham and Norwich contributes to the regional rail network and has stations in North Norfolk at Sheringham, West Runton, Cromer, Roughton Road, Gunton, North Walsham, Worstead, and Hoveton and Wroxham. The Council considers this line to be vital to the local economy and the overall public transport network, and therefore opposes any reduction in the service. The Council is a full partner in the Bittern Line Partnership, along with the County Council, other local authorities, rail operators and other key agencies, and is therefore keen to see the potential of the line developed.

Policy 130: Rail Passenger Service - expired 27/09/2007
The Council will seek the retention and improvement of local rail passenger and freight services.

14.8

The possibility of constructing a rail halt at Tunstead has been raised in response to local demand and the lack of alternative public transport. The Council is continuing to press for the provision of a platform at the Tunstead crossing along with parking space for cars and bicycles, and land is to be safeguarded for this purpose.

Policy 131: Tunstead Railway Halt - expired 27/09/2007
The Council supports the opening of a railway halt at Tunstead. A site for a proposed platform and car park is shown on the proposals map and will be safeguarded from prejudicial development.

14.9

The Council also considers that there is the potential to reuse the disused railway trackbed and route between Fakenham and Norwich for possible future transport schemes, including rail (both passenger and freight) and light rail projects. The route to be safeguarded is that part of the former Wells-next-the-Sea to Norwich line (Great Eastern Railway) between Fakenham and the District boundary. This proposal is supported by the Mid Norfolk Railway, which has recently reopened the line between Wymondham and Dereham. Future plans for the Mid Norfolk Railway include the extension of the line, initially northwards to North Elmham and County School, and then eventually to Fakenham. The safeguarding of the route on to Fakenham would allow the possibility of linking the Growth Town to the rail network and afford opportunities to reduce the need for car travel.

Policy 132: Fakenham to Norwich Disused Railway Trackbed
The disused Fakenham to Norwich railway trackbed is shown on the proposals map and will be safeguarded from development which might prejudice its reuse for a future transport scheme.

14.10

The Council wishes to encourage the carriage of freight by rail, rather than by road, as far as is practicable. One means of achieving this is to protect existing rail facilities from redevelopment for other uses. A survey undertaken by the Norfolk Rail Policy Group has identified North Walsham station as a possible rail freight depot, having both good road and rail access and ground levels that would allow easy interchange between transport modes.

Policy 133: North Walsham Rail Freight Depot
A site for a proposed rail freight depot at North Walsham railway station is shown on the proposals map and will be safeguarded from prejudicial development.

14.11

In addition to main-line services, North Norfolk is well served by several private steam railways that provide important tourist attractions in the area. Sheringham is a terminus for both main-line services and the private North Norfolk Railway which runs to Holt. To create the possibility of providing a through service between Holt and Norwich, the land between the main-line station and the North Norfolk Railway is to be protected as a future trackbed.

Policy 134: Sheringham Railway Trackbed
The land between the two railway stations in Sheringham is proposed as a future railway trackbed. It is shown on the proposals map and will be safeguarded from prejudicial development.

Bus Services

14.12

Since the deregulation of local bus operations in 1986, the County Council's public transport policies have sought to maintain the level of service prevailing at that time.

14.13

The dispersed pattern of development in much of North Norfolk means that a comprehensive bus service is required if facilities and services are to be widely accessible to those without the use of private cars, and a general reduction in the reliance upon the private car achieved.

Policy 135: Bus Services - expired 27/09/2007
The Council will seek the retention and improvement of local bus services.

Taxi Services

14.14

As a result of the Transport Act 1985, taxis can offer a wider range of services to the public and are an important part of the transport network. It is important that adequate taxi rank facilities are provided in suitable locations and that the needs of taxis, and other modes of public transport, are considered when providing pedestrian priority areas in town centres.

Unconventional Public Transport

14.15

The Council wishes to encourage voluntary, community-based public transport initiatives where a conventional bus service is either inadequate or non-existent. Community buses, car sharing schemes and other initiatives are tailored to meet specific local needs.

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Pedestrians

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14.16

A large proportion of the journeys people make is by foot. Therefore, meeting the needs of those who have, or wish, to travel by foot is an important planning consideration. Better conditions for pedestrians, linked to the Local Plan's locational policies which aim to reduce growth in the length and number of motorised journeys, may lead to a significant change in travel choices.

14.17

In the countryside the existing rights of way network is now largely used for recreational purposes, and developing and improving the network for this use is examined in more detail in Chapter 12: Sport and Recreation.

Footways

14.18

Throughout North Norfolk many village roads still lack adequate footway systems to separate pedestrian and vehicular traffic. The Highway Authority responds to requests from town and parish councils for new footways through a systematic assessment procedure that gives priority to the needs of schoolchildren, the elderly and people with disabilities, and takes account of the local accident record and traffic flows.

14.19

New development generates increases in pedestrian flows requiring the provision of footways within the site and the need for pedestrian links to other areas. Furthermore, opportunities to enhance the existing local footway network may arise from the development of particular sites.

14.20

For personal security reasons new footways should be well-lit and overlooked by houses or passing traffic. They should also be convenient, attractive, and clearly separated from vehicular traffic wherever possible. The layout of footways should be an integral part of the overall design of a development and wherever possible link with landscaped areas, other open spaces and play areas.

Policy 136: Footways - expired 27/09/2007
Development proposals will be required to incorporate safe and convenient footways within development sites and, where appropriate, provide links with adjoining areas.

Pedestrian Environments

14.21

The need to provide a safe and convenient pedestrian environment is an important planning consideration. Badly laid out and poorly maintained pavements, for example, are hazardous for everyone but are particularly dangerous for the elderly and people with disabilities. Street furniture can be hazardous for blind people if it is not consistently positioned and detectable with a cane, and can impede the free movement of others. Road crossings with dropped kerbs and tactile surfaces will be safer for blind people, people with pushchairs and people in wheelchairs.

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Cycling

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14.22

The level of cycling in the UK is significantly lower than that in neighbouring countries which have taken steps to make cycle use attractive as a day-to-day means of travel.

14.23

In North Norfolk the potential attractiveness of cycling as an energy-efficient and healthy means of transport is helped by the relatively flat landscape. However, as road traffic increases, so does the potential for conflict between motor vehicles and both cyclists and pedestrians. Therefore, the needs of cyclists, many of whom are schoolchildren, must be accommodated in formulating proposals for development and other planning-related matters in order to provide a safe alternative to car use.

14.24

In order to encourage specific measures to increase the use of bicycles, the Council will promote the needs of cyclists through the Norfolk Cycling Forum and promote the preparation of a North Norfolk Cycling Strategy.

14.25

If cycling is to become a preferable alternative to the car, secure, easily-accessible cycle parking facilities must also be provided. These cycle parking facilities require little space and are easily accommodated within developments. Furthermore, well-designed cycle parking facilities can enhance the attractiveness of town centres.

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Traffic Management

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14.26

Vehicular traffic often conflicts with the needs of pedestrians and cyclists and can be detrimental to the historic fabric of towns and villages.

14.27

Traffic management can be a useful tool in improving the quality of local neighbourhoods, encouraging walking and cycling, and making the streets safer for both children and adults. Measures to enhance the street environment and improve road safety should be considered for particularly sensitive locations in both urban and rural areas, such as residential areas, shopping streets and historic centres.

Pedestrian Priority

14.28

Pedestrian priority areas are generally accepted as being of benefit to most retailers as well as shoppers. Such areas tend to become the focal point of shopping activity and help to improve the shopping environment, thereby commanding higher rental premiums. Nevertheless, in formulating pedestrian priority schemes, regard must be given to the need to make adequate alternative provision for displaced traffic, the need to provide car parking and access for service and delivery vehicles, and the possible adverse effects on the viability of some local shops.

14.29

Besides shopping centres, there are several picturesque villages that attract many tourists for reasons of their architectural, historic, or religious interest. The provision of pedestrian priority areas in these settlements would improve the environment for both residents and visitors. They would also reduce or remove through traffic, thereby reducing possible damage to those buildings that are essential to the character of these settlements.

Traffic Management Studies

14.30

Various traffic management measures such as road closures, alterations to traffic circulation, parking restrictions and the provision of servicing arrangements will be necessary to enable the successful implementation of the pedestrian priority programme and to prevent traffic problems in adjacent streets.

14.31

The Council is therefore keen to ensure that the Highway Authority undertakes detailed traffic management studies which identify the most appropriate measures for facilitating the successful implementation of pedestrian priority schemes.

14.32

Traffic management measures will need to address problems associated with parking, particularly as many residential roads within North Norfolk's town centres are being used for both short and long-term parking for business, shopping and tourism purposes. Many town centre properties have no curtilage parking and therefore the lack of on-street parking can cause difficulties. Parking restrictions will be necessary to remove non-essential parking from the town centres and residents' parking schemes may be required. The introduction of pedestrian priority and related traffic management measures may require the provision of replacement public car parking.

14.33

Satisfactory servicing arrangements for shops are essential if pedestrian priority schemes are to be successfully introduced. There are clear advantages associated with rear servicing, although it will not always be practical for certain shops. In these cases alternative arrangements will need to be made, such as time segregated servicing arrangements where vehicle deliveries are restricted to certain off-peak shopping hours.

Norfolk Coast Traffic Management Study

14.34

Traffic and transportation matters have been identified as probably the most important issues associated with visitor management in the AONB. A strategic approach to traffic management is necessary in order to ensure the sensitive management of visitor traffic and encourage less use of the car. Consequently, the Norfolk Coast Visitor Management Strategy promoted the preparation of a traffic management and transportation study for the AONB.

14.35

The Norfolk Coast Traffic Management Study was subsequently undertaken by the Highway Authority in 1995. This identified the following problems:

• a lack of awareness of the importance of the AONB;
• the volume of visitors to the AONB;
• the dependence on the car for trips into and within the AONB;
• lack of cycling facilities;
• road signing;
• traffic congestion;
• clutter of signs and the need for a sympathetic approach to highway maintenance; and
• various site specific problems.

14.36

The Study concluded that these identified problems could help to guide the scheme selection process for transportation expenditure in the AONB.

14.37

In January 1998 the County Council in partnership with the Norfolk Coast Project published the 'Norfolk Coast Transport Strategy: Consultation Draft'. The aim of the Strategy is:

'To identify a realistic and sustainable approach to the future management of traffic in the Norfolk Coast AONB which benefits the environment and local residents, and meets the need of tourism and other businesses.'

Traffic Calming

14.38

Over the past few years, many towns and cities have introduced measures to alleviate a range of problems resulting from high traffic speeds and volumes in residential areas. These problems include road accidents, community severance, pedestrian intimidation, environmental degradation and access to property.

14.39

Traffic calming measures include speed humps, chicanes, traffic islands, and changes in road surfacing. The more recent introduction of legislation to enable the creation of 20mph speed limit zones has complemented traffic calming measures and changes in the Road Hump Regulations.

Policy 141: Traffic Calming - expired 27/09/2007
Where appropriate, the Council will seek the implementation of traffic calming measures in order to create safer roads and improved environmental conditions in residential areas.

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Roads Schemes

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14.40

While Government policy aims to reduce growth in the length and number of motorised journeys, in predominantly rural areas like North Norfolk the population remains dispersed and reliant upon the private car for most journeys. An efficient road network in North Norfolk is therefore particularly important.

14.41

The road network should not only meet the needs of local residents, but should also facilitate economic development through improved access to employment areas and town centres.

14.42

Investment in the road network can also enhance the local environment by providing bypasses for settlements that currently straddle major traffic routes, and by providing new routes within towns that improve the attractiveness of shopping centres.

The Road Network

14.43

The County road network is based upon a route hierarchy which identifies types of routes based on their function and level of use. The following types of routes comprise the 'County Route Hierarchy' (see Fig. 21):

• Trunk and Principal roads: routes of national importance;
• Main distributor roads: providing for the essential cross-county links;
• HGV access roads: linking significant heavy goods vehicle traffic with both of the above;
• Local access roads: linking the more significant communities with all of the above; and
• Tourist access roads: linking the recognised tourist attractions with all the other types of route.

14.44

In North Norfolk there are no trunk roads or motorways, and the only principal roads (primary) are the A140 (Cromer to Norwich), the A148 (Cromer to King's Lynn) and the A1065 (Fakenham to Mildenhall). All three of these routes contribute to the country's 'primary route network', which is identified by green background directional road signs. The principal roads (non-primary) in North Norfolk are the A1067 (Fakenham to Norwich), the A149 (Cromer to Great Yarmouth), the A1151 (Smallburgh to Norwich), the A149 (Cromer to King's Lynn), the A1062 (Hoveton to Potter Heigham) and the A1082 (Sheringham to A148).

Structure Plan

14.45

The Structure Plan includes the Highway Authority's proposals for major road schemes which were to be implemented before 1996. In North Norfolk such schemes were as follows:

Urban Schemes:
Cromer Inner Relief Road
Fakenham Inner Relief Road (Completion)

Inter-Urban Schemes:
A148 Letheringsett Bypass
A149 Antingham - North Walsham
A1067 Guist Bypass
A1151 Wroxham/Hoveton Bypass

14.46

The Structure Plan also identifies principal road schemes for consideration for implementation from 1996. Those situated in North Norfolk are as follows:

Inter-Urban Schemes:
A148 Bodham Bypass
A148 High Kelling
A149 Smallburgh - Bengate

14.47

The need for these schemes has already been examined through the Structure Plan preparation process. (NB: To date, only two of the above Structure Plan schemes have been completed: the Fakenham Inner Relief Road [May 1997]; and the on-line improvement to the Antingham-North Walsham stretch of the A149 [November 1992].)

Transport Policies and Programme

14.48

The structure and local plans provide the framework for the preparation of a local highway authority's 'Transport Policies and Programme' (TPP), submitted annually to the Department of the Environment, Transport and the Regions. The TPP contains the County Council's transport strategy and its intended capital expenditure programme on transport infrastructure schemes covering a five-year period. It provides the basis for claiming Transport Supplementary Grant (TSG) and credit approvals.

14.49

The TSG is paid by the Government to local highway authorities on that part of their TPP that meets defined criteria but subject to the total made available for grant aid. In recent years, a reduction - nationally - in TSG has meant that the County Council can expect at best only one major scheme per year to be accepted. The TPP for 1998/99, submitted in July 1997, reflects this situation. Consequently, some of the schemes identified in the Structure Plan cannot be implemented in the Local Plan period at current levels of funding.

Strategic Road Improvements

14.50

The role of the Local Plan is to elaborate the Structure Plan proposals for improving local roads. Consideration of the following road schemes will therefore be limited to their detailed alignment.

Cromer Inner Relief Road

14.51

Cromer is a popular summer holiday resort attracting large numbers of visitors, yet suffers from the inability of the present road network to cope with the demands made upon it. The A149 coast road passes through the town centre on a one-way system resulting in an unacceptable level of pedestrian/vehicle conflict, delays and environmental nuisance. Much of the traffic passing through the town centre could be diverted to a relief road resulting in safety, servicing and environmental benefits.

14.52

The Cromer Inner Relief Road was deleted from the County Council's five-year programme submitted as part of the TPP for 1994/95 and remains out of the TPP for 1998/99. Given the continuing uncertainty regarding this scheme, it has not been possible to promote it as a proposal in the Local Plan.

A148 Holt/Letheringsett Bypass Phase II

14.53

In December 1990 the Highway Authority consulted the public on alternative routes for a proposed bypass for Letheringsett and the western part of Holt. Having studied the representations, the County Council considered that the traffic issues were outweighed by environmental concerns and rejected the four southern bypass options. This scheme was dropped from the TPP prior to the preparation of the Pre-Deposit Draft version of the Local Plan and, consequently, it has not been promoted as a proposal in the Local Plan. Instead, the County Council has recently implemented low-cost safety improvements to the existing road alignment in the village of Letheringsett.

A1067 Guist Bypass

14.54

The A1067 is a principal road connecting Fakenham to Norwich that has been brought up to modern standards over most of its length. Through the small village of Guist, and on to Ryburgh, it currently follows a substandard alignment. The accident record along this section, particularly at Guist Bottom, has caused concern. Accident remedial measures have been carried out, but there is little scope for further work of this type. It was intended that the scheme would provide a northern bypass for the village of Guist and complete the improvement of the inter-urban section of the A1067. However, the County Council allowed the planning permission for the scheme to expire in July 1996 and there is no reference to the scheme in the TPP for 1998/99.

Policy 142: The A1067 Guist Bypass - expired 27/09/2007
The route of the A1067 Guist Bypass is shown on the proposals map and will be safeguarded from prejudicial development.

A148 Bodham Bypass and High Kelling

14.55

The villages of Bodham and High Kelling straddle the A148 primary route between Cromer and King's Lynn. The A148 has been progressively improved throughout, leaving these villages together with Letheringsett as three of the few remaining unimproved sections. Although these two schemes are included in the Structure Plan, the County Council has not undertaken any work on them, nor are they included in the TPP, and therefore they are not shown as proposals in the Local Plan.

A1151 Wroxham/Hoveton Bypass

14.56

The A1151 crosses the River Bure between Wroxham and Hoveton on an early 17th century bridge which is a Scheduled Ancient Monument. Daily traffic flows on the route vary between 17,000 vehicles in the holiday season and 10,000 in the winter months. The main road is narrow and has a poor alignment with inadequate footways. In Hoveton, where the main shopping area is located, the high volume of pedestrian movements conflicts with vehicular traffic.

14.57

The A1151 provides access to the coastal holiday area between Cromer and Great Yarmouth, and the two villages themselves are also an important centre for the Broads. Previously, the provision of a bypass was seen as a way of facilitating traffic management measures in Hoveton.

14.58

Deemed planning consent for the construction of a bypass to the east of the villages of Hoveton and Wroxham was granted in July 1995.

14.59

The County Council was unsuccessful in its request that the project should receive early conditional support for TSG, but the then Department of Transport agreed that the scheme was a good candidate with excellent economic and environmental benefits.

14.60

The scheme was included in the 1996/7 Transport Policies and Programme but did not attract TSG funding. During 1996 the County Council began proceedings to revoke the planning permission and rescind the route. The planning permission was finally revoked in November 1997. As a consequence of this action, there is now an urgent need to complete a traffic management study for Hoveton, in order to improve the environment for pedestrians and cyclists (see Policy 139: Pedestrian Priority and Policy 140: Traffic Management Studies), which the County Council initiated in July 1997.

A149 Smallburgh-Bengate: Stage II

14.61

The A149 is a principal road connecting Cromer with Great Yarmouth and serving the holiday areas on the north-east coast of Norfolk. A programme of continuous improvement has brought most of the link up to modern standards. Originally this project was to improve the remaining substandard length to the north of Smallburgh. However, more detailed analysis of the problem areas suggests that smaller-scale improvements to deal with specific locations with inadequate width and visibility would be appropriate. Local consultation has indicated support for the smaller-scale improvements. The scheme is to be an on-line improvement and is included in the TPP for 1998/99. Under the Town and Country Planning (General Permitted Development) Order 1995, as amended, some highway improvement and highway maintenance works, including on-line schemes, are classed as permitted development. Schemes that are permitted development are not shown in the Local Plan as proposals.

Non-Strategic Road Improvements

14.62

The Local Plan should also indicate other proposed new roads and improvements of a non-strategic nature. For proposed local road schemes not considered by the Structure Plan, both the need for the road and its route can be examined through the local plan procedures.

B1149 Corpusty Link Road

14.63

In September, 1987 the County Council initiated a ten-year programme of inspection, assessment and strengthening of Norfolk bridges using criteria based upon those adopted by the then Department of Transport. Most of the bridges which meet the criteria for assessment are the responsibility of the County Council for maintenance purposes. This programme had been substantially completed by March 1998.

14.64

Corpusty Bridge has been assessed as safe to carry vehicles up to 7.5 tonnes Gross Vehicle Weight. A study of options for strengthening the existing bridge has shown that it is not a realistic option. To bring the bridge up to the standard needed for it to take all vehicles would mean the road would have to be closed while the bridge is demolished and rebuilt. An alternative is to provide a new road that avoids the need to use the bridge.

14.65

In considering the options for a new road as an alternative to rebuilding the existing bridge, the County Council undertook a public consultation exercise in December 1994 and January 1995.

14.66

The County Council has now decided on the best way forward and a new relief road linking the B1354 and the B1149 is included in the TPP for 1998/99. Planning permission for the scheme was granted in February 1998. A safeguarded route for the new road is shown on Proposals Map Inset 25: Corpusty/Saxthorpe.

North Walsham Northern Link Road

14.67

The Norwich to Sheringham railway line passes through North Walsham bridging the local road network in several places; the A149 (Cromer to Great Yarmouth); the B1145 (Mundesley to Aylsham); and the B1150 (Bacton to Norwich). Only the bridge over the B1145 (Aylsham Road) is suitable for high-sided vehicles. However, this road is poorly linked to the local road network and the North Walsham bypass in particular. Traffic approaching or leaving North Walsham on the A149 (Cromer Road) or B1150 (Norwich Road) is confronted with bridges of below standard headroom. Consequently, high-sided vehicles, usually heavy goods vehicles, using these routes have to be re-routed through residential areas and the town centre.

14.68

To partially resolve the resulting environmental problems this causes, and to serve a new allocation of employment land (see Policy 72: Proposed General Employment Areas), the Council supports the construction of a northern link road. This road would link the A149 (Cromer Road) to the bypass, bridging the Norwich to Sheringham railway, and would be suitable for high-sided vehicles.

14.69

This proposed road would be unaffected by the reduced levels of public funding available for new road schemes as the project would largely be funded by private developers. Nevertheless, some provision for this scheme has been made by the County Council in its TPP for 1998/99.

Policy 143: North Walsham Northern Link Road - expired 27/09/2007
The proposed route for the North Walsham Northern Link Road is shown on the proposals map and will be safeguarded from prejudicial development.

Walsingham

14.70

Walsingham has been the site of a Christian shrine since 1061, and is still visited by pilgrims from all over the world. It has a fine collection of medieval buildings and contains the most complete remains of any Franciscan Friary in Britain.

14.71

The number of pilgrims visiting the religious sites has been increasing and many visitors now arrive by coaches which are unsuited to the medieval street pattern. As a consequence, excessive vehicle flows are being generated through the village which conflict with the needs of pedestrians and impact upon the historic fabric of the settlement.

14.72

These traffic management issues are currently being addressed by the Highway Authority in consultation with the District and Parish Councils, and English Heritage. Various traffic management measures are being considered, including road improvements, which will also facilitate pedestrian priority measures (see Policy 139: Pedestrian Priority - expired 27/09/2007
and Policy 140: Traffic Management Studies - expired 27/09/2007). However, these measures have yet to be finalised, and so a new road scheme at Walsingham is not shown as a proposal in the Local Plan. The Council will, nevertheless, encourage the Highway Authority to bring forward proposals to reduce the impact of coaches and other traffic on the medieval centre of Walsingham.

Minor Schemes

14.73

Resource limitations mean that the Highway Authority is unable to rectify all the minor highway deficiencies that are evident in the Local Plan area. However, it does carry out a rolling programme of minor schemes (£0.25m to £2m) that are identified in the TPP. Such schemes can range from new roads to road alignments and widening, junction improvements and pelican crossings. Small schemes are often constructed on land within highway limits and because they do not normally involve significant areas of additional land, and usually do not require planning permission, they are not shown on the proposals map (other than the previously-mentioned Corpusty Link Road and the North Walsham Northern Link Road). Nevertheless, small schemes can make a significant contribution to road safety and the relief of traffic congestion, and provide environmental improvements.

Policy 144: Minor Schemes - expired 27/09/2007
The Council will encourage the Highway Authority to implement small highway schemes that will improve the environment and conditions for pedestrians and traffic.

Abandoned Road Schemes

14.74

Land and buildings should not be allowed to become blighted for a considerable length of time because of the possible construction of a road some years ahead; nor should planning controls be used to allow the Highway Authority to avoid paying proper compensation for land required for a scheme. Little, if any, weight can be put on the mere possibility of a future scheme when considering planning applications for the development of land affected by such.

14.75

To minimise blight and for reasons of clarity, only those schemes where the precise route is known or where the proposals are sufficiently advanced to enable the area to be defined are safeguarded. Other road schemes which have previously been safeguarded are now to be abandoned.

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Access to Roads

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14.76

In considering new developments it is important to ensure that efficient use is made of the highway network having particular regard to access and road safety.

Corridors of Movement

14.77

Principal routes carrying significant amounts of through traffic have an important strategic role to play in carrying long-distance traffic between major centres. Developments in the vicinity of these 'Corridors of Movement', or their junctions, can add significant local traffic movements which prejudice the strategic road network's capacity to carry long-distance traffic. As a consequence, direct access to these routes will normally be resisted.

14.78

Corridors of Movement are identified on the Proposals Map.

Policy 146: Corridors of Movement
With the exception of roadside services (see Policy 90: Roadside Services in the Countryside), development proposals with direct access to a Corridor of Movement will not be permitted. In the Countryside, development proposals with access to side-roads connected to a Corridor of Movement will only be permitted where the Corridor of Movement would not be significantly adversely affected in terms of highway safety and traffic capacity.

New Accesses

14.79

It is important that new developments do not compromise the safe movement and free flow of traffic or the safe use of the road by others. New accesses onto roads should, wherever possible, be on level ground or in hollows where there is good visibility. They should not be near the crest of a hill, near a sharp bend or where there are double white lines (indicating restricted forward visibility). The type of access provided should reflect the nature of the road involved and the volume and character of traffic likely to use it.

14.80

The Highway Authority requires a new access to have sufficient capacity to operate satisfactorily for a period of fifteen years or more before there is a need for further highway improvements. Applicants may be required to provide a Traffic Impact Assessment to support planning applications.

Policy 147: New Accesses
Development proposals that would endanger highway safety or have a significant detrimental effect upon the local highway network will not be permitted.

Residential Estate Roads

14.81

General advice on the layout of residential estate roads is given in the joint Department of the Environment/Department of Transport Design Bulletin 32: 'Residential Roads and Footpaths' (second edition; HMSO; April 1992). However, it is usual for developers of residential estates to discharge their maintenance obligations to the Highway Authority under the provisions of Section 38 of the Highways Act 1980. Consequently, developers will normally be required to observe the standards set out in the County Council's 'Norfolk Residential Design Guide' (February 1998) if they require the estate roads to be adopted by the Highway Authority.

Highway Contributions

14.82

There are occasions when development that would otherwise be acceptable cannot be permitted due to difficulties associated with the design or capacity of the local road network. The County Council considers that it is unreasonable to expect the community at large to bear the specific costs associated with the highway improvements required to serve new developments. However, these problems may be overcome if the developer is willing to pay for an improvement or to contribute to the cost of bringing a programmed scheme forward.

Policy 148: Highway Contributions - expired 27/09/2007
Where highway improvements are required to overcome an objection to a proposed development, applicants will be encouraged to enter into a Section 106 Obligation with the Highway Authority whereby a contribution will be made to the cost of such improvements. Alternatively, a condition may be attached to any planning permission granted so as to ensure that development does not commence, become occupied, or be brought into use until those highway improvements have been completed.

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Car Parking

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14.83

The availability of car parking has a major influence on the choice of means of transport. Some studies suggest that levels of parking can be more significant than levels of public transport provision in determining means of travel. Consequently, the Council's car parking policies support the objective of reducing reliance upon the private car.

Public Car Parks

14.84

The availability of public car parking facilities, the level of car parking charges and the extent of on-street parking restrictions have a major influence on travel choices.

14.85

The Council aims to manage public car parking facilities in order to:

• reduce reliance on the private car; and
• ensure that the District's town centres are not disadvantaged compared with peripheral shopping developments.

14.86

Surveys undertaken by the Council have examined the patterns of car parking in each of North Norfolk's towns. These surveys have shown that for most of the year existing levels of public car parking provision are generally adequate. However, during the summer, and particularly on market days, there is little spare capacity. This situation is exacerbated by the geography of North Norfolk, where the seven towns are dispersed across a large rural district with limited public transport provision. A reduction in parking spaces is likely to cause environmentally-damaging congestion, encourage unsuitable roadside parking and prove detrimental to the vitality and viability of town centres. It is therefore considered prudent to protect car parking facilities within the designated Town Centres from development that would reduce the overall number of spaces available.

14.87

Melton Constable is a 19th century railway village that consists almost entirely of Victorian terraced houses with little provision for private car parking. Kerb-side parking is also limited due to the narrowness of the streets. The problem of car parking is particularly acute in the north of the village where street parking can obstruct traffic and can be detrimental to highway safety and the appearance of the Conservation Area.

Policy 150: Proposed Public Car Park: Melton Constable
A proposed public car park to the north of Gordon Road and Kitchener Road, Melton Constable is shown on the proposals map and will be safeguarded from prejudicial development.

14.88

Further demand for new car parking provision may arise during the period of the Local Plan. The appearance of car parks can detract from the character of both urban and rural areas and, consequently, careful consideration should be given to their location and design.

14.89

Owing to the seasonal nature of the demand for car parking, related to the influx of tourists during the summer months, temporary public car parking may be provided by private or other operators. The aim of this exercise is to reduce the congestion caused by visitors searching for spaces by using land not permanently taken up for car parking purposes. School playgrounds or playing-fields may be particularly suitable, depending on their location, because they are often underused during the schools' summer break.

14.90

Improving the attractiveness of existing parking facilities through environmental enhancement schemes, incorporating planting, surfacing and screening, will also be pursued.

Policy 152: Environmental Enhancement of Car Parks - expired 27/09/2007
Where appropriate, the Council will implement environmental enhancement schemes for its public car parks.

Car Parking Standards

14.91

Although it is necessary to limit parking provision for new developments in order to discourage reliance on the private car, some off-street parking may be necessary to allow a development to proceed without causing traffic problems. Cars parked on the street can obstruct traffic movement and can be detrimental to highway safety and the appearance of the local environment.

Policy 153: Car Parking Standards
Development proposals will be required to provide appropriate vehicle parking and turning facilities in accordance with the car parking standards set out in Part E, Annex 5.

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