Chapter 4

 

Transport

 

Introduction

4.1The management of traffic plays an integral role within land-use policy and must be viewed as an essential part of the development package for Chester, as set out in the ‘vision’ in the Statement of Strategy chapter.

4.2 The overall aim of transport policy is to minimise the use of the private car, particularly within the main urban area, and to promote alternative means of transport through the careful location of new development and measures to encourage people to transfer to other means.

4.3 This approach continues that successfully adopted through the ‘Chester at the Crossroads’ Study. In effect, this kind of approach was later advocated by Government on a national basis through revised Planning Guidance.  This approach was updated by the transport study ‘Chester: Moving Ahead’ that accompanied the deposit version of this Plan.

4.4 Transport policy brings together the functions of the City and County Councils, which have worked in close harmony to develop an integrated planning and transport approach to dealing with the development and access pressures on the city. The Local Plan policies are complemented by a transport strategy and funding programme set out in the County Council's Local Transport Plan.

 

Objectives

4.5 Government guidance on transport is, largely, contained within Planning Policy Guidance Note 13: Transport, and aims to deliver an integrated transport policy by:

• promoting more sustainable transport choices for both people and for moving freight
• promoting accessibility to jobs, shopping, leisure facilities and services by public transport, walking and cycling
• reducing the need to travel, especially by car

4.6 In relation to land-use, a further objective is to increase the competitiveness and attractiveness of town centres against peripheral development.

4.7 It is important, in relation to preparation of the Local Plan, to develop the strategy in a more cohesive manner, embracing land-use proposals. The prime objective should be to maintain, and improve where possible, accessibility for residents and visitors to support the continuing commercial viability of Chester. Within this there should be a continuing emphasis on:

• new developments of a type, and in locations, which minimise the need to travel
• the provision of attractive alternatives to the use of the private car
• measures to assist public transport
• environmental improvements to the city centre, and main shopping streets in particular
• reducing the impact of traffic on local residents
• continuing strict control over central area car parking
• reducing the need to provide additional road capacity, except where required for access

4.8 To help reduce the need to travel, the Local Plan concentrates main shopping and business facilities in the city centre with local facilities being provided at suburban and village centres. Housing is focused on Chester and the largest villages, with an emphasis on regeneration sites.

4.9 The Local Transport Plan for Cheshire sets out targets for transport in Chester.

 

A Transport Vision For Chester in 2011

4.10 It is unlikely that there will be radical changes in the national transport scene before 2011.  Britain is still likely to be heavily dependent on the car as a principal means of transport. However, there may be real changes in the transport balance, building on increased public concern about the environmental impact of current transport trends.

4.11 People are becoming more aware of the effects of transport on health and the environment, and so may travel less and use local facilities for shopping and leisure rather than making longer journeys. People may also walk and cycle more to improve their general health and fitness. In addition, some employers currently have adopted travel plans for their staff and businesses as part of their commitment to environmental management and more are likely to do so in the future.

4.12 The Chester Western Relief Road will be progressed as part of the implementation of the Chester Transport Strategy. This will seek to reduce the impact of traffic in the city centre with increased priority given to pedestrians, cyclists, buses and taxis.

4.13 The area within the inner ring road will have very restricted access by car. Circular bus services will provide access around the city centre, connecting some of the central car parks and the railway station to the main shopping areas.

4.14 Many shoppers and business visitors will continue to drive into the centre to park at existing car parks which will have been gradually given over to short stay. Most commuters will travel by other means; walking, cycling, Park&Ride and conventional bus services. Space will be available, on a contract basis, for business users requiring regular access to a car.

4.15 Priority measures will seek to improve bus access into the city. Park&Ride services will be high quality, providing an attractive alternative to car travel. Use of rail will have increased by the possible re-opening of stations and the frequent bus link to the city centre.

4.16 Major developments will incorporate convenient routes for public transport as well as safe routes for walking and cycling. These will link with a network of pedestrian/cycle routes making use of quiet corridors and minor roads. Speed management measures will be designed into new residential areas and will become more widespread in both urban and rural areas.

4.17 There will be some additional village bypasses to take through traffic out of rural communities. Life in rural areas will still rely on the car although people will travel less, because they plan their travel, work from home and make use of telecommunications, and there will be greater use of public transport.

 

Parking

4.18 Parking is of fundamental importance to transport policy. In view of this, it is essential to take an overview of the parking strategy.

4.19 Since 1990, Chester has had a policy of restricting additional public or private car parking within the city centre and an intermediate area surrounding it, other than that associated with residential development, while normal standards have been applied elsewhere.  Additional parking capacity has been provided through expansion of Park&Ride services.  It is intended that this general approach shall continue, but be extended, by virtue of the policies in this Plan and Supplementary Planning Guidance: Parking Provision within Developments in Chester.

4.20 Government advice indicates that authorities should review their parking standards with a view to reducing requirements and being more flexible over their application, provided that does not have adverse safety or traffic management implications.

4.21 Cheshire County Council is developing a set of parking standards that reflect national and regional guidance. In Chester’s urban area local standards (on a zonal basis) have been determined, based on the transport studies that have informed the creation of this Plan.

4.22 The parking standards are adopted as maximums for development control purposes.  They are restricted, on a zonal basis, in this development plan to levels that are considered appropriate on the basis of accessibility to those zones by modes of travel other than the private car.  Parking levels within proposals will be determined with reference to Supplementary Planning Guidance, explaining how the standards are applied in Chester.

 

Policies and Proposals

 

General

Policy TR 1

Development proposals that reduce dependence on private cars and/or would extend the number of public transport routes and facilities will be permitted.

Reason/Explanation

In order to develop/obtain integrated transport for the plan area and to comply with national government and other Council transportation objectives.

 

Examples of proposals which may satisfy this policy include: Park&Ride, car-free housing, new public transport interchanges or certain traffic management proposals.

 

Pedestrians

Policy TR 2

Reason/Explanation

Pedestrians and vehicles do not mix acceptably in busy streets. By reducing, drastically, the amount of traffic in main shopping streets, or otherwise reducing the impact of traffic, shoppers and other visitors will feel safer and more comfortable, encouraging them to enjoy visiting the city and helping city centre businesses to compete more effectively with out-of-town shops.

 

The above list of streets is an indication of the Council's current intentions to extend pedestrian improvements. This will be kept under review during the plan period and other streets may be added.

 

An important aim of the Local Plan is to improve links between the city centre and attractions around the River Dee. Pedestrian improvements in Lower Bridge Street, around the Castle area and across the inner ring road, between the Castle and the Amphitheatre, would facilitate this.

 

For the policy relating to people with disabilities see Policy GE 2 in the Statement of Strategy chapter.

Policy TR 3

In local shopping areas, environmental improvement schemes, developed in partnership with local businesses, which assist pedestrians by managing and calming vehicle numbers and movements will be permitted.

Reason/Explanation

The use of smaller shopping areas supports the local economy, helps maintain services for residents and contributes to sustainability. Improvements to the pedestrian environment of these areas will support their continuing viability and improve safety and comfort.

 

During the plan period, the following areas, in particular will be addressed:

 

• Saltney High Street, in conjunction with Flintshire County Council
• Sealand Road area
• Christleton Road area
• Mill Lane, Bache
• Garden Lane area
• Faulkner Street area, Hoole
• Boughton

The above list of areas is an indication of the Council's current intentions to extend pedestrian improvements. This will be kept under review during the plan period and other areas may be added.

Policy TR 4

A network of safe and convenient pedestrian routes will be developed to link the city centre, and other major attractors, to the main residential areas of the city, as shown on the Proposals Maps.

Reason/Explanation

To meet the objective of encouraging alternative means of transport to the private car. Pedestrian routes are shown on the Proposals Map where firm routes have been identified and will be subject to signing, lighting and crossing improvements, as appropriate.

 

Additional routes will be investigated and will be kept under review during the plan period.

 

All new road schemes and road improvement schemes shall be designed to take into account the needs of pedestrians. New developments shall incorporate provision for pedestrians and links to the pedestrian network.

 

Cycling

Policy TR 5

A network of safe and convenient cycle routes will be developed as shown on the Proposals Maps.

Reason/Explanation

To meet the objective of encouraging alternative means of transport to the private car. The proposals have been developed by the Chester Cycling Working Group, taking into account the Sustrans proposals as part of that organisation's Millennium Bid.

 

The Proposals Maps indicate routes along which measures will be encouraged to make cycling safer and more attractive. These could include new cycling facilities in the form of cycle tracks and lanes, crossings, signing and lining and surface treatments.

 

New road schemes and road improvement schemes will be designed to take account of the needs of cyclists. New development will incorporate provision for cyclists and links to the cycle network.

 

Where specific engineering measures are not practicable, traffic management schemes may be included to improve safety for all users, including cyclists.

 

The Council will aim to identify and promote safe cycle routes within a two-mile radius of primary schools, a three mile radius of secondary schools and a five mile radius of the University and colleges.

Policy TR 6

Reason/Explanation

Measures to encourage cycling as a healthy and environmentally friendly alternative to the private car will be unsuccessful if cyclists do not have secure and convenient parking available at their destination.

 

The Council expect secure cycle parking provided to be in accordance with the standards set out in Supplementary Planning Guidance: Parking Provision Within Developments in Chester.

 

The Council will also encourage the provision of showers and changing rooms in all new employment developments as an integral part of staff travel plans

 

Cycle parking within new developments should provide sufficient space for the secure parking of bicycles.

 

4.23 The Chester Transport Strategy, which includes the potential for the Chester Western Relief Road, seeks to ensure that Chester’s transport network is capable of supporting the development proposals set out in the Local Plan. The strategy is continuing to be developed and developers and applicants are advised to contact the County Council for the latest information on its development and implementation.

 

Major Transport Improvements

Policy TR 7

Land required for the construction of the Chester Transport Network will be safeguarded from development as identified on the Proposals Map.

Reason/Explanation

The Chester Transport Network consists of the Chester-Deeside System and the Chester Western Relief Road. It will form the backbone of an improved public transport network for Chester linking major Park&Ride car parks with the city centre, connecting the suburbs with the city centre via local stops, and also enabling other bus services to gain priority access to the city. In addition, it will provide for necessary highway access to the Sealand Road area to enable development to take place.

 

The public transport elements will comprise a segregated bus route utilising part of the section of the disused Mickle Trafford-Shotton railway line between Hoole and Blacon and sections of the Chester Western Relief Road and, possibly, redundant tracks along the Holyhead railway line to reach the Wrexham Road Park&Ride. Discussions are taking place with Welsh authorities about a possible extension into Wales. Vehicles using the system are proposed to be state of the art, environmentally friendly, quiet and efficient. This is a key aim in order to protect the amenity of local residents and provide an attractive image to promote its use.

 

Completion of the Chester Western Relief Road is an essential element of the Council's transport strategy for Chester. The Council considers it very important to improve the environment within the city centre, particularly by reducing conflict between pedestrians and vehicles. The Chester Western Relief Road would remove significant volumes of traffic from the city centre, benefiting the environment in terms of both traffic and air quality. It is required to maintain the overall economic viability of the city in competition with out of town, and other shopping centres.

 

Bus Priority will be formed on the inner relief road and radial routes, especially those serving Park&Ride sites, and on identified “quality partnership” routes, in accordance with Government guidance.

 

Through the Local Transport Plan and the local joint working arrangements that support its implementation, the City and County Councils will progress the various elements of the transport strategy, as resources allow, within the plan period. An appraisal of the transport strategy, including the Chester Western Relief Road and the Chester – Deeside Transport System has been carried out in accordance with the Government’s ‘New Approach to Appraisal’. This study enables the adopted strategy to be compared with both “do nothing” and “do something else” scenarios and concluded that the strategy embodied in this plan is the most appropriate for Chester.

 

Public Transport – Buses

Policy TR 8

Bus priority will be provided on all radial routes, the inner relief road and certain city centre streets, as shown on the Proposals Maps.

Reason/Explanation

Priority measures can provide clear advantages for buses and make them more attractive in comparison to the private car. Measures can include transponders to give priority at traffic signals as well as bus lanes and gates. Traffic priority measures (such as extended green times at signals) will improve the reliability and attractiveness of services in conjunction with other measures.

 

The extent and nature of bus priority measures will be investigated for the routes indicated on the Proposals Map. Public consultation will be undertaken on any orders required to implement the proposals.

 

Where proposals for bus lanes are brought forward, some (particularly on the inner ring road) will be dependent on construction of the Chester Western Relief Road (see Policy TR 7). Physical constraints may mean that it will not be possible to provide bus lanes everywhere they would give benefits, in these circumstances restrictions on vehicular access, other forms of traffic management, and/or, the relocation of queuing traffic, will be investigated.

Policy TR 9

Reason/Explanation

It is vital that good public transport facilities are provided within the inner ring road so that the attractiveness of bus use in comparison to the car is increased. However, buses have a significant impact on pedestrian activity in key city centre shopping streets. It is planned to improve and expand the city’s foot-street network (where pedestrians have priority) to include most of the area within the inner ring road.

 

Some bus stops are located in streets that are planned to be incorporated in these future ‘foot-streets’. The level of bus flow on these streets is incompatible with the creation of an attractive pedestrian environment. Therefore the needs of both pedestrians and the future public transport system may be addressed by developing small scale interchanges, linked by a bus priority system to a central bus exchange, on the edges of the foot-street network, within the inner ring road. It is important that in any such arrangement, walking distances for bus passengers are kept as short as possible, ensuring a high level of accessibility by public transport is maintained.

 

The resulting ‘overground’ system may facilitate better interchange within and between different modes of public transport (bus to bus, bus to rail), and, city loop and cross-city services.

 

These changes to bus routing will emerge gradually and will need to be dealt with comprehensively if further pedestrianisation is pursued effectively. The early phases of this approach will concentrate on supporting existing bus services, building quality partnerships with operators and implementing comprehensive bus priority measures as detailed elsewhere in this Plan.

 

Improvements to interchange within and between different public transport modes should be made and efforts will also continue to make it easier to get to and from the city centre by rail. For example, the Council will continue to support the City-Rail bus link. The Council supports electrification of the Crewe – Holyhead railway, and, would welcome improvements to regional railways especially to Wirral and North East Wales. The Council recognises Chester General Station as a key “gateway” to Chester and believes that the physical and social environment of the station could be significantly improved.

 

The Council will encourage redevelopment in the area of the Railway Station to support the use and operation of the rail network, and, to achieve a better environment within and around the station itself.

 

Coaches

Policy TR 10

Reason/Explanation

Coach parking is a continuing problem within Chester and it is considered that the Little Roodee car park would provide a suitable location for coaches to layover with a drivers’ rest room.

 

Drop-off and pick-up points will be provided at convenient locations following detailed investigation.

 

Public Transport – Rail

Policy TR 11

Reason/Explanation

The Council seeks to encourage the use of the rail network in and around Chester for both passenger and freight movements.

Policy TR 12

Disused rail corridors will be safeguarded from development to protect them for possible future transport use, as identified on the Proposal Maps.

Reason/Explanation

Disused railways, such as the Mickle Trafford-Shotton railway, provide potential for future transport purposes only if they can be protected as a continuous corridor. It is essential that the opportunity value of such corridors is preserved for the future. Other operational and non-operational railway land needs to be safeguarded for access and other necessary facilities. This policy is in line with Government guidance and the Structure Plan Alteration, Cheshire 2016, policy T5.

 

Parking

Policy TR 13

Reason/Explanation

The appropriate car parking standards referred to are those that have been adopted by the County Council and by the City Council as Supplementary Planning Guidance.

 

The zones referred to are set out in the Council’s Supplementary Planning Guidance: Parking Provision within Developments in Chester and are illustrated on the Proposals Map. Where the boundary is defined by a road, this indicates that the policy covers all developments taking access from that road, whether or not the site itself is included within the defined area.

 

The parking standards are operated as maximums. Where less than these maximums is proposed the Council will need to be satisfied that any shortfall can be readily accommodated in nearby off-street parking, or through access by other more sustainable modes. If it is evident that such accessibility is not sufficient to accommodate such under provision, then the onus will be on the developer to ensure that, through appropriate arrangements with the Council, this shortfall is addressed.

 

The amount of payment sought from development (in the urban area) will be proportional to the level of parking provided in the development and based upon financial levels regularly revised in Supplementary Planning Guidance and the particular circumstances of the development including its relative accessibility by modes other than the private car.

 

In order to meet the objectives of Government guidance and the stated objective of the Council to limit additional parking within the city.

 

To encourage alternative means of transport to the private car.

 

Car free residential developments are encouraged by virtue of Policy TR 23.

 

Policy TR 14

In developments where the parking provision permitted under Policy TR 13 is less than the existing on-site provision, the developer may choose to reduce the number of existing spaces, any such reduction in provision down to that permitted in Policy TR 13 will be offset on a one to one basis against the commuted sum payable under that policy.

Reason/Explanation

To clarify the application of Policy TR 13 in respect of those development sites with existing parking and to meet both Government and Council objectives to encourage alternatives to the car.

 

The offsetting provision in respect of existing parking spaces is intended to encourage the reduction of private non-residential spaces available for commuters in the city.

 

The area immediately adjacent to the city centre is defined on the Proposals Map.

Policy TR 15

Redevelopment of existing public car parks in, or within walking distance, of the city centre will be permitted only where adequate alternative provision is available or capable of being provided. Proposals for developments consisting solely of car parking, within the same area, will not be approved.

Reason/Explanation

To ensure that there is an adequate supply of parking space to support the continuing commercial viability of the city centre and to compete with out-of-town developments whilst meeting the stated objective of the Council to limit additional car parking within the city centre.

 

The Council will continue with its policy of operating more of the existing car parks in the city centre and adjoining area, as short stay parking for shoppers.

Policy TR 16

Reason/Explanation

To reduce the inconvenience and intrusion of commuter parking on residents and encourage people to live within the city by making on-street parking available for residents.

 

The Council will investigate where it is appropriate to introduce such schemes. On street residents’ parking schemes will only be provided where they are supported by the majority of residents.

 

Safety&Environmental

Policy TR 17

Reason/Explanation

To improve the environment, especially within residential areas, in accordance with the Council's stated objectives by reducing speeds and traffic intrusion.

 

Additional priority will be given to those calming schemes included in the Safer Routes to Schools initiative and on pedestrian and cycle routes identified in Policies TR 2 to TR 5 and TR 19.

 

Highway Improvements

Policy TR 18

 

Reason/Explanation

A preferred route for the construction of the A5117 (M56-A550) Improvement has now been identified and is shown on the Proposals Map.

 

In addition, where appropriate the Council will encourage the Department for Transport (DfT) to programme bypasses for other villages/settlements on the trunk road network.

 

The trunk road network provides a part of the strategic transport network throughout the country and it is incompatible with environmental objectives that such busy traffic routes should pass through local communities.

 

The Department for Transport is the highway authority for the trunk roads and motorways in England. The Highways Agency, an executive agency of the DfT, is responsible for the management and maintenance of this network and the delivery of the Secretary of State's programme of trunk road and motorway improvements.

 

Other minor highway improvements will be carried out throughout the District, e.g. in conjunction with Safer Routes to Schools and Local Safety Schemes.

 

New Developments

Policy TR 19

Reason/Explanation

To ensure the continued safe and efficient operation of the transport network. Transport improvements may include a range of measures, including pedestrian and cycling facilities, public transport, traffic management and new and improved highways.

 

Major new developments will have to be phased in conjunction with improvements to transport infrastructure, including the Chester Western Relief Road and the Chester Transport Network. Development proposals should be accompanied by a commuter plan that addresses the objective of limiting the use of private transport for access to no more than 50% of its expected level.

 

The Secretary of State for Transport has certain powers in relation to the planning process and new development. Under the Town&Country Planning General Development (Procedures) Order 1995 (as amended), he has the power to direct a planning authority to refuse a planning application or to require it to attach conditions to the planning permission. This is to ensure that traffic associated with the new development does not prejudice the safe, free-flow of traffic on trunk roads and motorways. In general, it is necessary to restrict the formation of new accesses on all-purpose trunk roads if they are to continue to perform their functions as routes for the safe and expeditious movement of long-distance through traffic. A particularly strict policy is appropriate to fast stretches of rural trunk roads and to trunk roads of near-motorway standard.

 

Where a development is likely to generate a material increase in traffic, either via an existing access to a motorway or all-purpose trunk road (whether direct or indirect via a local road) or via an otherwise acceptable new access on to a trunk road, which would result in the access or the main line of that trunk road becoming overloaded, the Highways Agency would normally direct the local planning authority to refuse the application.

 

However, if improvements to the trunk road and/or its junction(s), as necessary, could be designed consistent with the DfT guidance to provide the required additional capacity, then the Highways Agency could direct the local planning authority to impose conditions on any planning permission that the development should not occur unless and until improvements have been carried out. In that event, the Highways Agency would not expect to object to developments if they are consistent with the proposals in the development plan, subject to the completion of any highway works which it considers necessary and acceptable in relation to the trunk road such that the traffic could be accommodated up to the appropriate design year from the full opening of the development.

Policy TR 20

All developments involving the construction of new public highways shall be designed to incorporate measures to assist access by/for pedestrians, cyclists and public transport.

Reason/Explanation

It is essential that all new public highways are designed to operate safely and efficiently.

 

New developments should incorporate measures to encourage alternative means of transport to the private car. These could include: footways, pedestrian crossings, cycleways, secure cycle parking, cycle crossings, convenient routes for buses, bus stops, bus shelters and traffic calming, in order to meet the overall objectives of the Council. More detailed requirements will be set out in site development briefs where appropriate. The Council will seek the advice of the relevant authority with respect to the appropriateness of the design and layout of new public highways within developments.

Policy TR 21

Reason/Explanation

To ensure that servicing vehicles do not become a safety hazard, an obstruction to vehicle or pedestrian movement or a visual nuisance. Operational space should not include space for parking, storing or servicing vehicles.

 

In determining the appropriate level of provision consideration of the location, nature of the site and the use will be taken into account.

 

Developers will be required to ensure that operational space is not used for general parking.

 

Commercial vehicles can cause disturbance and nuisance in residential areas. Commercial firms will be required to make provision for storage/parking of their own goods vehicles. The Council will use its powers, and (where necessary) work with the local highway authority to restrict access of commercial vehicles, where this would be detrimental to residential areas. The Council does not consider that there is a significant demand for a public lorry park within the District beyond that which would be provided through motorway and roadside service areas.

 

The Council will encourage the County Council to use its highway powers to control traffic movements of heavy goods vehicles to and from existing industrial and warehousing premises.

 

Motorway/Roadside Facilities

Policy TR 22

Reason/Explanation

This policy takes into account Government guidance. Given the existing distribution of facilities on the principal road network, there is no need to allocate sites on existing, or proposed, new roads.

 

Car Free Housing Proposals

Policy TR 23

Residential developments in the city centre or close to good public transport routes which incorporate car free environments will be permitted.

Reason/ Explanation

The Council is committed to minimising the use of the private car in the District and would support the development of car-free residential areas. Car-free areas have social and environmental benefits, offering residents safe and pollution-free living conditions, and permitting higher densities because of reduced land-take for vehicles. Such areas would need to be close to a good public transport connection, and require some limited parking space for visitors. Restrictions on occupancy may need to be accepted. See Supplementary Planning Guidance: Parking Provision within Developments in Chester.

 

Monitoring

4.24 The following issues arising from this chapter will be monitored during the plan period.  This information will help in the application of policies and will be used to assess their effectiveness:

• traffic flows on the principal road network in Chester (which will be obtained from the monitoring reports of the Cheshire Local Transport Plan)
• the numbers of parking spaces granted permission associated with development

 

Environmental Appraisal of Policies and Proposals

 

Global Sustainability

4.25 The overall aim of the transport policies are to minimise the use of the private car. The appraisal shows that if implemented these policies will make a significant contribution towards achieving a more sustainable environment in Chester District. Many of the policies encourage the use of public transport and seek to improve the domain of the pedestrian, thus increasing transport efficiency and maximising the use of existing infrastructure.

4.26 However, the future growth of the District will require new infrastructure and several villages in the District would benefit from the construction of a by-pass. These policies, although necessary, have a negative environmental impact by potentially increasing traffic movements and increasing emissions.

 

Natural Resources

4.27 It is the transport policies which seek to stimulate the use of public transport, walking and cycling which the appraisal shows to be most environmentally friendly. These policies reduce the consumption of fossil fuels and lead to improved air quality.

4.28 Also resulting in a positive impact is the reuse of disused rail corridors which not only reduce fuel consumption and improve air quality but also recycle existing transport land.

4.29 On the negative side, the policies for new infrastructure use up natural resources resulting in land take and, therefore, a negative impact on wildlife and habitats.

 

Local Environment

4.30 The appraisal shows that the policies aiming to improve public transport and increase and improve pedestrian and cycling activity will result in a positive impact on the environmental quality of life. Furthermore, the provision of a new bus station could lead to a significant improvement in the quality of the built environment of the city centre.

4.31 With regard to many of the transport policies it is at this stage difficult to determine their impact on the local environment. This will only be possible when detailed schemes are designed. However, where possible, the policies seek to ensure that the implementation of transport proposals do not prove detrimental to residents and amenities.

 

Environmental Impact Significance

4.32 Although the appraisal shows that new infrastructure required to meet future growth in the District will have some negative impact at each level of assessment, the thrust of the chapter to minimise the use of the private car is sustainable at all levels.