Back to Contents - Back to Introduction     Chapter 7 INVESTING IN OUR COMMUNITY INFRASTRUCTURE   Page 103   OUR TRANSPORT OBJECTIVES     7.1 The City Council’s transportation objectives are that by 2011 the District’s roads will be safer; the management of traffic congestion will be improved in order to reduce its environmental impact; public transport, cycling and walking will present themselves as genuine alternatives to private car use; a coherent, widely understood District-wide integrated transport strategy will be in place; traffic growth in the urban areas will be contained and accessibility will be improved for people who do not have the use of a car and finally, transport infrastructure improvements will be facilitating regeneration and economic and environmental well-being as part of a longer term strategy. 7.2 The means by which this vision is achieved and sustained will be funded from public and private sources, through partnerships between those who share the vision and/or impact upon its realisation. Furthermore, partnership in planning and developing the strategy will embrace as many of the District’s residents and commercial interests as is practicable. 7.3 Arising from the joint Kent County Council (as the highway authority) and Canterbury City Council ‘Urban Transport Strategy’, which was initiated in the 1990s, a number of transportation measures have been implemented and these contributed towards: the restraint in traffic growth in the City area; higher priority for buses and pedestrians; a substantial and growing cycle route network; and positive control and pricing of public car parking. Furthermore, through the District’s PARC Plan (Park and Ride in Canterbury), Park and Ride has been very successful, with three facilities in place and a site identified for a fourth facility in north west Canterbury.  These initiatives represent a balanced transport strategy which is now being widened to embrace the whole District. 7.4 Transportation in the Canterbury District is of strategic importance in East Kent. The growth of Pfizer at Sandwich, increased air traffic at London-Manston Airport, the Channel Tunnel rail link and access to Kent’s Channel ports all have implications for transport corridors and modes within and across the District, linking with Thanet, Dover, Ashford and Europe. 7.5 Tourism, shopping, education and employment place high demands upon the transport infrastructure and parking within the District, especially at Canterbury. District-wide there is the issue of school and work-related journeys between the coastal towns and Canterbury; parking in Herne Bay and Whitstable is under pressure at weekends; and at a local level, some villages and suburban residential areas are suffering from increased through traffic and unacceptably high vehicle speeds. Parking in some of these areas is also causing concern. 7.6 There is thus a considerable demand for the movement of people and goods through the District and an equally significant demand for movement to access centres. Urban regeneration, particularly in Canterbury, and increased, more diversified business activity will depend in part on tackling transport problems and facilitating appropriate new infrastructure. 7.7 The District and urban road hierarchies are shown in the following diagrams.     top Page 104     District Road Hierarchy     top Page 105     Canterbury Road Hierarchy     top Page 106         top Page 107     THE LOCAL TRANSPORT PLAN     7.8 The Transport Forum of 1999/2000 was given the task of reconsidering the previous transport strategy to make sure that it was sufficiently robust to serve the needs of the 21st century. An Action Plan of studies and strategies is monitored by the Canterbury Transport Advisory Group (CTAG), a group with broad representation which is charged with overseeing the development of a new Canterbury District Transport Action Plan having full regard for national, regional and County policies and strategies and in consultation with public bodies, commercial interests and residents. 7.9 In September 2001 the first of an ongoing series of Transport Conferences was held. About 100 delegates discussed Canterbury’s traffic congestion problems and contributed towards the development of solutions to be considered for the Canterbury District Transport Action Plan.  The outcome of these conferences was the production of the Canterbury District Transport Action Plan.     THE CANTERBURY DISTRICT TRANSPORT ACTION PLAN     7.10 The Local Transport Plan for Kent (Kent County Council), and a review of the local urban transport strategies form the basis of the Canterbury District Transport Action Plan, a District-wide transport strategy, including the issues faced at the coastal towns, which will be the basis for transport planning throughout the life span of the Local Plan Review. The Local Transport Plan will be the subject of ongoing review, consultation and evolution. 7.11 The Canterbury District Transport Action Plan is founded upon a number of studies and strategies, namely:   Studies:   A2 (T) slip roads A28 corridor multi-modal Wincheap traffic North Canterbury traffic management Ring Road traffic A2990 Thanet Way corridor   Strategies:   The PARC Plan Coastal towns parking District bus District walking and cycling Safer routes to school and school Travel Plans Travel Wise Company Travel Plans Quality bus partnership Quality freight partnership Village Traffic Plans 7.12 The Canterbury District Transport Action Plan is shaped by the aims of Government’s ten year transport strategy, the Local Transport Plan for Kent, the work of the Canterbury Transport Forum and the results of public consultations carried out.     top Page 108     7.13 Over 60,000 residents of the District were consulted over their priorities for transport investment in the future. As a result, improving local bus services was ranked the highest priority, with more Park and Ride sites, relief roads to address traffic ‘hot spots’ and addressing the effects of the ‘school run’ also prominent in the priorities. 7.14 The Canterbury District Transport Action Plan needs to take account of the views of its residents and of the Transport Conferences. The transport strategy will therefore have the following aims:   Improve travel choices Reduce traffic congestion Improve road safety Reduce travel demand Improve public awareness   POLICY C1 In considering the location or control of new development, or the relocation of existing activities, the Council will always take account of the following principles of the adopted 2004 Canterbury District Transport Action Plan: a) Controlling the level and environmental impact of vehicular traffic; b) Providing alternative modes of transport to the car by extending provision for pedestrians, cyclists and the use of public transport; c) Reducing cross-town traffic movements in the historic centre of Canterbury; d) Providing public car parks and controlling parking in response to the PARC Plan; e) Assessing development proposals in the light of transport demands and the scope for choice between transport modes; and f) Seeking the construction of new roads and/or junction improvements which are in line with the foregoing and which will improve environmental conditions and/or contribute towards the economic well-being of the District.   top Improving Travel Choices Bus And Rail Transport 7.15 Residents of the District have prioritised the need to improve local bus services. A draft Canterbury District Bus Strategy has been produced which sets out proposals in three phases:  Firstly, improvements to the services between Canterbury and the coastal towns of Herne Bay and Whitstable; Secondly, improvements to the City minibus services; and thirdly, improvements to rural services.  The Strategy aims to address the decline in bus patronage, by producing a wide range of achievable measures designed to improve reliability, quality, integration and infrastructure. It is intended that the outcomes of the Strategy will lead to a quality partnership or contract with the local bus operators as enabled by the Transport Act 2000. 7.16 Despite the creation of certain lengths of bus lanes and two ‘bus gates’, buses are still not gaining sufficient advantage over other traffic to improve people’s perception of this mode of transport. It is essential that bus delay ‘hot spots’ should be identified and, where possible, addressed. For example, completion of the Sturry Road bus lane hinges upon the provision of alternative, convenient and secure parking facilities for a group of terraced houses. Such facilities appear to be possible through partnership with local businesses. Park and Ride depends, in part, for its success on buses ‘jumping the queues’, hence further development of the PARC Plan must be allied to further bus priority measures. Such measures should benefit all bus services on those routes. Technological systems for vehicle tracking and sensing are likely to be introduced as part of improving measures for bus priority.     top Page 109     7.17 Buses and trains have a relatively poor image. Stations and bus stops are often unwelcoming, although Canterbury has a new bus station as part of the Whitefriars redevelopment. The problems facing many prospective users include door to door journey planning (integration), information and through ticketing. Partnerships will be a means by which these problems can be addressed. 7.18 Kent County Council is seeking a commitment to improvements on the Stour Valley railway line (via Canterbury West Station), which will reduce journey times to London (via Ashford) by 2007. In addition, the scope for new railway stations, reduced journey times on other routes, reduced delays to road traffic at level crossings and increased rail freight need to be investigated with the railway companies. 7.19 The Department for Transport has announced its intention to progress proposals for fast rail links to Canterbury West from London via the new Channel Tunnel Rail Link.  The City Council will work in partnership with the main stakeholders in this initiative to identify the necessary infrastructure to facilitate the use of this link by residents, visitors and worker of the district and East Kent.  At present the link will terminate at Canterbury West Station and the City Council will look to development proposals to facilitate the use of this station and the wider Regeneration Zone for commuters and as a means of accessing the City.  The Council will also work with partners and with the local community to investigate the potential of a Parkway station to the west of the City and in particular will address the linking of the two railway lines (the Dover line and the Thanet line) and access to a new station directly from the A2.   POLICY C2 Planning permission will not be granted for proposals that prejudice effective implementation of the bus priority measures or the rail network.   top Cycling and Walking 5.8 Cycling and walking are good for people’s health. Many shorter journeys currently made by car could be undertaken on foot or by cycle. Safer routes with good road crossing facilities, allied to constraints on urban driving and better awareness of the issues, will help alter the balance in a favourable direction. 5.11 The District Cycling Strategy has been reviewed and a number of new routes are proposed both on and off highway to improve access to schools, colleges, transport terminals, town centres and residential areas.  Consultations were held with a number of groups representing the interests of walkers, particularly over concerns about shared use with cycle paths.  As a result, a draft joint Walking and Cycling Strategy (approved April 2003) was prepared for consultation setting out an Action Plan which defines clearly the parameters where shared use will be used. 5.12 Cycling is of local and national importance for recreation and commuting.  In addition to the cycle routes, better facilities (such as showers, changing rooms and secure storage) will be sought through Travel plans and where appropriate, financial contributions from new developments.  Cycle parking standards will be applied to new developments, and new residential schemes should make provision for cycle storage.  The cycle facility in the new Whitefriars development, cycle racks in town centres and public storage facilities for cycles are examples of how cycling is being encouraged. Canterbury City Council will consider alternative routes and restricted access along the Tankerton Promenade and  Marine Parade walking and cycling routes in Whitstable.     top Page 110     7.23 The draft District Walking and Cycling Strategy has been prepared. It will identify ways in which hindrances to walking can be overcome. The Walking Strategy, Safer Routes to School and the Cycling Strategy will be linked together in order to ensure that pedestrian safety is not compromised.   POLICY C3 Land will be safeguarded for the proposed pedestrian and cycle routes, as shown on the Proposals Map (see also all Insets).   top Coaches 7.24 A permanent coach park and associated dropping off facilities for Canterbury are matters of ongoing and high priority review within the Visitor Management Strategy. The increasing popularity of the coastal towns has prompted similar attention for their coach traffic.     Freight Travel 7.25 Most freight travels some of, or its entire, journey by road. Larger lorries are now operating, often delivering to shops in towns with an ancient street pattern. Residential amenity is affected by noise and pollution. Whilst a shift to greater use of rail, and even water, for freight transport will be encouraged, it will be equally important to work with the haulage industry to achieve less intrusive and yet economically viable distribution and delivery patterns. To this end a Quality Freight Partnership has been entered into by the City and County Councils and the Freight Transport Association, supported by local businesses.     Travel Plans 7.26 Central Government is seeking to raise awareness of the impact of travel decisions and to promote the widespread use of Travel Plans.  The City Council will encourage local businesses, schools, further and higher education colleges, other institutions and organisations to prepare Travel Plans in an attempt to deliver sustainable transport alternatives to the motor car. In addition, all employers will be encouraged to look at ‘greening’ their transport requirements. The City Council’s Travel Plan will demonstrate how established businesses can tackle transport issues. Proposals for new commercial or institutional developments that have significant transport implications must be accompanied by Travel Plans and/or Transport Assessments. All Travel Plans should consider air quality and traffic noise.   POLICY C4 Development proposals considered by the Council to have significant transport implications are to be supported by a Transport Assessment and a Travel Plan which shows how multi-modal access options will be achieved, and how transport infrastructure arising from the expected demand will be provided.  Such measures will be the subject of or included in a legal agreement or undertaking.   top Reducing Traffic Congestion Road Building 7.27 There are certain road building schemes which could ease Ring Road and radial route congestion and/or deliver significant environmental benefits, although stringent traffic management controls may be needed to maximise the benefits, and prevent the problems of creating more traffic.     top Page 111     7.28 As part of the City Council’s consideration and investigation into whether road building will be able to reduce overall traffic congestion and traffic ‘hot spots’, a number of possible solutions will be assessed.  The following two schemes offer significant benefits, have good popular support, and therefore warrant safeguarding on the Proposals Map (Insets 1 & 2) and further detailed investigation. 7.29 Additional A2 (T) slip roads at the Bridge, Wincheap and Harbledown junctions. Such slip roads have been shown to offer opportunities for traffic reduction in the Canterbury urban area and may also facilitate the wider use of the Wincheap and/or New Dover Road Park and Ride sites. Localised benefits may also be identified. 7.30 A Wincheap Relief Scheme over and above the traffic restraint described under Traffic Management below, with some or possibly most of the A28 traffic being routed through the Wincheap Estate, allowing for environmental improvements and bus priority measures in Wincheap itself, whilst enabling the regeneration of the estate. There are a number of route options for this. In the longer term, linking (under the railway) the Wincheap Estate with St. Andrews Close and Rheims Way would bypass the existing, substandard railway bridge route.   POLICY C5 The City Council will seek to implement the improvement of the A2 (T) junctions and the Wincheap traffic relief scheme, as shown on the Proposals Map (Insets 1 & 2). Any development proposals that might prejudice these improvements will be resisted.   top 7.31 The following road schemes have been considered as offering possible longer term solutions to traffic congestion ‘hot spots’ in the District.  Detailed work on their feasibility, environmental impact or alignment has not taken place and therefore they are not safeguarded on the Proposals Map.  There is no obvious prospect of any of these schemes coming forward in the Local Plan period and, in any event, they would be progressed through appropriate consultation and planning procedures if funding became available.   A257/A28 ‘Barracks Link Road.’ A new road could be provided to link Chaucer Road with the A257 through land currently used as Army Barracks. A traffic model study has shown that this link would reduce traffic congestion in the St Georges/Broad Street/ Military Road area. This scheme is dependant on redevelopment of the barracks land, for which there is no current proposal. A291 Herne Short By-Pass. A developer funded by-pass for Herne would reduce the impact of traffic (particularly HGVs) and improve the residential environment through the historic village of Herne, with its narrow main street and tight bends. No development is identified in this plan that would fund such a scheme. A28 Sturry Short By-Pass. A developer funded by-pass for Sturry which includes a bridge over the railway line, would reduce delays to traffic caused by the level crossing and improve the residential environment in the village centre. No development is identified on this plan that would fund such a scheme and other improvements might provide better value for money.  For example, closure times at the Sturry level crossing are a significant delay to A28 traffic.  It is understood that these could be reduced through the funding of alternative arrangements at the level crossing, subject to Network Rail approval.  Improvements to walking, cycling and public transport facilities (including bus priority measures) would be likely to encourage people to reduce private car use, especially for local journeys.     top Page 112     7.32 In addition to the above, possible new road building options have also been considered, and have received some support from the public, for an Eastern By-Pass of Canterbury linking the A2 at the Bridge junction with the A28 west of Sturry, and a Western Link Road which links the A290 with the A2050 south of Rough Common. Neither of these options have been studied. Both ideas would be very expensive to construct and would be extremely unlikely to receive any justification for public funding. They would also have significantly damaging effects on the local environment and landscape. It is therefore considered that they should not be described as possible longer term solutions in this Plan.     Traffic Management 7.33 The recent Wincheap Traffic Study identified the idea of ‘throttling’ the rate of entry of traffic along A28 Wincheap to try and address the environmental problems caused by congestion along a largely residential radial route. This ‘throttle’ could be implemented by using the latest traffic signal control, monitoring and detection technologies and could be applied to all of the main radial routes. This would control the amount of traffic entering the control cordon, holding congestion beyond the most densely populated areas and encouraging greater use of Park and Ride, other public transport modes, cycling and walking. Bus priority measures, real time information and improved cycling and walking routes would go hand in hand with such a scheme, as would improvements to directional and car park availability signing. 7.34 Traffic management schemes will continue to be devised and developed to achieve the optimum balance between transport modes.     Improving Travel Awareness Safety 7.35 Road safety is a major public concern, and it remains the case that safety problems must be addressed. If there were significant improvements in the standards of driving, and in the attitude and behaviour of drivers (especially in respect of vehicle speeds), the task would ease considerably. Much of what is done by way of crash remedial measures merely addresses unacceptable and sometimes illegal actions.  Education and law enforcement are therefore prerequisites to any effective action in respect of road safety, albeit traffic calming (with an increasing number of 20 mph zones and the introduction of Home Zones) and traffic management will continue to be necessary in problem areas.  Village Traffic Plans should embrace educating their communities, especially as there is insufficient funding to meet all safety aspirations. 7.36 The transport challenges for rural areas cannot be overlooked. In addition to the further development of Village Traffic Plans, aimed at achieving a safer and more pleasant balance between transport modes within the settlements, there is a need to improve safety on rural lanes for the benefit of pedestrians, equestrians and cyclists. ‘Quiet Lanes’, speed management and sensitive improvements to pedestrian facilities are initiatives which can be used.  7.37 It is easy to ignore the fact that some people who live in rural areas do not own or have the use of a car. Whilst car use will remain important in rural life the wider transport needs must be considered.  ‘Social’ transport schemes may need to be devised in partnership with Parish Councils, public agencies, the voluntary sector and local businesses.     top Page 113     Schools and Colleges 7.38 Choice in education can increase the need to travel in certain cases. Free travel by public transport is frequently not available hence some parents and older pupils choose to use cars. Routes to primary schools are often perceived as being unsafe for younger children. The availability of parking at or near further education establishments, and the inadequacies or perceived cost of public transport, can increase the number of staff and students using cars. Safer Routes to School and School Travel Plans are two partnership schemes which can help to address the problems. Safety at and in the vicinity of ‘the school gate’ is crucial for pedestrians and cyclists and stronger controls over vehicle speeds and parking will be introduced where needed. The staggering of school hours may help to reduce the impact of ‘the school run’. 7.39 The City Council in partnership with the County Council will therefore continue to work with local schools and colleges to raise public awareness with regard to public safety and more sustainable modes of transport such as walking and cycling.     Reducing Travel Demand Park And Ride In Canterbury City 7.40 The City’s PARC Plan strategy has been successful in contributing to the reduction of urban traffic levels over the past ten years. Its success is based on being a comprehensive, balanced approach to parking provision, by providing top quality Park and Ride services on the City’s outskirts, coupled with parking controls, reduced parking provision and residents’ parking schemes in the City Centre. The PARC Plan is currently under review but is likely to emerge with the aims of meeting parking demand by further and more flexible and accessible Park and Ride provision and extended parking controls in the City Centre, to assist in meeting the traffic reduction targets and demand management objectives set out in the Local Transport Plan for Kent. 7.41 On-street parking controls and enforcement are vital elements of traffic management at urban centres. On-street controls in Canterbury are being extended in line with the PARC Plan and the Canterbury College Travel Plan. The coastal towns parking strategies will consider extending controls in Herne Bay and Whitstable whilst having full regard for the reasonable needs of businesses and residents. 7.42 The north west of Canterbury needs to be served by a Park and Ride facility if the PARC Plan strategy is to continue to reduce Canterbury’s traffic congestion and in order to meet the anticipated demand for increased parking provision. Studies show that 900 new spaces for Park and Ride are needed to serve Canterbury within the Local Plan period.  Land north of Hall Place at Harbledown has been identified for a possible fourth Park and Ride facility and this is shown on the Proposals Map. As previously discussed, the ability to deliver bus priority measures will need to be considered at an early stage.  The City Council will also investigate alternative options for Park and Ride facilities on the A2 corridor.  A transport assessment will be prepared to consider the impact on the surrounding highway network prior to any site being developed.   POLICY C6 Land identified on the Proposals Map at Harbledown for a park and ride facility will be safeguarded for that purpose.   top     top Page 114     7.43 To meet the anticipated demand for the increased parking provision, all three existing Park and Ride facilities could be expanded, offering, in the case of Wincheap and New Dover Road, an alternative way of serving the north western approach. Such proposals would need to be linked to additional A2(T) slip roads. Only the existing Park and Ride site in Sturry Road is safeguarded for extension, for the time being.  Consideration will be given to the extension of the Wincheap and New Dover Road sites as part of the on-going evolution of the Canterbury District Transport Action Plan, and the implementation of other traffic measures to achieve a reduction in travel demand and congestion. 7.44 The construction of a further Park and Ride facility, on the A257 Littlebourne Road, is also desirable, but this would be subject to an appropriate site coming forward within the Plan period.   POLICY C7 The Site adjacent to the existing Park and Ride site in Sturry Road, as shown on the Proposals Map (Inset 1), is safeguarded for a car parking expansion of the Park and Ride facility.   top Park And Ride Along The Coast 7.45 Parking pressures in Whitstable and Herne Bay are difficult to address within the urban area, due to the limited availability of appropriate sites. However, there may be scope to construct Park and Ride facilities, or use existing parking facilities at weekends, close to the respective A299 junctions, and to provide a linked shuttle service for the coastal towns. This may be on Saturdays at the outset perhaps with commuter facilities to Canterbury during the week, but with the scope for a wider service should demand increase. 7.46 The golf course in Eddington, Herne Bay has been identified for the potential to provide a Park and Ride facility to initially serve the coastal towns. This facility will be provided as part of the development of the site as an hotel with golf course, and is shown on the Proposals Map (Inset 3).   POLICY C8 Additional parking, associated with acceptable forms of development at Herne Bay and Whitstable, which will form part of a Park and Ride strategy for the coastal towns will be permitted subject to satisfactory access, design and landscaping.   top Public And Private Parking 7.47 The control of parking is seen as a major tool in transport strategies and visitor management. Pricing structures can have a significant influence on travel choices, particularly when a relatively cheap and viable alternative to City Centre parking is available in the form of Park and Ride. However, the vitality and viability of the City Centre must not be undermined, especially in the face of strong retail competition elsewhere. There still exists a considerable stock of urban private non-residential parking which contributes to the penetration of the towns by motor traffic. Controls over such parking may be introduced during the Planperiod. 7.48 Parking standards are currently in a state of flux, as central and local Government try to devise standards which complement integrated transport strategies without causing parking problems or affecting commercial viability. In accordance with PPG13, the City Council is expected to implement maximum parking standards, the aim being to match parking provision with the reasonable needs of each development. PPG13 uses maximum parking standards which are generally less restrictive than Kent County Council’s (July 2006) standards. The City Council has adopted the latter, with the exception of the stricter PPG13 standards, which are summarised in Appendix 2.  The City Council will adopt future revisions of Kent County Council’s Vehicle Parking Standards subject to any local variations which might be deemed to be appropriate, and for which there is demonstrable justification.     top Page 115     7.49 In the historic City (i.e. within the Conservation Areas covering the City centre) and town centre locations, on-site parking for new commercial developments will be limited to operational parking only. The additional demand will be reflected in financial contributions, which may be directed towards Park and Ride or alternatively towards traffic management measures and improvements to urban (non-car) permeability which can be shown to be relevant to the development and its transport impact. The transport demand of any development which is being replaced, will need to be considered.   POLICY C9 The City Council will apply Kent County Council’s adopted Vehicle Parking Standards to development proposals, subject to the local variations and Cycle Parking Standards included in Appendix 2, or such revisions as might be adopted subsequently. Cycle parking will be convenient, secure and complemented by showering and changing facilities for cyclists.   top   POLICY C10 Within the historic Canterbury City, Canterbury West Station Conservation Area and in the town centres of Herne Bay and Whitstable, as shown on the Proposals Map (Insets 1, 2, 4 & 6), the City Council will require that on-site parking for retail, office or commercial development will be restricted to operational parking only except when such an approach would prejudice other Local Plan objectives. The same will apply in other areas where on-street parking controls exist, subject to there being the scope for reasonable multi-modal access to the proposed development. Financial contributions towards Park and Ride facilities and/or measures to enhance accessibility by other transport modes, in line with the remaining (predominant) travel demand as identified in the Transport Assessment and Travel Plan, will be negotiated with developers. Financial contributions in respect of cycle parking will be accepted if such additional parking can be provided within a reasonable distance of the development in question.  The likely effect of domestic rail services using the Channel Tunnel Rail Link upon the use of Canterbury West railway station has yet to be established.  It is possible that additional public parking will be needed to make the best use of the opportunity presented by these services.   top Residential Parking 7.50 In areas of on-street parking control aimed at preventing general long stay parking, the amount of vehicle parking provided with residential developments can be reduced, and even minimised, without detriment to safety or the street scene, subject to effective enforcement and, where appropriate, carefully devised residents’ parking schemes. In respect of the latter, the occupiers of such new developments will not be eligible for residents’ permits unless it is clear that such additional parking will not create undue competition for spaces.   This will be judged and applied through parking surveys and permit quota information and through the traffic regulation orders for the parking schemes.  In new developments where there is no on-street control, the result of under-provision, or of badly designed parking areas, can be pavement parking, obstruction and neighbour disputes. Surveys conducted locally in 1991 and 2000 have shown that this is a cause of considerable concern and dissatisfaction among residents. In areas of parking control the City Council will seek to keep residential parking to a minimum, with encouragement for ‘car free’ developments at appropriate locations. In uncontrolled areas the emphasis will be on the careful design of vehicle parking to cater for reasonable demand, in accordance with the adopted parking standards and supplementary guidance on the same, and having regard for the likely impact of locational characteristics upon car ownership and use, without impacting upon safety and amenity.  Communal parking, especially for visitors, will be encouraged when there is no reasonable prospect of access roads being used as a permanent alternative. In such cases reduced standards may be acceptable.     top Page 116     7.51 The positive management and safe, creative use of on-street parking in new and established residential areas will be used to tackle on-street parking problems without, where possible, causing unnecessary difficulties for car-owning residents and visitors.  However it should not be assumed that residential areas will be designed to accommodate unreasonable car ownership aspirations, especially when amenity and safety might be prejudiced.     Travel Wise 7.52 Travel Wise, a travel awareness campaign, will continue to improve public awareness of travel options.   A Travel Wise initiative was launched in August 2001 with the production and distribution of around 60,000 leaflets to local people. The campaign is designed to raise awareness of travel options and ways in which the public can help to reduce traffic congestion by reducing the number of journeys, using other modes of travel for some journeys and sharing cars or journeys to reduce travel demand overall. Further initiatives are planned, in particular in line with improvements to non car modes of travel. Local Schools and Colleges are being encouraged to adopt Travel Plans, particularly through the planning process when schools are being extended or new education establishments are planned. The City Council is drafting a Travel Plan for its staff in readiness to encourage other major employers and institutions in the District. Travel Plans will set out measures to encourage journeys to be made to school, college, university or work, where possible by means other than private car. Options to encourage car sharing are being are being implemented. A new Kent Car Sharing database has been launched for participating companies to sign up to and link with other car sharing organisations. Other options being examined include reduced charges at park and ride and/or designated city car parks. A Canterbury Transport Advisory Group drawn from local organisations, pressure groups, traders, bus and train operators, and officers and Members of the City and County Councils is monitoring the implementation of the Canterbury District Transport Action Plan, through its quarterly meetings.     Access For All 7.53 The transport strategy will have proper regard for people with disabilities, and those who for whatever reason are limited in their travel options. Parking facilities, access controls, public transport provision, highway design and the design, layout and physical environment are among the aspects which will be subject to an ‘access for all audit’. The City Council will also continue to improve the pedestrian environment by promoting access to all public areas. This will ensure equal access for all including people with disabilities.     COMMUNITY DEVELOPMENT AND INFRASTRUCTURE     7.54 The Local Plan is important in promoting community development and social infrastructure and the contribution these can make in improving the quality of life for all people in all areas of the District. One of the City Council’s Strategic Development Objectives, as set out in Chapter 1, is to facilitate where possible the provision of buildings and uses arising from local community planning aspirations through the mechanism of local strategic partnerships.     top Page 117     7.55 Local authorities have the power to promote social, economic and environmental well-being, and have a duty to prepare a community strategy for the District, having regard to this when using the ‘power of well-being’. The community strategy is prepared in partnership with other public sector organisations, business, voluntary and community sectors and local communities. Whilst the City Council has the duty to prepare the strategy, it is the partnership that must develop and implement it. The process for establishing a local strategic partnership to oversee the evolution of the District’s community strategy is therefore essential to the City Council as part of its Corporate objectives. The Local Plan and the City Council’s Community Plan are therefore designed to dovetail as part of the overall objective of the City Council to improve the quality of life for all its residents.     Community Development 7.56 The City Council’s community development objectives include: promoting rural community development and supporting Parish Councils; developing and supporting community safety initiatives; opportunities for children and families and young people; opportunities for black and ethnic minorities; opportunities for senior citizens and people with disabilities; building and supporting partnerships to tackle regeneration and social inclusion; and developing and supporting neighbourhood, community and voluntary and religious groups.     Social Infrastructure 7.57 Social infrastructure is a term that describes the wide range of community, leisure, health and educational facilities which contribute to the quality of life of the District and local communities. This includes ‘formal’ facilities such as surgeries or schools, and ‘informal’ facilities including village halls, play areas, places of worship, cemeteries and community centres. Informal facilities need to be local, accessible and appropriate to the identified needs of the particular community and, in particular, sustainable. Their provision in the right location and appropriately designed is therefore essential in the implementation of a successful community strategy. 7.58 Where a rural location is proposed for such informal facilities and the Council is satisfied that it has been demonstrated that there is no suitable land or buildings available within the community it intends to serve, the Council will support community initiatives which are appropriate in scale to their surroundings and which seek to reuse existing buildings.  Where community uses are proposed in new buildings, the City Council will ensure that the new development is closely related to an existing settlement and not isolated in the open countryside so as to have an adverse impact on its character and appearance.  The need for the development should be demonstrated in either case.  The Council will have regard to the guidance of PPS7.  7.59 Through consultation with the local community, a site to serve community purposes has been identified south of Greenhill, Herne Bay.  Other sites are likely to come forward as part of a full consultation with local neighbourhoods during the Plan period. 7.60 In appropriate circumstances, proposals that will lead to more people using and putting further pressure on the use and capacity of existing local community buildings, will be expected to make a financial contribution towards maintaining or upgrading them. Policy IMP2 of this Local Plan will be applied in appropriate cases, and a contribution will be sought to offset the impact upon those existing facilities.     top Page 118   POLICY C11 Proposals for new buildings or uses for local communities to provide social infrastructure will be encouraged and granted planning permission on the basis that any new building is appropriately designed and located, and highway safety would not be prejudiced.   top   POLICY C12 Land is allocated on the Proposals Map for community purposes on: Land south of Greenhill, Herne Bay Land at end of Vauxhall Avenue, Canterbury. In this Policy, community purposes includes social and physical infrastructure provided to meet identifiable local need; and can be buildings for local groups and the community, playing fields, car parking, areas of open space and affordable housing.   top   POLICY C13 Planning permission will not be granted for development involving the loss to other uses of public or privately operated buildings, or uses for community purposes, unless there is no demonstrable need for the use of the facilities within the locality, and it is demonstrated that other uses to serve the local community could not operate from the buildings or land.   top     HEALTH FACILITIES     7.61 High quality health facilities are a key element in supporting the well-being of the community. These form part of the District’s social infrastructure and their provision and availability to the District’s communities are an important element in the City Council’s objectives for social well-being within them. The Local Plan seeks to contribute to enabling health provision alongside the City Council’s Community Plan.  The Local Plan, therefore, looks to provide a link between the development process and the provision of health infrastructure. 7.62 Canterbury has a good network of primary health care facilities which, in the City Council’s view, must be safeguarded and enhanced. New development will bring new pressures on these facilities, and the City Council will ensure that provision for new and enhanced health facilities form part of these new development proposals. Health facilities also play a key part in acting as a focus for the community in wider initiatives for community development; for example providing for ‘health living/learning’ initiatives, support for community projects and dual use of facilities. 7.63 The City Council will continue to urge the providers of the District’s health facilities to ensure continual investment and upgrading of these facilities to meet growing demand.     top Page 119   POLICY C14 The City Council will ensure that provision is made for health facilities arising from the impact of new development, and that appropriate mechanisms are secured through legal agreements to deliver these facilities.   top 7.64 Good quality health facilities (Primary and Acute) are also important to the wider economic well-being of the community, and are seen as a key factor in attracting investment and in catering for the needs of the large number of visitors to the District. Policy C22 seeks to safeguard such facilities. Policy C15 promotes and safeguards the Kent & Canterbury Hospital’s strategic role for the District and wider area.   POLICY C15 Land is allocated at Kent & Canterbury Hospital as shown on the Proposals Map (Inset 1) for health-related development.   top     EDUCATION     7.65 The provision of good quality education is a key element of our social infrastructure and the City Council’s commitment to supporting the well-being of the community. The Local Plan contributes to supporting education and providing a link between the development process and the provision of educational infrastructure. The County Council, however, as Education Authority has statutory responsibility for the provision of state education. 7.66 Educational institutions play a key part in the community.  Educational facilities provide for learning, and play a wider role as catalysts for economic projects, supporting community projects, providing and enabling dual use of facilities (including sports provision and meeting rooms), providing access to information communications technology and acting as a key focus for community activity.     Primary and Secondary Education Sector 7.67 The primary and secondary education sectors play a foundational role within the community for educational attainment, and require support and facilities if they are to play their part in the wider educational and skills achievement for the community. 7.68 Good access to a network of these schools is important, as is the quality of its provision. The development control process has in recent years connected directly with the primary and secondary sector via the negotiation of financial contributions towards its provision, through legal agreements where these have been justified, and where the educational needs result directly from the development proposal. 7.69 A good network of schooling is provided within the District.  However, as development proposals come forward, the capacity for schools and their local catchments will be the subject of further consideration.  Although the capacity and distribution of schools is not determined by the City Council.  This applies across the District and especially within the City and coastal towns.  A good network of schooling is provided within the District and acts as a focus for a wider area.     top Page 120     7.70 Most secondary schools are located in Canterbury City.  Secondary schools at Canterbury include: Simon Langton Girls’ Grammar School, Simon Langton School for Boys, Archbishop’s School, Barton Court Grammar School, Chaucer Technology School, The Canterbury Campus and St Anselm’s Catholic School; and within the independent sector King’s School, St Edmund’s and Kent College.  In addition in the state sector are Whitstable Community College, Herne Bay High School and Montgomery School located between Sturry and Hersden. 7.71 All these education providers are encouraged to prepare a development plan for their sites for at least the period of the Local Plan, in consultation with the Local Education Authority and church education authorities as appropriate and the City Council.  This will enable proper consideration to be given to the most appropriate locations for any expansion or development within the site, and the issues raised. 7.72 This provision of schooling has created a tradition of journeys between the coast and Canterbury, that whilst being necessary, has resulted in additional traffic.  As a result of the first deposit consultation stage of the Local Plan review, the County Education Authority has confirmed that within this Plan period (until 2011) there will not be a need for a secondary school at the coast.  However, there is likely to be a need for a further primary school.  Proposals for a new primary school will be supported on the basis of need; and land has been allocated in the Plan at Studd Hill, Herne Bay as a potential school site, if other more appropriate sites cannot be found within the urban area, or existing schools cannot be expanded to meet demand. 7.73 In addition, there are some schools within Herne Bay that are filled to capacity without prospects for expansion or significant upgrading.  The City Council would like to support expansion or upgrading requirements of schools and will work with the Education Authority and Governors of these schools to come to an acceptable solution.  Any proposals for expansion which have an impact on playing fields will need to meet the criteria of policy C27.   POLICY C16 The City Council will work with the Education Authority and school Governors to ensure that provision is made for educational needs arising from housing developments and that appropriate mechanisms are secured through legal agreements to deliver this provision (see Policy H5).   top   POLICY C17 The City Council will work with the Education Authority and school Governors to ensure that the needs of primary and secondary schools are taken into account in the assessment of their development needs and proposals.  Planning permission will be granted for proposals that are needed by the schools subject to design and highway safety considerations.   top     top Page 121     Higher And Further Education 7.74 Higher and further education are considered two of the main drivers of today’s knowledge economy and indeed, of national prosperity. Chapter 3 of this Plan outlines the economic strategy for the District, and close links are made between the performance of the higher and further education sectors and this wider economic objective.  During the Local Plan period, this relationship will become even more important; and the development process and Local Plan itself will play their role in this relationship. 7.75 Higher and further education generate research, knowledge and skills that underpin innovation and change in the economy and wider society. Higher and further education are very much seen as being a part of the productive capacity of the new economy and prosperity of the wider areas. The increase in quality and standards of education at secondary schools and in the post-16 sector means the demand for higher education from these groups is likely to increase. There is also a changing culture and a greater emphasis on life-long learning and recognition of the importance of continually updating skills. This in turn will lead to many more mature students wanting either to return to higher education or to enter it for the first time. There is also a strong demand from those seeking part-time study as well as full-time undergraduates. The development process and the Local Plan will therefore be linked and relevant to these wider patterns of learning. 7.76 Government policy stresses the importance of: widening participation in higher education and working towards social inclusion in the local community; partnerships between institutions and other community groups to achieve this wider participation; initiatives such as the ‘Higher Education Reach Out to Business and the Community’ programme which investigates a consolidation of schemes and programmes aimed at enhancing higher education/business links; and encouragement to involve other partners and, in particular, the Learning and Skills Councils  who now have statutory responsibility for post-16 provision. These in turn are seen as a means of developing links between entrepreneurship and innovation and the development of skills to apply them. 7.77 Canterbury is an important focus for the higher and further education sectors. These sectors have an important role within the community and the local economy and bring significant benefits to the City. The concentration of these institutions within a modest sized city such as Canterbury also brings challenges, in particular, the residential accommodation of students during term time and the impact on traffic congestion within the local transport network. 7.78 There are five institutions of higher and further education within Canterbury:   Canterbury College - a further education local college providing a link between secondary schools and higher education. University College for the Creative Arts - an institution based in three key locations in Kent (Maidstone, Rochester and Canterbury), and established as a key provider of creative education both within the UK and abroad. Canterbury Christ Church University College - a higher education institution with over 10,000 full and part-time students studying a wide range of undergraduate and postgraduate programmes. Christ Church also has a campus at Salomons Centre near Tunbridge Wells and a Thanet campus established in October 2000 at the Thanet Reach Business Park. The University of Kent at Canterbury - the University of Kent was granted its royal charter in 1965. Today there are almost 10,000 full and part-time students. The University has a high reputation in a number of areas including biosciences, computing and mathematics. The University has also begun a new initiative at Medway. Hadlow College – a further education institution specialising in agriculture and horticulture.     top Page 122     Canterbury College 7.79 The College sees the provision of a strong link between secondary schools and higher education as important, and looks to provide an important alternative to students staying on in their school’s Sixth Form. It has a high success rate in achieving grades to progress to University, further college courses or into employment. The College has also established an outreach college on Sheppey and is actively promoting linked facilities in other towns, including Whitstable. The College has recently announced they no longer intend to pursue a new site adjacent to Nackington Road, to the south of Canterbury, where new opportunities had been identified for the College to meet its future needs and to act as a focus for local provision. The existing site on New Dover Road, adjacent to the University College for the Creative Arts, provides an important City institution for the provision of education. The safeguarding of this site for education is part of a wider strategy to prevent development on alternative (greenfield) sites outside the urban boundary.  The College will look to consolidate on this site and explore other sites within the City.   POLICY C18 The City Council will safeguard the Canterbury College site at New Dover Road together with the adjacent site of the University College for the Creative Arts, and land at Hadlow College, for education purposes, as shown on the Proposals Map (insets 1 & 2 ).  Any significant redevelopment proposal on these sites shall be subject of an approved Development Brief and shall have regard to neighbouring residential areas and open space.   top   POLICY C19 Land is allocated on the proposals map at Nackington Road, Canterbury for a new college campus. This policy should be applied in conjunction with Policy C21 and any proposals should satisfy the criteria of that policy.   top University College for the Creative Arts 7.80 This is an important specialist facility and is part of a wider network of Kent facilities. In terms of its own accommodation, a new residential block has been constructed, which will constitute an important provision for the Institute and help in lessening the impact of student accommodation in the wider residential capacity of the City.     Canterbury Christ Church University College 7.81 The focus of activity for the College is at Canterbury but, as mentioned above, provision is also being developed within Thanet and at the Salomons Centre near Tunbridge Wells. The need for a second campus was agreed by the Local Plan Inspector in her report on the Canterbury District Local Plan Public Inquiry 1996. The overall strategy of that Local Plan and this Review is to avoid the development of sites outside the urban boundary. Therefore, in seeking to achieve a second campus, the City Council will ensure that priority is given to sites within the urban area.  The City Council is committed to working with the College to identify land or premises for further expansion of their education accommodation, and to establish what opportunities for further expansion there are of the existing campus. In particular, the need for further student residential accommodation is recognised and provision is made in chapters 2 and 4 of this Plan by the encouragement of mixed tenure and mixed use development in and around the City Centre.     top Page 123     University of Kent at Canterbury 7.82 The University occupies a prominent position on land to the north of the City, and has developed, over a number of years, a master plan agreed with the City Council and forming part of the 1998 adopted Canterbury District Local Plan. This master plan sets out the development needs of the University and has been revised in the University’s Estate Strategy 2001-2006 and will be subject to further review.  Additional proposals are made within this Local Plan Review and are shown on Inset 1. These proposals include the Business Innovation Park development at Beverley Farm to the west of Keynes College.   POLICY C20 Within the campus of the University of Kent shown on the Proposals Map (inset 1), the City Council will grant planning permission: a) For educational and ancillary uses on those sites identified ; subject to design, siting and access considerations; b) On sites that are within the campus but not shown on the Proposals Map, for extensions to existing buildings and other minor development ; subject to design, siting and access considerations. The a) and b) criteria above shall be subject to a Transport Assessment in the context of updating the University’s Transport Impact Assessment and preparation of a Travel Plan.  Major development proposals at the University shall be subject to a transport assessment, within the context of the existing transport impact of the of the University, and preparation of a Travel Plan.   top     top Page 124   POLICY C21 Planning permission will only be granted for the establishment of a new further or higher education campus or expansion of an existing campus onto a new site provided that: a) If the proposal is for the release of land outside the urban boundary or for land otherwise allocated in the Plan, it can be demonstrated that there is a need for the additional facilities and that no more suitable land is available; b) The development incorporates a high standard of design and layout, with a landscaping strategy which respects any historic or landscape character or features on site; c) The site can be provided with a safe means of access; d) The site will be well served by public transport and, if applicable, will have adequate transport links to the establishment’s existing educational facilities; e) Parking requirements on site are kept to the operational minimum; and f) There is close correlation, in terms of both location and numbers, between the provision of academic accommodation and the provision of student housing on site. Detailed planning principles for the development on site shall be the subject of an agreed Development Brief.  A Transport Assessment shall also be prepared which shall include within it a detailed Travel Plan.   top CANTERBURY’S INSTITUTIONS     7.83 The institutions that are located in and around Canterbury City play a significant part in the City’s livelihood, economy, social infrastructure and heritage. The Institutions across the City include the Church, the Army, the colleges and universities, the schools, the institutional offices, the Courts, the prison and the hospital and health care providers. All these institutional uses play a role within Canterbury that enables it to function as a City and to act mainly as a focus for the District’s residents, workers, students and visitors. In almost all circumstances, these institutions own or use a significant amount of land and/or buildings. 7.84 The City Council encourages the retention of these institutions across the District and as such the role that they play within the District.  Therefore, it is essential to retain land in institutional use for the benefit of the District should any site come forward for development.  Any new proposals for further or higher educational development will also need to be assessed against the provision of policies C21 and C23.   POLICY C22 Planning permission will be refused for proposals involving the loss of institutional land or buildings to other uses unless: a) It is demonstrated that the existing use can no longer be justified; and b) There is no demand from other institutions for such land or buildings; or c) The release of the site would enable the institution to relocate to another part of the City and to provide better facilities and/or services from that location.   top     top Page 125   POLICY C23 Any relocation or expansion of an existing institution, or establishment of a new institution onto previously undeveloped land shall be determined according to the following criteria having regard to the institution’s existing facilities and transport links: a) It can be demonstrated that there is a need for the additional facilities and that no more suitable land is available. b) The development incorporates a high standard of design and layout, with a landscaping strategy which respects any historic or landscape character or features on site; c) The site can be provided with a safe means of access. d) The site will be well served by public transport and, if applicable, will have adequate transport links to the establishment’s existing educational facilities. e) Parking requirements on site are kept to the operational minimum. Development proposals shall be accompanied by a development brief and sustainability statement.  In considering proposals for further and higher education institutions the City Council will also refer to relevant policies including C21.   top     OPEN SPACE     7.85 Open space is defined in the Town and Country Planning Act 1990 as being “any land laid out as a public garden, or used for the purposes of public recreation, or land which is a disused burial ground.” 7.86 The Government has recently revised Planning Policy Guidance Note 17 (PPG17) on “Planning for Open Space, Sport and Recreation”.  The revised PPG, published in July 2002, and its daughter document, entitled “Assessing Needs and Opportunities: A Companion Guide to PPG17” expands on the statutory definition of open space.  7.87 Open space is defined in PPG17 as “parts of the urban area which contribute to its amenity either visually or by contributing positively to the urban landscape, or by virtue of public access.”  Within this definition, there are 2 key types of open space:   Urban green space – “land that consists predominantly of permeable, soft surfaces such as soil, grass, shrubs or trees.” Public open space– “both green spaces and hard ‘civic’ spaces, to which there is public access, even though the land may not necessarily be in public ownership.” 7.88 The provision of formal and informal open space is part of the social infrastructure and integral to the community facilities available to local people. Furthermore, open space plays a significant role in enabling urban renaissance, through its visual, recreational and wildlife habitat functions. 7.89 The City Council’s objective is to improve the provision of open space within the District and to contribute towards and enable a renaissance within our urban areas, through improving access to good quality open areas and recreational space, thus protecting breaks in the built form, which contribute to the visual amenity of an area.     top Page 126     7.90 PPG17 sets out a new typology of open spaces, broken down into greenspaces and civic spaces, each of which contributes towards ensuring a diversity of open spaces is provided within the District.   The types of greenspace identified are:   Parks and gardens - The District has a wide range of parks and gardens, in both public and private ownership.  Policies BE10 and paragraphs 6.148 to 6.149 set out further detail on the District’s historic parks and gardens and this paragraph should be read in conjunction with that section of the Local Plan. Natural and semi-natural greenspaces, including urban woodland - The District has a wide diversity of natural and semi-natural green spaces which provide valuable opportunities for recreation.  These areas include the coast, AONBs, SSSIs, AHLVs and this section should be read in conjunction with Policies NE2, NE3, NE4, NE5 and R7 of the Local Plan and Policies EN1, EN2, EN3 and EN4 of the Structure Plan which set out policies in relation to the protection of these areas.  In addition, the City Council considers that the beach should be included as a category of open space in its own right for its contribution to leisure, recreation and the environment. Green corridors - These include riverside areas, footpaths, cycleways, bridleways and other rights of way.  They often link two areas together and provide a valuable area of amenity space for walking, cycling and horse riding, meaning that they contribute towards opportunities for sustainable forms of transport as well as performing a recreation function.  Outdoor sports facilities – These include public or private playing fields and other areas designed for participation in outdoor sports. Amenity greenspace - Amenity greenspace includes informal recreation spaces and greenspaces, often found in a residential area.  It therefore performs a valuable function as an area of open space for people living within close proximity to it.  Provision for children and young people - In providing open space, the Council considers that this definition should be widened to ensure that provision recognises the diverse needs of the residents in the District, such as older people and the disabled, in addition to children and young people.  In terms of appropriate forms of provision, this could include, for example, equipped play areas and skateboard areas for children and young people. Allotments - It is important that allotments are retained where they can perform an important open space function and contribute to the City Council’s wider sustainable development objectives, including the production of local fresh produce and enhanced quality of life in terms of health, social activity, urban ‘green space’ and wildlife habitats. Cemeteries, disused churchyards and other burial grounds - These are valuable areas for quiet contemplation and informal recreation, and are often valued areas for wildlife conservation and biodiversity.    The types of civic spaces identified are:   Civic and market squares and other hard surfaced areas designed for pedestrians perform a range of recreation functions and are a key element of the civic environment.     The Need for Open Space 7.91 The City Council will seek to ensure the creation of a comprehensive and attractive network of formal and informal recreational facilities and open space, which is informed by a District wide audit, to identify areas of need for all forms of open and recreational space.  This will play an important role in the wider objectives of urban renaissance, the promotion of social inclusion and well-being and achievement of sustainable patterns of development.     top Page 127     7.92 PPG17 requires local authorities to carry out an audit of open space provision in their area and relate this to a local needs assessment of open space provision.  From this process, local standards for provision of open space should be derived and these standards applied in the determination of planning applications.  The aim is to ensure that an adequate supply of open space and sports and recreation facilities is maintained.  7.93 The City Council has already identified a deficiency of outdoor playing space within the District, when assessed against the National Playing Fields Association ‘ Six Acre Standard’ (2001).  This deficiency is being reviewed through the City Council’s Sport’s and Open Space Strategies, and is greatest in the coastal towns.  In accordance with PPG17, the Council will incorporate the findings of this review into a wider audit of all types of open space identified in paragraph 7.90.  The Council has produced an open space strategy for open space provision within the District and is producing a Development Contributions Supplementary Planning Document, which will set out the open space standards to be used to calculate open space requirements/developer contributions in relation to new developments. 7.94 The City Council will protect existing open space in the District, and improve the quality of this open space for residents, workers and visitors, as well as taking every opportunity to provide additional open space where there is a recognised need.   Urban Areas 7.95 Within the urban areas across the District there is a wide range of different types of open space, all of which make an important contribution to the built and natural environment. These open spaces include open areas for informal recreation, public parks and gardens, allotments, cemeteries, playing fields, children’s playing space, wildlife areas, scrub, small woods, the beaches, river and stream corridors. They fulfil a number of visual and recreational and amenity functions that help to improve quality of life, the urban fabric and provide accessible recreation facilities. In addition, they can help meet wider sustainability objectives, such as enhancing biodiversity, protecting natural resources, improving the permeability of land for storm drainage and promoting the growth of a diverse economy. Other spaces such as those surrounding ancient monuments, castles, churches and parks are of historic and/or archaeological interest and importance. Open spaces make a valuable contribution to the townscape in the urban areas and development of them would lead to the loss of residential and leisure amenity, and be detrimental to the quality of the built environment.     Rural Areas 7.96 In the rural areas there is access via open land and public rights of way to a sufficient existing asset of visual and informal open space. In villages, the City Council’s emphasis is on retaining the established pattern and character of the settlements and not on allocating open space. Different types and patterns of open space and buildings are found in each settlement, and the provision of village greens and existing informal and formal space contributes to the character and appearance of these areas, whilst providing necessary amenity value.     top Page 128     7.97 The overall deficiency in open space in the District, as previously mentioned, means that the City Council is especially determined to prevent the loss of existing open space within the urban boundaries, whether publicly or privately owned, by reason of its contribution towards recreational or visual amenity.  Open space can be lost by gradual erosion through development and this is an action addressed by the Councils open space strategy.  The loss of open spaces could lead to town cramming and be detrimental to the character of the built environment, undermining quality of life and the progress towards urban renaissance. 7.98 Certain land uses may be compatible with the open space protection designation in appropriate locations. For example, some leisure uses requiring a minimal amount of built form may enhance an area or provide a valuable amenity resource.  Another example could be beach associated activities which do not have an impact on the open character of the beach or statutory works that are necessary for coastal protection. 7.99 Where development is proposed on protected existing open space, consideration will be given to proposals for the provision of open space of similar quality, size and character in the vicinity. 7.100 In some cases, the open space protection areas overlap with other designations e.g. nature conservation; an example of this is Tankerton Slopes, which is also a SSSI. Such sites are also protected as open space because if circumstances change and the reason for designating the SSSI no longer existed, the City Council would still wish to retain the area as open space and resist development. 7.101 Where open space on housing estates provides important visual or recreational amenity, policy BE1 and the following policy will apply.   POLICY C24 Proposals which would result in the loss of protected existing open space as shown on the Proposals Map (all insets), will only be permitted if: a) There would be no material harm to the contribution the protected open space makes to the visual or recreational amenity of the area; b) Where there would be material harm, this would be balanced against demonstrable need for the development c) There is no alternative site available to accommodate the proposed development, and any harm that might result from the development could be offset by the provision of other open space of comparable quality, size, character and usability in the locality d) The open space has been assessed by the Council as making no positive contribution to its overall strategy on open space.   top Proposed Open Space 7.102 The City Council encourages the provision of sports and leisure facilities. More land is needed in Canterbury for playing fields, and additional public playing fields are proposed at Greenhill, Ridlands Farm and Folly Farm as shown on the Proposals Map (Insets 1 & 3).  This should be read in conjunction with Policy TC26.     top Page 129   POLICY C25 Land identified on the Proposals Map (Insets 1 & 3) at Greenhill, Ridlands Farm, Canterbury and at Folly Farm, Canterbury will be protected from development to enable its future use as public playing fields.   top 7.103 The Riverside Strategy Supplementary Planning Guidance (September 2003) has been agreed and adopted for development control purposes.  Policy C26 safeguards a route adjacent to the river, and is shown on the Proposals Map (Inset 2). There are also a number of open space allocations associated with this strategy and these are at the following locations and are shown on the Proposals Map (Inset 2):   Franciscan Gardens/Binnewith Island Nursery Garden, Stour Street (south east of St Peter’s Grove) St Peter’s Lane North Lane car park Land at St Radigund’s Street   POLICY C26 Land identified on the Proposals Map (Inset 2) along the River Stour corridors in Canterbury City will be protected from development to enable its future use and contribution towards the riverside corridor, as set out in the Riverside Strategy adopted by the City Council.  There are also open space and footpath allocations on land adjacent to the river associated with this Strategy and these are listed above.   top Public or Private Playing Fields 7.104 In exceptional circumstances, development on playing fields may be permitted where the sports and recreation facilities can be best retained and enhanced through the redevelopment of a small part of the site and where the developer has demonstrated that the site is the best location for the development and there is no alternative site. In cases such as these, the City Council will expect the developer to make alternative provision of at least equivalent community benefit, quality and size in the locality. In addition, when the City Council considers proposals for development on playing fields, it will take into account the sufficiency or otherwise of all other forms of open space provision in the area. 7.105 The creation of new school playing fields should provide a valuable community recreational amenity if arrangements for dual use of the facilities can be secured.     top Page 130   POLICY C27 Proposals for development, which would result in the loss, in whole or in part, of playing fields will only be permitted if: a) The site has first been considered for other recreational/ amenity uses in the wider community, particularly where the site provides a strong visual amenity; b) There is an overriding need for the proposed development which outweighs the loss of the playing fields; or, c) Sports and recreation facilities can best be retained and enhanced through the redevelopment of a small part of the site; and, d) An alternative open space is provided of an equivalent amenity and leisure standard in the locality which does not generate significant additional trips by private car; or, e) The developer enters into an agreement to provide an appropriate amount of land as public open space as part of a new development.   top Provision of Outdoor Playing Space Through New Development 7.106 The City Council considers that it is appropriate that new development supports the provision of on or off-site open space and outdoor playing space in appropriate circumstances in order to achieve the objectives of the Local Plan. 7.106 The City Council’s approach to the provision of formal open space/amenity areas differs from the previous Local Plan. The City Council considers that good urban design is required that relates space to buildings. The overall objective is for residential development to be well designed, with open space integrated and seen to be essential to the layout and design of the development. Open space should be functional, and accessible for all residents. The use of open space in housing design is considered in policy BE1 of Chapter 6 of this Local Plan. 7.106 There is not only a need to incorporate open areas of informal land within larger residential developments, but also a need to make provision for outdoor playing space, ranging from small play areas for pre-school children to playing fields for adults. As part of all new housing development the City Council will require the provision of, or financial contribution towards five categories of outdoor space: semi-natural areas, strategic urban parks and green corridors, amenity greenspace, children’s play areas and open space for sport. 7.106 The size and context of a proposed development will determine the type and nature of the open space required.  In certain locations it may be inappropriate to provide on site open space.  For example, in some urban contexts the provision of open space may conflict with an established high density character.  Where it is inappropriate to provide open space within a development, the developer will be required to make a financial contribution for “off-site” provision in accordance with specified rates related to the Council’s open space provision standards.  These were established in the City Council’s Open Space Strategy following public consultation. 7.106 The Council has published a draft Supplementary Planning Document relating to Development Contributions.  This contains a section regarding the provision of open space for new developments, and financial contributions to new open space and its maintenance.     top Page 131   POLICY C28 New housing development shall make provision for outdoor playing space proportionate to the likely number of people who will live there.  Where the development does not allow for the provision of such open space on site, developers will be expected to make financial contribution towards the provision, or improvement of open space or recreational facilities elsewhere in the locality, through entering into a legal agreement.   top Allotments 7.111 It is important that allotments are retained where they can perform an important open space function and contribute to the City Council’s wider sustainable development objectives, including the production of local fresh produce and enhanced quality of life in terms of health, social activity, urban ‘green space’ and wildlife habitats. 7.112 The City Council is under a duty to provide a sufficient number of allotments and to publicise and let them to residents of the area who want them.   POLICY C29 Land is allocated at Lime Kiln Road for a future allotments site, see Proposals Map (Inset 1).   top   POLICY C30 Permission will only be granted for development proposals that involve the loss of existing allotment land if both the following criteria are met: a) Demand for allotment land within the locality no longer exists, or suitable alternative provision of allotment land, of comparable quality, can be made available locally; and b) The allotment land is not suitable for, or not required to rectify any local shortages of, public outdoor playing space.   top     FLOODING AND COASTAL DEFENCE     7.113 The City Council’s approach to flood and coastal defence acknowledges and supports the Government’s aim and objectives for flood and coastal defence. The City Council’s policy aim is to reduce the risk to people and the developed and natural environment from flooding and coastal erosion by encouraging the provision of technically, environmentally and economically sound and sustainable defence measures. 7.114 One of the three primary objectives of the City Council is to discourage inappropriate development in areas at known risk from flooding and coastal erosion and, as the Local Planning Authority, to take account of flooding and coastal erosion risks in all matters relating to development control, including development plans and individual planning applications, in accordance with PPG20 and PPG25.     top Page 132     Flood Scrutiny Panel 7.115 Following the significant flooding of buildings and land across the District and in many parts of Kent between Winter 2000 and Spring 2001, the City Council established a flood scrutiny panel to consider those events and how in the future the City Council could improve the way flood emergencies are dealt with, reduce the extent of flooding, lessen the impact and frequency of flooding and make sure the public is more aware of what is being done and who to contact. 7.116 As part of the findings of the Panel, it is now the City Council’s objective to remain proactive not only with its own work, but also in pressing other agencies such as Southern Water, the Environment Agency and Kent County Council to action items that are clearly their responsibility.  As such, the City Council’s approach to new development is to ensure that in no way does new development make the flooding situation worse, and in some cases the aim would be to improve it. A new Drainage Impact Guidance note has been adopted by the City Council, which follows the advice of national planning policy guidance, as mentioned above. 7.117 It is evident from the findings of the Panel that high water tables can give rise to more frequent flooding within some parts of the District, and consideration should be given to the repercussions of climate change and global warming which could result in increased storminess and much wetter winters. 7.118 Flooding during the winter of 2000 and spring of 2001 occurred across the District from rivers and non-main rivers overtopping their banks, such as the Plenty Brook in Herne Bay. Much flooding occurred as a result of surface water sewers and road drains not being able to cope with the amount of water, particularly in the rural areas, unmaintained minor watercourses and significant run-off from open fields, and in some instances from foul sewers and old springs. 7.119 As a result of the recent flooding, there are many areas at known risk of flooding in which the City Council will take a cautious approach to new development. The City Council will now require for all planning applications in areas at known risk of flooding to have carried out a Drainage Impact Assessment and employed other drainage measures where necessary, as part of the proposed development.  Should inadequate or no information be submitted, the planning application will be unacceptable and will be likely to be refused. 7.120 Known areas at risk of flooding include Blean, Chestfield, the Gorrel Stream, Swalecliffe Brook, Westbrook, Plenty Brook, Stour, Little Stour and Lower Nailbourne main river and the Upper Nailbourne river.   POLICY C31 All development proposals within the areas at risk of flooding or increased surface water run-off shall be subject to a Drainage Impact Assessment, including a flood risk assessment where relevant.  This assessment shall be in accordance with the principles of PPG25, Sustainable Drainage Systems (SUDS) and the Council’s Guidance Note including the requirement for a contribution towards new flood defence or mitigation measures.  Measures identified to mitigate effects shall be installed and maintained at the developers’ own expense.   top     top Page 133     Coastal Flooding 7.121 A significant part of the current developed area on the coast is at risk from sea flooding and erosion. Although the City Council’s coastal defences are considered to be adequate at the present time, with predictions of rising sea levels and increased storminess as well as ageing, there is an acknowledged need to maintain and improve the defences with time and this is a current City Council objective. This objective is dependent on central Government continuing to support the City Council by funding the vast majority of the cost. 7.122 The Environment Agency identifies areas that are technically at risk of flooding and these are shown as Zones 2 & 3 on the proposals map.  PPG25 defines the flood zones as:   Zone 1- little or no risk with an annual probability of flooding from rivers and the sea of less than 0.1 %.  Zone 2 : low to medium risk with an annual probability of 0.1-1.0% from rivers and 0.1- 0.5 % from the sea. Zone 3 : high risk with an annual probability of flooding of 1.0 % or greater from rivers, and 0.5 % or greater form the sea. 7.123 These areas are indicative and should not be used as the sole basis of decisions. The Council also holds, or has access to, other detailed information relating to flood risk.  Any detailed flood information held by the Council should also be taken into account in relation to development proposals, where flooding may be an issue.  The Council takes a view that the flood risk areas could also include land seaward of the coastal defences.   Furthermore, these areas may change during the Plan period and the City Council recommends that the Environment Agency be contacted direct to ascertain whether a particular parcel of land or a building falls within an area at risk of flooding.  The Environment Agency floodplain includes large parts of the urban areas of Whitstable, Herne Bay, Swalecliffe and Hampton plus swathes of rural land at Seasalter, Graveney and east of Reculver. The City Council remains firmly committed to minimising the risk of flooding to these urban areas through continual maintenance of sea defences and through seeking financial assistance from central Government.  The Environment Agency is making continual improvements to flood plain mapping and consult with the City Council engineers to ensure accuracy. 7.124 There are two areas at Seasalter that are liable to overtopping from the sea. These areas are hazardous as buildings and property can be damaged by breaches in sea defence, but are not necessarily at risk of flooding in the same way as areas within the floodplain. 7.125 The North Kent Coast Shoreline Management Plan (SMP) (1996) is currently being reviewed.  This will develop a broad, more effective approach to the sustainable management of the coastline.  A public consultation draft is due out in early 2007 and further information is available on www.se-coastalgroup.org.uk.     Fluvial Flooding 7.126 Recent events clearly demonstrate that the infrastructure along the coastal lowlands with respect to foul and surface water drainage has reached saturation. This particularly applies in the vicinity of the four main watercourses along the Gorrel Stream, Swalecliffe Brook, Westbrook and Plenty Brook. Before any significant further development takes place in these locations, major improvements such as new culverted outfalls, major pumping at outlets or large attenuation lakes may be necessary.  Development within a floodplain, is not only in itself at risk of flooding but, by reducing the amount of land available for flood water storage, or by impeding flows, can increase the risk of flooding elsewhere.     top Page 134     7.127 As a result of the significant flooding across the District from various fluvial sources during 2000 and 2001 the City Council has reassessed its approach to the risk of inland flooding. Where funds permit or external funding is available or other agencies (both private and public) are prepared to fund the work, appropriate flood alleviation measures will be carried out to reduce the frequency and extent of flooding. However, allied to this objective is the need to ensure that new development is not at risk itself from flooding and does not exacerbate flooding elsewhere. 7.128 To assist potential developers the City Council has produced a Corporate Policy Statement on ‘Flood and Coastal Defence’ and guidance notes with respect to ‘Drainage of New Developments’. Other documents for information and assistance include the North Kent Coast - Isle of Grain to Dover Harbour - Shoreline Management Plan (August 1996, currently under review) and Sustainable Urban Drainage Systems - Design Manual & Best Practice Manual (a CIRIA publication). 7.129 The City Council holds additional detailed information, such as shoreline management plans and coastal strategy plans which are available to the public.  For information on individual properties, the public can contact Council engineers who will advise them of any available detailed information on flood risk. 7.130 To assist in the achievement of this flooding and coastal defence strategy through the planning process all future developments will be required to be in accordance with the following policies. 7.131 As part of its commitment to reducing the risk of flooding, the City Council will encourage the County Council, Environment Agency and other statutory undertakers to investigate the feasibility of, and carry out, flood alleviation measures in areas at known risk of flooding.  One such area is the Plenty Brook, Herne Bay.   POLICY C32 On sites that have not been previously developed, as defined by the Environment Agency in Zones 2 & 3 or within the overtopping hazard zones as shown on the Proposals Map (see also all Insets), no development will be permitted unless an exceptional justification can be demonstrated.   top   POLICY C33 Minor infill development and development on previously developed land within Zones 2 & 3 as defined by Environment Agency as shown on the Proposals Map (see also all insets), will be permitted subject to the provisions of other local plan policies.  Each case shall be treated on its own merits on the particular circumstances that apply having regard to the risks attached.   top   POLICY C34 Flood alleviation measures as shown on the Proposals Map (Inset 3) are proposed along the Plenty Brook on land at Eddington, Herne Bay.   top     top Page 135     COASTAL PROTECTION ZONE     7.132 In certain areas the cliffs and coastal slopes are not entirely stable due to natural erosion. Additional new building in certain areas would exacerbate the present situation and prejudice future remedial works. For public safety reasons, development will not generally be permitted in coastal protection zones.   POLICY C35 A coastal protection zone is defined on the Proposals Map (Insets 3 & 5), and in this area planning permission for new development will be refused.   top UNDEVELOPED COAST     7.133 Canterbury District contains attractive areas of undeveloped coast at Seasalter, Swalecliffe, Bishopstone and Reculver. The scenic importance of much of this coastline and the adjoining countryside is of County-wide significance and parts have great scientific interest and recreational value. Reference to the County-wide undeveloped coastline and estuaries is found in policy EN2 of the Structure Plan. As the coastal hinterland merges into broad areas of countryside, no attempt has been made to define an inland boundary. Development proposals at and adjoining the undeveloped coast will be assessed for their impact on the coast and its unspoilt scenic quality; and refused if considered to be detrimental to the character of the area.   POLICY C36 Development will not be permitted if it detracts from the unspoilt scenic quality or scientific value of the undeveloped coast as shown on the Proposals Map (see also Insets 3, 4 & 5).   top NATURAL RESOURCES     7.133 Water supply, wastewater disposal and surface water disposal are essential services required by domestic, commercial and industrial users. All are closely inter-linked and have a direct impact on the quality of water resources and risk of flooding. 7.135 Climate change may have an increasing effect, with predicted increases in winter rainfall, flooding, drier summers and rising sea levels.  Together with increasing usage per head and the scale of new development proposed in RPG9, water management issues are likely to become increasingly important. 7.136 Overall, there are currently no major constraints on development imposed by water supply or water quality considerations.  However, there are some potential local capacity thresholds and water quality concerns which, although they may be overcome by investment, require careful and early integration into the development planning process. A precautionary approach must be adopted, in conjunction with the Environment Agency and water utilities. 7.137 The Water Resources Strategy for the South East has been drawn up jointly by Southern Water, Mid-Kent Water, Folkestone and Dover Water Services and the Environment Agency. This Strategy has shown that the transfer of surplus water between supply areas will be able to meet current deficits. However, as demand increases new sources of supply will be needed in the medium term. The extent and timing of these developments will depend upon the rate of growth within the region. The Structure Plan policies NR1, NR8 and NR9 relating to natural resources will be applied by the District when necessary.     top Page 136     7.138 Options for securing adequate water supply and environmental protection within the District include: increasing the yield of existing resources by removing distribution, treatment and other constraints; further progress with leakage control; demand management; water and effluent reuse; innovative solutions; water transfer; desalination; and reservoirs. 7.139 Major development options, such as a reservoir at Broad Oak, that may be proposed for water supply purposes may have significant implications for the environment and potentially, for nearby communities.  It is expected that in advance  of submitting a planning application for such developments, the scope and timescale of environmental assessment and/or assessment of impact on communities should be agreed with the City Council and other relevant bodies.  Other information that may be required includes justification of need, location and choice of water supply options.  This process will inform the content of any informal environmental impact assessment and ensure that the Council has the information it requires to assess the proposal at the planning application stage.     Provision of Infrastructure 7.140 In order to enable any new development, particularly major development, to take place the appropriate infrastructure will be necessary. In most cases this will include roads, utilities such as water and power supplies, sewerage and land drainage and community services to meet the social, educational and medical needs of the potential users of the development. New development places direct and cumulative demands on the drainage capacity of the sewer network. Overloading the foul and surface water sewers can cause localised flooding during extreme weather events. To ensure that new development can be adequately drained and the risk of flooding is minimised, the available capacity of the existing sewerage infrastructure will be considered in planning decisions. 7.141 Problems arise if development takes place before the adequate infrastructure is available to serve it. To avoid this situation, the City Council will consider either requiring the infrastructure to be in place before development is allowed to start, or phasing the provision of infrastructure with the development. The developer will be required to provide the necessary infrastructure themselves, or to make a contribution towards any capital works.   POLICY C37 Planning permission for new development will be permitted where the City Council in consultation with the Environment Agency and the statutory water and sewerage undertakers is satisfied that timely provision has been made for new or improved infrastructure necessary to serve the development. The commencement of the development will be required to be coordinated with the provision of the necessary infrastructure.   top     top Page 137     RENEWABLE ENERGY SOURCES     7.142 The City Council is committed to promoting sustainable development. The reduction of emissions of greenhouse gases, which contribute to climate change, is one of the areas where the City Council’s policies can have some positive impact. In terms of energy demand the Local Plan, in Chapter 6, sets out the City Council’s objective to achieve good design principles in sustainable development to improve energy efficiency and conservation. In terms of energy supply, the City Council will encourage the appropriate development of renewable energy sources as set out below. 7.143 The Structure Plan identifies that Kent has the potential to make use of renewable energy sources with opportunities in the District including solar energy, wind energy and biomass fuel for power generation.  In line with its commitment to sustainable development, the City Council would, where appropriate, encourage developments which promote the use of renewable energy, in accordance with Structure Plan policy NR3.   POLICY C38 Planning permission will be granted for developments which utilise renewable energy resources including combined heat and power generation, subject to their not being in conflict with other policies in the Plan, particularly those concerned with countryside, landscape and habitat protection; urban conservation and archaeology; residential amenity and highway safety, unless the need for the development outweighs the other planning considerations.   top     AIR QUALITY     7.144 The City Council is strongly committed to ensuring the air quality within the District remains at an acceptable limit, and will continue to monitor and assess air quality as part of this commitment. 7.145 Under the Environment Act 1995, the Government published the Air Quality Strategy in 2000. All local authorities have had to carry out a review and assessment of the air quality in their Districts to see if Government limits for air quality for seven key pollutants would be met.  In areas where these limits cannot be met, Air Quality Management Areas (AQMAs) would have to be established and ways of reducing air pollution considered and set in place. The City Council finished its first review and assessment at the end of December 2000, and the findings were agreed by the Department of Environment, Food and Rural Affairs (DEFRA). 7.146 The result of the City Council’s initial review and assessment showed that all targets for air quality would be met. In view of this, there was no need to declare AQMAs in the District at that time. However, the review and assessment procedure is an on-going process and legislation requires that a further review and assessments be undertaken. The main source of air pollution in the Canterbury District comes from vehicle pollution, which can lead to high levels of particles (PM10) and nitrogen dioxide (NO2). 7.147 Since 2000, two further rounds of review and assessment have been carried out.  The first Update and Screening Assessment (USA) in 2003 showed that all air quality objectives (AQO’s) would be met.  However, an Annual Progress Report submitted for 2004 showed increases in NO2 and the conclusion was that the annual objective for NO2 might not be achieved.  A Detailed Assessment was undertaken in 2005, which confirmed these findings.  The Council’s first AQMA was declared in May 2006 in Broad Street/Military Road.  The most recent USA was submitted to DEFRA in April 2006.  This showed that all AQO’s are being complied with apart from within the AQMA.     top Page 138     7.148 It is essential therefore to consider air quality when making decisions with regard to future developments, transport and pollution control issues. It will be particularly important to ensure that traffic conditions are not allowed to deteriorate as this could result in worsening air quality, possible future breaches of limits and the declaration of more AQMAs or the extension of the existing one.  The Council are working with Kent Highways in the scope of the Local Transport Plan to look at ways to reduce NO2 levels within the AQMA. In addition, developments involving, for example, houses and schools close to heavily trafficked roads must be looked at carefully to ensure that the occupants are not exposed to levels of pollutants above the air quality limits. 7.149 DEFRA has published consultation documents which look at more stringent air quality objectives for a number of pollutants including particulates. If the new level comes into force, this will have a further bearing on air quality issues in the District.   POLICY C39 Development that could directly or indirectly result in additional air pollutants and worsening levels of air quality within the area surrounding the development site will not be permitted unless mitigation measures are agreed and fully implemented as part of the proposal.   top     POTENTIALLY POLLUTING DEVELOPMENT     7.150 Some activities have the potential to result in the contamination or despoiling of the land on which they take place. In order that this does not cause problems in future years, planning permission for such potentially polluting uses will be conditional on suitable arrangements to ensure that appropriate remedial measures will be taken where necessary.  The City Council will have regard to Structure Plan policies NR5 and NR6 which will ensure necessary mitigation measures are put in place.  7.151 On some occasions new development may cause noise pollution or be proposed near to an existing noise pollution source, for example, the use of aircraft/helicopters near to residential properties.  The City Council will seek to ensure that adjoining uses are compatible as far as the potential for noise pollution is concerned, and this will be considered under Policy BE1 of this plan and in accordance with guidance set out in PPG24: Planning and Noise and policies NR5 and NR6 of the Structure Plan.  Applicants may be required to submit a Noise Assessment and/or a Health Impact Assessment of the proposal to the Local Planning Authority.   POLICY C40 When granting planning permission for development which could potentially result inpollution, the City Council will impose conditions or seek agreements to ensure subsequent mitigation measures are undertaken.   top     WASTE MANAGEMENT AND RECYCLING     7.152 Kent County Council is the Waste Planning and Waste Disposal Authorityand therefore determines proposals relating to waste. However, the City Council is a consultee on any such proposal within the District. In order to minimise the impact on the environment, the City Council will use the criteria set out in the following policy to assess any waste-related proposals and this will inform the response. In most cases the proposals will need to be accompanied by an environmental impact assessment in line with current legislation.     top Page 139   POLICY C41 Any major proposal for waste disposal, waste incineration, energy generation from waste or other waste-related proposals, will need to address the following issues: a) The need for the proposal; b) Consideration of alternative sites; c) Air quality and the impact on public health; d) Impact on the landscape and visual amenity; e) Geology, hydrology and ground conditions; f) Ecology and nature conservation interests; g) Noise impact; h) Archaeology; i) Traffic generation and alternative methods of transportation of waste by means other than by road; j) Impact on residential amenity; k) Lifetime of the scheme and any subsequent restoration of the site.   top     TELECOMMUNICATIONS DEVELOPMENT     7.153 Telecommunications development includes radio masts and towers, antennas of all kinds, radio equipment housing, public call boxes, cabinets, poles and overhead wires. The provision of telecommunications services and their functions are governed by the Telecommunications Act 1994. The main thrust of Government policy is to facilitate the growth of new and existing telecommunications systems whilst keeping the environmental impact to a minimum, with the aim to ensure that people have a choice as to who provides their telecommunication services, a wider range of services from which to choose and equitable access to the latest technologies as they become available. 7.154 Central Government guidance (PPG8) on ‘Telecommunications’ recognises that telecommunications are an important element of modern life, both in the economy and local community. 7.155 The City Council encourages the overall objectives of Government policy on telecommunications, and will balance the need for growth and the evolution of the industry against the need to protect urban and rural areas from their impact when the City Council determines proposals. 7.156 Within the protected urban and rural areas, such as the conservation areas, the AONB or the setting of Listed Buildings, for example, the City Council will require the prior approval of the siting and appearance of all telecommunication development proposals. Any proposal within these areas will need to demonstrate that there are no suitable alternative locations, or opportunities for mast and site sharing. 7.157 In the City Council’s determination of all telecommunications proposals throughout the District, the visual impact of the development will be a key consideration. Telecommunications development should be sensitively designed to minimise its impact on the surrounding environment, and should ideally be located against the backdrop of existing trees or amongst or on buildings to lessen their prominence, unless the buildings are of particular architectural or historic merit.     top Page 140     7.58 Whilst it is the Government’s current view that the planning system is not the place for determining the health risks or safeguards for new development, to which the City Council adheres, the City Council will closely monitor further recommendations and Government health reports in respect of telecommunications development and will review its policy approach accordingly. 7.159 The City Council also encourages the telecommunications operators to provide a comprehensive plan for the growth of the network within the District, to enable full consultation and negotiation to take place, having regard to need and the availability of appropriate sites.   POLICY C42 In considering proposals for telecommunications development, the City Council will have regard to the following criteria: a) The visual impact of the proposal; b) The need for the equipment in the context of the operators network; and c) Whether there are other more appropriate alternative locations available, including mast and site sharing.   top   top