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  1. To reduce the growth in the length and number of motorised journeys especially by car, by integrating land use and transport planning decisions
  2. To maximise the environmental and economic benefits of serving the Borough’s travel needs by public transport in preference to the private car
  3. To reduce reliance on the private car and create conditions to encourage greater use of public and alternative means of transport by:
    (i) promoting development in areas well-served or capable of being served by a choice of transport modes in support of the adopted transport hierarchy;
    (ii) seeking improvements to public transport interchange;
    (iii) seeking improvements to public transport service provision in the Borough;
    (iv) seeking safe, convenient conditions and improvements for cyclists, pedestrians and other vulnerable road users;
    (v) adopting maximum parking standards and allowing for reduced parking provision in areas of good transport accessibility.
  4. To improve access to transport for all, including people with disabilities
  5. To improve the environment and reduce air and noise pollution by restricting non-essential traffic, particularly in residential areas
  6. To improve access to town centres by means of transport other than the car, while providing parking for shopping and leisure visits at levels that would enhance the attractiveness of the centre and reduce congestion
  7. To seek road safety measures where opportunities arise through the land use planning process


5.1 PPG12 emphasises the need for transport policies and proposals to be fully integrated with land use planning at the national, regional and local level. It sees better transport integration as key to providing more sustainable transport choices and reducing the need to travel. In taking decisions about the location of development, PPG12 recommends that the Council should undertake a rigorous examination of alternative options. These might include making better use of the existing road network, traffic management measures, public transport improvements, alternative locations for the development, examining the implications of a proposal not proceeding, or, where all other alternatives are impractical, building a new road.

5.2 PPG13 sets the governments objectives as being to integrate planning and transport at a national, regional and strategic level by promoting more sustainable transport choices and reduce the need to travel, especially by car. The objectives within the guidance require that:

• the pattern of urban growth is actively managed to make the fullest use of public transport;
• major generators of travel demand are focused in city, town and district centres and near to major public transport interchanges;
• day to day facilities are located in local centres where they are accessible by walking and cycling;
• parking policies are used alongside other package of measures to promote sustainable transport choices and reduce reliance on the car;
• priority is given to people over traffic in town centres, mixed use areas and local neighbourhoods, giving more space to pedestrians, cyclists and public transport;
• the needs of people with disabilities are taken into account; and
• sites and routes critical to developing choices for passenger and freight movements are protected.

5.3 PPG3 recommends that new housing is located on derelict or under-used land, preferably in or near to existing city, town and district centres, that it is located where there is good access to public transport, and to jobs, shopping and leisure services. The guidance recommends that housing density standards should avoid low densities, while those near places with good public transport should be higher. The guidance in PPG13 and the London Plan, take a similar approach to parking standards, recommending that these require lower levels of parking provision in areas of higher public transport accessibility. The residential and non-residential parking standards set out in Appendix II reflect this guidance.

5.4 The London Plan sets out the Spatial Development Strategy for achieving the above national objectives within Greater London. It recognises the extensive transport network of the Greater London region and looks to transport needs being met by public transport modes in preference to the private car. In order to facilitate this shift towards public transport it suggests pursuing modernisation of the existing rail network, and where appropriate, provision of new rail infrastructure, support of a comprehensive network of bus priority measures, co-ordination of services provided by public transport operators and integration of the public transport network with walking and cycling.

5.5 In addition, the Mayor and the GLA have produced a transport strategy (July 2001). All London Boroughs will prepare Local Implementation Plans (LIP) and annual LIP Reporting and Funding Submissions.

5.6 “Transport is the main source of many significant pollutants, particularly in towns and cities… Land use planning is an important part of the overall transport policy package and can help in promoting more sustainable transport choices and reducing the need to travel” (Air Quality and Land Use Planning, DETR, March 2000).

See also: Policy ER5


5.7 This chapter takes into account the Disability Discrimination Act 1995, which gives new rights to those with disabilities relating to receipt of goods and services, including public transport.

See also: Community Services Chapter



5.8 Between 1982 and 2000 the Borough saw a growth in traffic of 9%. This growth can be attributed to such factors as an increase in the number of households, an increasingly mobile workforce, an increase in children being driven to school and increasing affluence leading to greater car ownership. The growth in traffic levels is forecast to continue and with it the consequential impact on air quality, road safety and overall environmental quality. The Borough’s Integrated Transport Strategy sets out how the Council intends to address this. The UDP has a role to play in this by setting a framework within which development can reduce the demand to travel and contribute to providing a more sustainable and integrated transport network.

5.9 Within Bromley public transport consists primarily of the bus and train networks, both of which have seen improvements in recent years. There are no direct links with the London Underground. The Croydon Tramlink connects Beckenham Junction and Elmers End with Croydon, New Addington and Wimbledon. Possible future network improvements include the Dockland Light Railway extension southwards from Lewisham and an extension to the East London Line to Crystal Palace and West Croydon. These are all likely to affect travel patterns and development within the Borough.

5.10 The South London Metro is a concept designed to provide levels of overground rail services which build on the "turn up and go" approach to travel available on much of the Underground. Bromley, as a partner to the South East London Transport Strategy (SELTRANS) is working with the Strategic Rail Authority, the train operating companies, Transport for London and other agencies to promote this concept which is also embodied in the Mayor for London's Transport Strategy. Bromley is the lead Borough in SELTRANS, comprising the south east London boroughs and public transport operators and regulators, working together in a formal partnership. SELTRANS aims to function as a SE London working group sharing common objectives and strategies to provide benefits for the travelling public and for the area’s economy, particularly in town centres. SELTRANS has set a target to increase public transport patronage by 50% over the next 10 years. Funds have been allocated to implement a number of schemes across the area primarily for bus priority measures and improvements to station accessibility and interchange.

5.11 A transport hierarchy is set out in the Council’s Integrated Transport strategy. It defines how the Council assesses existing and proposed transport schemes and acts as a check list to ensure that these do not disadvantage those with disabilities or who do not travel by car. The hierarchy is as follows:

• People with restricted mobility
• Pedestrians
• Cyclists
• Buses
• Rail
• Taxis/minicabs
• Motorcycles /Scooters
• Freight
• Cars
• Air transport

5.12 Development has unavoidable impacts on the provision and use of transport facilities and infrastructure. New development has the potential to increase demand on roads and public transport resources but can be located and designed in a way that minimises that impact and improves rather than degrades environmental amenity. The policies in this chapter of the Plan set out to provide a framework by which this can be achieved.

5.13 Ownership and use of motorcycles has increased significantly in recent years as a reflection of the potential to efficiently replace car journeys which are not well served by public transport or are longer than suitable for cycling or walking. The vogue for scooters amongst young adults and exemption from the London Congestion Charge has boosted ownership of powered two-wheelers. The Council is following the work of the London Motorcycle Working Group (LMWG) in developing action plans to improve rider safety and vehicle security. In advance of any guidance from LMWG, the Council will consult on, adopt and maintain Supplementary Planning Guidance for motorcycle parking and ancillary facilities (such as lockers, showers and changing facilities). The SPG will also contain guidance on provisions for cyclists to assist in the interpretation of the standards set out in Appendix II and as a reflection of the potential cycling has as an accessible way to reduce congestion and pollution, meet local journey needs and improve health.



Development proposals likely to be significant generators of travel should be located in positions accessible or capable of being made accessible by a range of transport modes, including public transport, walking and cycling. The Council will assess the acceptability of proposals and their location by reference to the following matrix.

Locations of high, moderate and low accessibility are defined using Transport for London’s public transport accessibility levels (PTALs) as follows:

• High –PTAL levels 5 and 6,
• Moderate –PTAL levels 3 and 4; and
• Low –PTAL levels 1 and 2

Development Type (Use Class)
Public Transport Accessibility Level

Large regional (> 4000 sq.m): Class A1 (retail)



Small to Medium urban: Class A1 (retail) / Class A3 (Restaurants & Cafes) / Class A4 (Public houses) and Class A5 (Takeaways)




Large regional (>4000sq.m): Class A2 (financial & professional services) / Class B1 (business) / Class D2 (leisure)



Small to Medium urban: Class A2 / Class B1/ Class D2




Class B2 (industrial) / Class B8 (storage & distribution)



Class D1 (Schools / Further Education / other Class D1)




Class C1 (Hotels / Guest Houses) and Class C2 (Residential Institutions)




Class 3 (Residential Development)





Type & scale of development in this location acceptable in principle

General presumption against development


5.14 The accessibility levels are calculated using the Transport for London PTAL Calculator. Map 5.1 indicates levels of accessibility, with level 1 indicating least locations and level 6 the most accessible. PTALs act only as relative indicators but are used as starting points in assessing the accessibility of developments. The Map is also broadly indicative and it will be necessary to carry out specific calculations on sites. The purpose of this policy is to locate development attracting high numbers of visitors or employees in areas where access to public transport is greatest. The underlying aim is to improve opportunities to shop, visit places of entertainment and travel to work by means other than by car. Conversely it may be necessary to resist proposals in areas of low accessibility where there are fewer opportunities to travel by public transport.

5.15 Whilst there is a general presumption against development that attracts large numbers of visitors in areas of low accessibility, it may be necessary in some cases to strike a balance between the need for the development and the availability of suitable sites. Retail and leisure development will be required to undertake a sequential test.

See also: Policies T2 and S7




When considering applications for developments likely to be significant generators of travel or with unusual travel characteristics, the Council will require the submission of a Transport Assessment. Developers will be expected to enter into agreements to draw up and implement Travel Plans.

5.16 The purpose of this policy is to ensure that the consequences of development proposals that will have significant transport implications are assessed in terms of their impact on all modes of travel. The assessment should reflect the scale and likely impact of the development and propose appropriate measures to improve access by public transport, walking and cycling in order to reduce the need for car parking. PPG13 encourages developers to hold early discussions with local authorities to determine whether proposals are likely to be acceptable in transport terms and in order to scope the requirements of any Transport Assessment. It recommends that proposals should be assessed in terms of how easy it is to get to the site by comparing the different modes of transport, taking into account journey times, public transport frequency, quality, safety and access for disabled people.

5.17 The Council seeks to reduce the impact of traffic through encouraging appropriate measures within development proposals, primarily through the levels of parking provision, appropriate contributions to public transport, fostering alternative methods of travel and the provision of Travel Plans.

5.18 A Travel Plan will normally be required to ensure that methods of reducing the number of visits by car are thoroughly explored and then implemented. Travel Plans should set objectives for reducing car usage, increased walking, cycling and public transport use, improvements in safety features, environmentally friendly freight movement and delivery services. These may be made binding by attaching conditions on any planning permission or through a Section 106 agreement. However, a development proposal will not in itself be made acceptable by the provision of a Travel Plan.

5.19 Methods of achieving these objectives might include car-sharing schemes, the provision of adequate facilities for cyclists, providing bus links to public transport interchanges, and providing loans for purchase of season tickets or bicycles. The Council may also require Transport Assessments for large residential development that may have a significant traffic impact on existing residential areas.

See also: Policies T3, T5 – T10 and ER5




Off-street parking spaces in new development will be expected to be provided at levels no higher than the parking standards set out in Appendix II.

Parking provision at higher levels will be acceptable only where it can be demonstrated that the parking is required to meet the needs of disabled users or where lesser provision will lead to unsafe highway conditions, and it can be shown that the applicant has taken other measures to minimise the need for parking.

Where retail or leisure developments are proposed in town centres, parking additional to the relevant maximum standards will be acceptable, provided that the parking facilities will serve the town centre, the terms of which will be secured by means of a planning obligation. The parking facility should be consistent with the scale of the centre and with the Council’s town centre parking strategy.

5.20 The purpose of employing maximum parking standards is to encourage the use of sustainable modes of transport and to assist in limiting use of the car. The parking standards are set at levels that should be exceeded only under the circumstances stated in the policy. The standards refer to High, Moderate and Low accessibility areas, with regard to public transport. These are defined in Policy T1 above. The parking standards in Appendix II are derived from the guidance in the London Plan and PPG13.

5.21 PPG3 advises that parking standards should “be framed with good design in mind, recognising that car ownership varies with income, age, household type, and the type of housing and its location”. The residential parking standards have been set with this guidance in mind, particularly relating the accessibility of the location to the number of spaces required.

5.22 Lower parking standards for affordable housing have been set by the Council, as reflected in Appendix II. These have been set following a study of observed car parking and car ownership in existing social rented housing schemes which identified lower levels of car ownership for affordable housing. Where these standards require less than one space, spaces should not be allocated to individual properties. Where affordable housing forms part of a mixed tenure or mixed-use scheme the Council will seek a Section 106 agreement to secure an appropriate provision and management of parking.

5.23 The London Plan sets out maximum parking standards for residential and non-residential developments. Boroughs should adopt these standards where appropriate; taking account of local circumstances and allowing for reduced car-parking provision in areas of good transport accessibility. The approach to parking provision should, where applicable, also take into account the standards and requirements of the neighbouring boroughs.

5.24 Local residential streets are often crowded with shoppers' and commuters’ cars to the detriment of the environment and the inconvenience of residents. One action identified in the Borough’s Integrated Transport Strategy is the preparation of a Parking Plan for Bromley Town Centre, which aims to reduce car use without affecting the local economy. This includes reducing work place parking capacity where development and other opportunities arise, to encourage greater use of public transport. The Council will also continue to work in partnership with others to provide off-street short-term car parking facilities for town centre shoppers and visitors.



Applicants for Park and Ride schemes to serve Bromley town centre will be expected to demonstrate that the scheme:

(i) will lead to traffic reduction and use of other modes of transport;
(ii) will not increase additional travel by car;
(iii) will not increase significantly the total parking stock in the town centre;
(iv) will be designed and implemented in association with public transport improvements and traffic management; and
(v) will give priority to short-term users.

5.25 The provision of park and ride, or similar, facilities can provide an opportunity for enhanced public transport provision. However, any such provision should reduce car journeys into the town centre and not lead to additional car travel. PPG13 states that any scheme should be accompanied by measures to achieve this aim, such as public transport improvements, traffic management and parking controls. The priority will be for short-term users, but long-term users may be included provided that the restraint measures to avoid additional car journeys are in place. It is important such facilities are located where they are most accessible and will cause the least environmental impact and loss of amenity to local residents.

5.26 Green Belt location of park and ride facilities may be acceptable but only where:

• a comprehensive assessment of potential sites has been carried out;
• the assessment establishes that it is the most sustainable option;
• the scheme will not seriously compromise the purposes of putting land in Green Belts;
• the proposal is contained within the Local Implementation Plan; and
• new or re-used buildings are only included for essential facilities associated with the scheme.



The Council will require that all development is designed to ensure ease of access for people with restricted mobility. (Design guidance and access criteria are set out in supplementary planning guidance).

5.27 The quality of a person’s life is affected by how free they are to move about. The design of the built environment and of some modes of transport can severely restrict the opportunities for access for people with disabilities. Improvements such as the provision of seating, clear information signing, induction loops in ticket halls and provision of shallow steps can help to remove such barriers. The Council will seek appropriate improvements to transport services where opportunities arise. Improvements aimed at easing access for people with disabilities will also benefit others, particularly parents with small children and the elderly.

5.28 The policy is designed to promote ease of access to all parts of the Borough’s shopping areas and public facilities such as parks, libraries and public toilets. Consideration will be given to the needs of wheelchair users in the design of all road alterations. Dropped kerbs at road junctions, for example, do much to enable ease of movement. Similarly, the design of pedestrian areas, extensions to footways, fully accessible bus stops, installation of street furniture, landscaping schemes and other alterations will take the needs of people with disabilities into account. The Council recognises the differing needs of blind or partially sighted people and those using wheelchairs.

See Supplementary Planning Guidance: Access for People with Disabilities




In determining planning applications, the Council will consider as appropriate the potential impact on pedestrians, and will seek provision of crossing facilities, designated routes and other improvements to the pedestrian environment.

5.29 Pedestrians are among the most vulnerable of road users. The Council aims to promote walking as this has the potential to take the place of the shortest of car journeys, such as getting to school or to local shops, which has both a health and environmental advantage. In order to encourage walking, the Council is seeking to improve existing pedestrian routes and ensure that these and new related infrastructure are more directly routed, safe and secure.

5.30 Development proposals should make adequate provision for pedestrian movement in the vicinity of the development. Infrastructure provided for pedestrians should also provide good links to the surrounding footpath and road network. Reallocation of road space to pedestrians and road calming measures may be desirable, while good standards of lighting are essential to provide a safe walking environment. Where appropriate, the Council will seek contributions to off-site facilities or infrastructure through the use of Section 106 agreements.

See also Paragraph 5.48: referring to Home Zones




In determining planning applications, the Council will consider as appropriate the potential impact on cyclists and their safety and will seek provision of suitable facilities, including cycle parking/storage to the standards set within Appendix II, and contributions to the provision of the Strategic and Local Cycle Networks as identified on the Proposal Map.

5.31 The Council’s objective is to provide a Borough-wide cycle network and to link that network with routes in neighbouring boroughs so that it forms part of the 1000-mile strategic Cycle Route Network for London. In its Integrated Transport Strategy the Council identifies cycling as an important part of an integrated approach to transport.

5.32 The aim is to reduce the number of short and medium distance car trips by promoting cycling to and from work, school and, where practical for shopping trips, which will have health in addition to environmental benefits. Cycling is, however, often seen as a dangerous and inconvenient option. The design of cycle routes and the provision of an appropriately high standard of associated facilities, however, is essential in order to overcome this perception.

5.33 The policy particularly applies to development proposals that are likely to have an impact on cyclists. Larger developments should include spur routes to complement the Network, while in some instances reallocation of road space may be appropriate in providing a route for the cycle network. Where appropriate, the Council will seek contributions to off-site facilities or infrastructure through the use of Section 106 agreements.

5.34 Provision of facilities for cyclists is essential to encourage greater levels of cycling, including the provision of secure cycle parking at places of work, transport interchanges and in town and shopping centres, and changing/shower facilities at places of work. The Council will also encourage the inclusion of space for secure cycle storage in new residential developments.



In determining planning applications, the Council will consider as appropriate the potential impact on other road users (such as horse riders and motor cyclists), and will seek provision of suitable facilities.

5.35 In addition to pedestrians and cyclists, some other road users are seen as vulnerable. Probably the best examples of these are horse riders and motorcyclists. Where a development is likely to have an impact on the safety and amenity of these road users, the Council will expect to see the inclusion of features that will maintain or improve this within the design of the development. Where appropriate, the Council will seek contributions to off-site facilities or infrastructure through the use of Section 106 agreements.



In determining planning applications, the Council will consider as appropriate the potential impact on bus and rail services and their users, and will seek provision of suitable infrastructure improvements and other facilities, including highway works and bus shelters where such works are necessary and related in scale and kind to the proposed development.


In considering proposals for developments likely to be significant generators of travel, the Council will seek contributions to the provision of public transport. The level of contribution will be related to the improvements to or provision of additional public transport services necessary to support the development and to make it accessible by public transport.

5.36 The Council’s objectives with regard to public transport provision are set out in its Integrated Transport Strategy. These objectives can be summarised as being to seek increased investment and promotion of quality and patronage of bus services and improvements to railway infrastructure and services. New development that has a potential effect on public transport provision or its infrastructure may present opportunities for improving these. Where appropriate, new development should seek to provide for interchange facilities between different transport routes and modes. While priority should be given to the provision of interchange facilities between bus and rail, appropriately designed and located pick-up and drop off facilities and taxi ranks can also contribute to the overall effectiveness of a transport interchange.

5.37 Many of the problems facing bus operators are caused by poor traffic conditions, such as congestion at peak hours and haphazard and illegal parking in town centres. In supporting or advocating traffic management measures or other schemes, the Council will balance improvements in bus operations against any deterioration in the general flow of traffic. The Council attaches great importance to the effective enforcement of parking regulations on bus routes.

5.38 The Council supports proposals to extend the use of transponders (electronic devices whereby buses may activate traffic signals) where their operation will not interfere unduly with general traffic flows. Most signal-controlled junctions in the Borough have been modified in order that bus priority at signals can be introduced. The Council also supports, where appropriate, the reallocation of road space to form bus lanes.

5.39 Where a proposed development is more than (2000m2) and a Transport Assessment demonstrates that there will be a significant trip generation as a result, it will be appropriate for the developer to provide some form of contribution towards the transport services and/or infrastructure that will be used. This may take the form of infrastructure provision, a direct subsidy of a specific service, a financial contribution to a ring fenced fund or investment in shared private staff transport, or other appropriate provision.

5.40 It may be appropriate for employers and organisations such as schools and hospitals, to prepare a “Travel Plan” to accompany a development proposal.

See paragraphs 5.14 - 5.15 and Policy IMP1


5.41 The Council will adopt the road hierarchy defined on the Proposals Map as a basis for the management and maintenance of the road system. A hierarchy of strategic routes, London distributor and local access roads is defined in order to provide a basis for the Council's road improvement programmes, traffic management measures and parking arrangements. The categories of roads are defined as follows:

(i) Strategic routes:
a. the Transport for London Road Network (TLRN).
b. roads designated as Strategic Roads under the Traffic Management Act 2004.
(ii) London distributor routes:
a. other A Roads and Principal Roads.
(iii) Local distributor and access roads:
a. borough Local Distributor Roads typically classified B or C roads.
b. local access road typically unclassified roads: to serve frontage properties; to contribute to local amenity.



When considering proposals for the creation of a new access, the Council will, subject to road safety requirements, apply the following principles:

(i) Strategic routes: no direct access will normally be permitted;
(ii) London Distributor Roads: limited access will be permitted only where there is no alternative;
(iii) Local distributor roads: access will normally be permitted where there is no suitable alternative;
(iv) Local access roads: will be permitted, subject to road safety requirements.

5.42 The above principles are intended to ensure that the creation of new accesses will not create a road safety hazard or interfere with the free flow of traffic on roads where the needs of through traffic should take precedence. Any proposal must comply with the Council’s Highway Design Criteria for New Development, with regard to sightline criteria and pedestrian visibility. The policy applies where planning permission is required for formation of an access, that is, when the access will be on to a classified road.



The Council will require new residential roads suitable for adoption to be constructed in accordance with the guidelines set out in its Highways Design Manual. The developer will be invited to enter into an agreement for the roads to be adopted. Where appropriate, contributions will be sought to the improvement of the nearby road network where such works are necessary to support a proposed development.

5.43 The Council's aim is to ensure that new residential road layouts are safe, attractive and appropriate to the characteristics of the site and the neighbourhood. The Council will invite developers to enter into agreements under Section 38 of the Highways Act (1980), whereby new residential roads are built to the required standards under Council Supervision and subsequently adopted as highways at the public expense. The purpose of this is to ensure that the owners of new properties benefit from the maintenance of the highways serving their properties. Where developers do not wish to offer roads for adoption, these roads should be constructed to an adoptable standard or to a standard that is appropriate to the development and which is acceptable under the Council’s Highway’s Design Manual.



The Council will normally resist:

(i) development located more than 20 metres from a road with a continuously hard paved surface; and
(ii) development that would substantially increase traffic on roads which are not hard paved.

Where appropriate, the Council will seek contributions to the improvement of unmade roads up to adoptable standard, subject to Policy T14.

5.44 The Council wishes to ensure that all new residential development is provided with a safe and convenient means of access. The specified distance of 20 metres is the maximum distance beyond which attendance times for emergency service vehicles could be seriously affected. Extra traffic on roads that are not hard paved, particularly heavy lorries using the road during construction, will cause undue deterioration of its surface, and the absence of a footway is unsafe for pedestrians. This policy alone, however, would not prevent permission being granted for acceptable development on in-fill plots in otherwise developed locations.


Unadopted highways will normally be considered for making up and adoption, as resources permit, only following a referendum conducted in each road, in which the owners of the majority length of frontage are in favour.

5.45 Many highways in the Borough are unadopted, particularly in Biggin Hill, Beckenham, Bickley and Chislehurst. It is recognised that most unadopted highways are likely to remain unadopted because they contribute to the rich variety of housing and settings in the Borough. When, in accordance with this policy, it is proposed to make up and adopt an unadopted highway, the Council will proceed under the provisions of the private street works code contained within the Highways Act, 1980 and recover the costs it incurs from the frontages accordingly.

5.46 The Council is prepared to make up and adopt these highways as resources permit. Proposals for making up and adoption may arise from requests from residents of unadopted highways, complaints from users, or may be promoted by the Council. Before doing so, however, the Council will continue to conduct a referendum of frontagers, save in exceptional circumstances, to ensure that it is the wish of the owners of the majority length of frontage of the private unadopted highway proposed for making up, that such work be undertaken. In exceptional circumstances, where the Council finds that there are overriding traffic or road safety considerations, the frontagers will still be consulted.



In considering traffic management measures the Council will seek to improve the local environment in addition to road safety, particularly in residential areas. In determining planning applications the Council will consider the potential impact on traffic management and will seek any consequential improvements.

5.47 Traffic management measures can be a key element in improving local environmental quality, through increasing safety by discouraging inappropriate traffic and slowing essential vehicle movements, and potentially improving air quality as a result. Traffic Management is expressly mentioned in PPG12 and also required by Environmental Protection Act 1990. The Council will expect, where reasonable, development proposals to include traffic management measures and related facilities. Any traffic management schemes, which should not adversely affect the operation of public transport, would be the subject of consultation with transport providers.

5.48 The introduction of “Home Zones” will be considered in suitable areas as a method of calming traffic and improving the local environment. “Home Zones” give pedestrians greater priority within a designated group of streets, introducing traffic calming measures that slow drivers down to walking pace, increasing pedestrian safety and access.

See also: Policies T6 and ER5




In considering traffic management and other highway schemes in conservation areas, the Green Belt, or other visually sensitive environments, the Council will aim to ensure that the character and appearance of the area is retained and, where possible, enhanced.

5.49 Highway schemes and the introduction of traffic management measures can be difficult to integrate into the surrounding environment. Any scheme should ensure that it is designed so as to fit into the character and surroundings of the area affected, both as a whole and in the individual elements of the scheme. Sensitively designed measures may in fact help enhance their surroundings, through traffic calming. PPG15 suggests that there will be no standard solutions to these design problems but, for example, recommends that the use of traditional materials and devices within a scheme can help to integrate it into the streetscape.



When considering proposals for the redevelopment of frontages within town centres or development in other areas where servicing problems arise, the Council will normally require that rear-servicing facilities be provided.

5.50 In many shopping areas, lorries unloading in the street cause problems of congestion, delay to buses and inconvenience to pedestrians and cyclists. The provision of rear servicing in new developments would improve conditions. Where there is no prospect of new development taking place, the banning of loading and unloading during peak hours and on Saturdays may be appropriate, depending on local circumstances. The design of rear service roads should take into account the size of vehicles and frequency of deliveries to ensure that access to all frontages remains unobstructed.

See Appendix II.6 and II.9




In determining planning applications, the Council will consider as appropriate the potential impact on road safety and will seek to ensure road safety is not adversely affected.

5.51 Road safety considerations need to influence the design of any development. Where a proposal may have a detrimental effect on the safety of any road user, measures to remove that potential risk should be agreed with the Council. Where a proposal is situated in a location with an existing road safety problem, the opportunity should be taken to improve that situation as far as is possible within the scope of the development.

Public Transport Accessibility Levels (PTALs) map (PDF, 0.68MB)


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