TRANSPORT AND COMMUNICATIONS
5.1 Whilst the District is generally rural in character, good access
is provided to the majority of the area by a high standard road network.
The A12 Trunk Road forms the backbone of this network, running down the
centre of the District, with access being provided to the remainder of
the area by various distributor roads, for example, the A1152 and a network
of `B' and `C' classified roads. The A14 Trunk Road links Felixstowe with
the rest of the country.
5.2 The improvement of the A12 (T) over the years has resulted in the
area generally being more accessible, both for residents and visitors.
Easy access to the area, together with the outstanding quality of its
natural and built environments, have resulted in significant tourist and
recreational pressures being exerted, particularly within the coastal
areas. Particular care may need to be exercised as a further consequence
of highway improvements, other than those to resolve local problems or
increase highway safety, which may increase the pressures on the area
to the detriment of its scale and character.
5.3 The town centres of Woodbridge and Framlingham, resorts of Aldeburgh
and Felixstowe, and increasingly, other centres attract a large number
of visitors and, consequently, there is a need to ensure that an adequate
supply of public car parking facilities is provided and that conflict
between vehicles and pedestrians is minimised. Overall, highway and road
safety is a major issue and it is essential that new development is not
permitted which would be to the detriment of human life.
5.4 The area is also served by the East Suffolk railway line.
5.5 The aims and objectives of this Plan in respect of
Communications are:
(i) to liaise with the appropriate Authority, particularly the Suffolk
County Council as the Highway Authority, and the Department of Environment,
Transport and the Regions to seek the provision of an adequate transport
network;
(ii) to anticipate the consequences of major improvements to the highway
network which could increase development pressures on the sensitive
parts of the District;
(iii) to ensure that new development is adequately served by a satisfactory
and safe access; adequate car parking; and sufficient provision for
loading and turning;
(iv) to liaise with the appropriate Authorities (such as the County
Council, Countryside Agency and the East of England Tourist Board) to
seek a safe, convenient and, consequently, more pleasant environment
for pedestrians and cyclists, particularly in respect of the establishment
of a network of cycle tracks and public footpaths for the benefit of
both leisure users and those going to and from work and school.
(v) to provide an adequate standard and level of public car parking
provision.
(vi) to encourage the appropriate Authorities, particularly Suffolk
County Council, Railtrack, Anglia Railways, Local Bus Companies and
the Department of Environment, Transport and the Regions to provide
an adequate and accessible system of public transport, including provision
for people with disabilities.
(vii) to ensure that any proposals for development that are likely
to generate additional traffic movements on rural roads, particularly
by heavy goods vehicles, would not materially harm the safety of road
users, including pedestrians, cyclists and horse riders.
ROADS
NEW ROADS
5.6 Whilst agreement was given earlier in 1996 by the then Secretaries
of State for the Environment and Transport for the long term implementation
of the A12 Wickham Market to Saxmundham improvements, this scheme was
subsequently excluded from the Roads Programme in the November 1996 Budget
Review. This review of the Roads Programme in 1996 together with recent
statements by Central Government and publications by the Department of
Environment, Transport and the Regions do mark a new context for Government
transport policy. Given such a context it is highly unlikely that previously
planned improvements to the A12 will occur within the 10 year timescale
of the Local Plan. Whilst certain upgrading improvements to the A12 may
be desirable in principle, this is not principally a matter for the District
Council, and in the meantime the Local Plan does need to reflect the current
situation. The Department of the Environment, Transport and the Regions
(DETR) has confirmed the removal of statutory protection of the preferred
route of improvements to the A12 north of Woodbridge.
5.7 Any proposals put forward by the DETR will be the subject of a consultation
exercise and an Environmental Impact Assessment. The District Council
will respond to any proposals in the context of the following policy:
POLICY AP77
Improvements to the A12
In considering any proposals to improve conditions for traffic and
settlements on the A12 north of Woodbridge, the District Council will
take into account:
(a) the impact on, and conversely the relief afforded to, the
built environment, particularly buildings of special architectural
or historic interest and conservation areas;
(b) the landscape qualities of the Area, particularly the defined
Area of Outstanding Natural Beauty, Special Landscape Areas and parks
and gardens of historic interest;
(c) wildlife habitats, and other ecologically important areas;
(d) agricultural land and woodland;
(e) sites of archaeological importance;
(f) the effects on the existing road network, including traffic
flows thereon;
(g) the economic benefits to the Rural Protection Area;
(h) the relief to be afforded to properties along the existing
A12 by any bypass proposals;
(i) the impact on residential amenity of alternative routes;
(j) the interests of efficient public transport in the areas served
by new and existing roads;
(k) the estimated reduction in serious and fatal road accidents
arising from the proposal;
(l) the level of provision for pedestrians, cyclists and horse-riders.
ROADSIDE SERVICES
5.8 Guidance on the provision of roadside services is contained in PPG13
(March 1994) "Transport". With regard to roadside services,
paragraph 1 of Annex A states:
"The precise number, location and frequency of filling stations
and related facilities will depend in the first instance upon private
sector responses to market demands as well as upon normal planning and
safety considerations. Guidance on spacing on all-purpose trunk roads
and trunk motorways is given in DOT Circular Roads 4/88 and in a forthcoming
DOT Circular on Motorway Service Areas".
5.9 The A12 is an all-purpose trunk road and, therefore, the provisions
of Circular (DTp)4/88 apply. In essence, spacing interval standards provide
for 25 miles to be considered a maximum interval between facilities and
at least 12 mile intervals to be not generally unreasonable on trunk roads
where high average speeds can normally be obtained. Shorter intervals
may be warranted on stretches of trunk road which have a multiplicity
of accesses (and are accordingly speed limited). In the first instance
assessment of demand for such facilities should be upon the private sector.
5.10 In the case of Suffolk Coastal District, the primary routes are
the A12 and A14 Trunk Roads and roadside services are currently, or proposed
to be, located as follows:
A14 |
(Copdock) |
Petrol/Restaurant |
East & Westbound |
|
Nacton |
Petrol/Restaurant |
Westbound |
|
Nacton Heath |
Petrol/Restaurant |
Eastbound |
|
|
|
|
A12 |
Martlesham Heath |
Petrol/Restaurant |
North & Southbound |
|
Woodbridge |
Petrol |
Northbound |
|
|
Petrol |
Southbound |
|
Stratford St Andrew |
Petrol |
Northbound |
|
Saxmundham |
Planning permission granted for Restaurant/Motel |
Northbound |
|
Darsham |
Petrol |
Southbound |
|
(Wangford) |
Petrol |
Northbound |
|
(Wrentham) |
Petrol |
Southbound |
Of these facilities those at Stratford St Andrew, Saxmundham and Darsham
are located along single carriageways and may be accessed by traffic travelling
in both directions.
5.11 In addition, there is a wide selection of facilities immediately
off the routes in the large centres of Ipswich, Felixstowe, Woodbridge,
Saxmundham and Wickham Market. These facilities fulfill a useful local
service but appropriate signposting along the primary route network would
help supplement those facilities directly located along the route, thereby
reducing the demand for any additional facilities.
5.12 The overall conclusions are that:
(i) there are no occasions where the interval between petrol-filling
stations on the same side of the carriageway is over 25 miles; indeed,
it is more often than not considerably less; and
(ii) taking into account the proposed facilities at Saxmundham, the
only occasion where the interval between petrol and related facilities
(ie, food) exceeds 12 miles, which are accessible from both sides of
the carriageway, is on the stretch of the A12 between Martlesham Heath
and Saxmundham. Even then, the distance is only about 15 miles.
5.13 Petrol filling stations frequently have retail outlets which are
not directly related to their core function of selling petrol or associated
motoring products supplemented by other goods and products. Whilst these
retail outlets may often serve a useful function in areas where there
are no existing retail facilities, the District Council is concerned that
they should not become established where they would be in direct competition
with existing, easily accessible convenience shopping such as village
shops.
POLICY AP78
Roadside Facilities on Trunk Roads
Roadside facilities will not be permitted on the A14 or on the
A12 at, or south of, the junction with the A1152. North of that junction
proposals for roadside facilities will be assessed against the following
considerations:
(a) the likely impact upon the environmental characteristics and
resources of the site and surroundings. No proposals will be permitted
within the Special Landscape Areas and/or on or adjacent to ecologically
important areas;
(b) the quality of agricultural land in the site;
(c) the likely impact upon sites of archaeological importance;
(d) the likely impact on residential amenity;
(e) the likely impact upon ground water and surface water supplies;
(f) the effect on traffic movements and road safety;
(g) the proximity to existing roadside facilities or those within
by-passed communities;
(h) the provision of an appropriate number of spaces for the overnight
parking of lorries;
(i) the measures proposed to mitigate any resultant light pollution.
Where shopping facilities are being proposed as an ancillary part
of an existing, or proposed, roadside facility, this will only be acceptable
where it does not adversely affect existing, easily accessible convenience
shopping available to the local community.
5.14 There may also be a need to provide facilities for lorries and drivers.
This is a direct consequence of the number of lorries to and from, for
example, the port of Felixstowe.
5.15 If outside a built-up area, such a development would be extremely
intrusive in the landscape. The facility, therefore, is best provided
on an established industrial estate, which could be outside the District
- in Ipswich, for example - or at the port or project itself. Particular
requirements are addressed in the Area Policies. Generally, the following
policy will apply:
POLICY AP79
Lorry Facilities
Proposals for roadside facilities for lorries and their drivers,
including lorry parks, will not be permitted in the Countryside, nor
on sites likely to have an adverse impact on residential amenity or
the environment.
CAR PARKING
5.16 The availability of car parking has a major influence on the choice
of means of transport, and is seen by the District Council as being a
significant transport management tool. A certain level of off-street car
parking provision in new developments will be necessary in the main, in
order that it does not spill over into streets and other areas to the
detriment of highway safety and residential and other amenity. The District
Council has adopted advisory standards for the provision of car parking
that reflect the minimum requirements for parking spaces and for manoeuvring.
Developers will not be required to provide more spaces than the minimum
unless there are significant road safety or traffic management benefits.
However, it is recognised that these standards do not take into account
locational influences and the ease of accessibility by means other than
by the private car. Both factors may influence the level of off-street
car parking necessary and, therefore, a review of the standards, in consultation
with Suffolk County Council, may be beneficial. The Council will expect
all new developments to consider the need for parking spaces for drivers
with disabilities.
5.17 There may be occasions where it is inappropriate or impracticable
to require parking on-site, particularly in the town centres or those
areas with good access to public transport. In such circumstances, appropriate
alternative provision should be made. In such cases, the developer may
meet his responsibilities by means of a payment towards cycling provision,
pedestrian measures, public transport or additional spaces elsewhere in
public car parks, where appropriate, as an alternative to the provision
of parking on-site.
5.18 Proposals within the town centres will also be considered against
policies contained in the relevant Area Sections.
POLICY AP80
Car Parking Standards
Proposals for all types of new development will be required to have
regard to the District Council‰s adopted parking standards. However,
as a transport management tool or where it is impracticable to make
parking provision on-site, the District Council may, in town centres
and other locations with good access to public transport, invite applicants
to contribute to the provision of cycling provision, walking measures,
public transport, or additional public car parking spaces in lieu of
any shortfall in car parking provision, in order to allow the development
to proceed.
CYCLING
5.19 Cycling offers many benefits both for the environment and for the
health of participants. Unfortunately, however, cycling is perceived by
many as exposing oneself to a higher risk of accidental injury as conflicts
too often arise with vehicular movements. For cycling to be seen as an
attractive alternative to the car it is necessary that a safe and convenient
cycling network is developed. The development of that cycle network principally
lies with Suffolk County Council as Highway Authority.
5.20 While the cycle network within the District is limited and far from
complete, even within the large urban areas, including the Ipswich Eastern
Fringe, improvements to the network are being made and these are fully
supported. For example, in September 1996, the Coastal Cycle Route, a
130 km circular signposted cycle route utilising minor roads and taking
in Woodbridge, Felixstowe, Orford, Framlingham and Wickham Market was
launched. The Woodbridge to Framlingham section is intended to form part
of the National Cycle Network. Such routes offer important opportunities
for sustainable tourism.
5.21 The cycle network benefits enormously from the use of the bridleway
network that exists throughout the District. Wherever possible, opportunities
should be taken to extend the bridleway network to link up separate systems,
benefiting both the cyclists and horseriders simultaneously and allowing
further avoidance of on-road use. Extensions to the bridleway network
would be supported by the District Council, as outlined in Policy AP107
of the Local Plan.
5.22 The District Council supports the extension and improvement of the
existing network of cycle routes and cycle parking facilities within the
District and is willing, possibly in conjunction with the County Council,
to undertake a detailed feasibility study into the provision of cycle
routes to facilitate safe and convenient journeys to work, shop and school.
In particular, the creation of safe corridors for cycling, and indeed
walking, to and from school is considered a priority to alleviate peak
hour traffic and congestion around school entrances.
POLICY AP81
Cycle Routes
The District Council will assist in the identification and development
of a strategic cycle route network and neighbourhood cycle networks
facilitating safe and convenient journeys linking town, district and
local centres, employment and residential areas, and education and leisure
facilities. Whenever practicable, priority will be given to the development
of dedicated cycle routes.
5.23 At neighbourhood level, major developments offer a significant opportunity
to provide new cycle routes. It is proposed that within relevant developments
developers will be expected to include appropriate measures for cycles.
Such measures may include, as appropriate, separate cycle routes, shared
pedestrian/cycle routes, facilities to cross roads carrying a heavy traffic
flow, speed control, and facilities to slow movements where separation
is not possible. In addition, in new development where provision of garaging
is limited, then the District Council will encourage the provision of
convenient storage facilities for cycles.
5.24 It is also proposed that cycle parking should be provided at all
developments which attract clientele, for example, retail and leisure
sites, or at places of employment. There may be, however, occasions where
this may not be feasible or is inappropriate. This may be because such
parking cannot be physically accommodated on site, or that, visually,
support structures (racks etc) may have an adverse impact upon the character
of the immediate locality, for example, the setting of a listed building.
In such circumstances the District Council may request financial contributions
towards the provision of such cycle parking spaces elsewhere, but within
the vicinity of the development. In addition, the District Council will
itself provide and encourage others to provide cycle parking in town centres,
public institutions, leisure sites, transport interchanges and schools.
POLICY AP82
Provision for Cyclists
All major developments will be required to incorporate safe and
convenient provision for cyclists and to make this an integral part
of the design and layout of the development.
In addition, all appropriate development will be required to include
facilities for cycle parking. Where the provision of cycle parking facilities
within the development itself is inappropriate or impracticable, the
District Council may invite applicants to contribute to the provision
of additional cycle parking facilities elsewhere to offset the shortfall.
Footnote:
(i) Major developments are defined as being where
the number of dwellings to be constructed is 10 or more, or for all
other uses where the floorspace to be built is 1000m2 or
more, or where the site area is 1 hectare or more.
(ii) In determining appropriate development the
District Council will have regard to the forthcoming county-wide Supplementary
Planning Guidance on Cycle Parking Standards.
5.25 The District Council intends to produce Supplementary Planning Guidance
on the standard and quality of cycle parking facilities against which
all relevant applications will be assessed. This will have regard to the
likelihood of varying the standards between urban and rural locations.
PEDESTRIANS
5.26 The Suffolk Coastal Local Plan Policy AP107 provides protection
of existing public rights of way, that is footpaths and bridleways, throughout
the District. Such routes provide an essential informal recreational facility.
Where these routes traverse proposed development sites then such routes
should be safeguarded by virtue of this policy. However, in addition to
protecting existing rights of way it is desirable that proposed developments
should include provision for pedestrian links throughout the site and
to adjacent routes and facilities. Such pedestrian links should be safe
and made attractive to pedestrians.
POLICY AP83
Provision for Pedestrians
All new development will be expected to take account of the need
to create a safe and convenient environment for pedestrians and to have
regard to related pedestrian routes adjacent to the site, as well as
public transport infrastructure.
PUBLIC TRANSPORT
RAILWAYS
5.27 The Plan Area is served by two single track systems. The Ipswich
- Lowestoft railway line has stations at Woodbridge, Westerfield, Melton,
Campsea Ashe (Wickham Market), Saxmundham and Darsham. It provides daily
passenger services between Ipswich and the inter-city network. Modernisation
works in recent years has enabled it to become established as an important
communication link attracting increased passenger usage. It is also
increasingly widely recognised as a major tourist attraction in its own
right.
5.28 The Ipswich - Felixstowe line has a station at Trimley St Mary.
It provides regular passenger services between Felixstowe and Ipswich
and carries some 20% of the commercial traffic to and from the Docks.
The Dock Company anticipates that this percentage will increase in future.
The Felixstowe Branch line, as well as being an important freight corridor,
must provide tourists and residents with a more sustainable means of transport
than by private motor car. Public transport between the station and the
rest of Felixstowe is also essential.
5.29 The District Council regards both the East Suffolk line and the
Felixstowe branch line as vital parts of the public transport infrastructure,
both for passenger and freight movement. With the exclusion, within the
timescale of the Local Plan, of proposals to improve the A12 trunk road,
improved frequency and speed on the East Suffolk (Lowestoft ’ Ipswich)
passenger service becomes more important. The District Council welcomes
the investment in upgrading the Felixstowe line and hopes this will assist
in the transfer of heavy freight from road to rail. Proposals to further
improve cross country movement or freight by rail will be sympathetically
considered subject to environmental safeguards. This includes the reduction
of noise. The District Council will also encourage the wider use of existing
facilities at stations in order to integrate them with other forms of
transport, together with better public information.
POLICY AP84
Rail Services
The District Council will actively encourage the enhancement of local
rail infrastructure and services and will support measures designed to
integrate rail services with other forms of public and private transport
including the wider use of existing station facilities.
The District Council will seek to protect the sites of existing and
potential rail freight terminals from development that would hinder or
preclude their use as such, unless it is satisfied that the site, or part
thereof, is surplus to requirements, offers no other uses related to sustainable
transport, and a planning benefit could be gained through permitting an
alternative use.
BUS SERVICES
5.30 Bus Services provide a vital link for people for work, shopping
and leisure purposes. In some of the rural areas they represent the only
form of public transport. They are, therefore, extremely important throughout
the District and are likely to become even more so as problems of energy
use, pollution and congestion occur.
5.31 Although the District Council‰s ability to influence bus services
is limited, the Council is committed to encouraging the use of public
transport as a more sustainable alternative to the private motor car wherever
possible. Therefore, the District Council will encourage the retention
or improvement of bus services. The need for bus routes and stops will
be taken into account when considering new development proposals and traffic
management measures in town centres. All major development proposals will
be assessed on how they may affect transport patterns. In those locations
where proposed developments are not well served by public transport then,
subject to other policies in the Plan, the developers will be required
to make appropriate provision for public transport, cycling and walking.
POLICY AP85
Bus Services
The District Council will, through its development control function,
support Suffolk County Council in its attempts to develop and maintain
an effective network of bus services.
On major developments, where justified, the Council will expect
a development "package" to cater for bus services, for example,
through the provision of stops, shelters and laybys, and/or in the form
of contributions towards the creation or enhancement of bus services.
INTERCHANGE FACILITIES
5.32 To further promote the use of alternative modes of transport other
than by car it is important that each separate alternative transport mode
is as fully integrated as possible with other modes to facilitate ease
of use. This is particularly pertinent at interchange facilities such
as at train and bus stations and any future park and ride schemes. Any
redevelopment about such stations should be comprehensive and designed
with the public transport node as the focus. Integration should include,
for example, the provision of high quality links from public transport
interchanges to the cycle and pedestrian network, and the provision of
secure and covered cycle parking facilities at railway and bus stations.
It is important that opportunities for such integration are not frustrated
by losses of land through incremental developments adjacent to rail and
bus stations. The following policy is proposed:
POLICY AP86
Interchange Facilities
The District Council will encourage the development of fully integrated
transport interchange facilities at railway and bus stations, the facilities
to be provided depending upon the individual circumstances of each interchange.
The District Council will seek to protect land adjacent to railway and
bus stations from development that may frustrate the provision of interchange
facilities.
PARK AND RIDE
5.33 'Park and Ride' entails the provision of convenient car parks on
the edge of an urban area, and good public transport links to the centre.
The County Council's adopted Transport Strategy includes such a system
in Ipswich and the implications for the Suffolk Coastal District are considered
in paragraphs 13.62 ’ 13.71.
FOOT FERRIES
5.34 The estuaries and rivers form significant indentations along the
coastline of the District. As a result the local foot ferry services which
have developed form important elements in the local coastal transport
network, connecting either shore and the public rights of way network.
Such services include the following: Felixstowe Ferry to Bawdsey, Butley
to Gedgrave, Walberswick to Southwold, and the Felixstowe to Harwich service
which provides pedestrian and cycle links to the continental services.
Such local facilities, whilst being part of the integrated public transport
system, also offer important visitor facilities for tourists. The District
Council, wherever possible, will encourage the retention of these facilities.
