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South Holland Local Plan - Adopted July 2006
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Chapter 8
8.1 This chapter of the local plan is closely associated with the Local Transport Plan (LTP) for Lincolnshire 2006/07 - 2010/11 and aligns with the Government's policies for transport.  The land use policies set out in this plan support the themes of the LTP which are:
  • to assist the sustainable economic growth of Lincolnshire, and the East Midlands region, through improvements to the transport network
  • to increase public transport usage by improving:
    • the quality of vehicles and infrastructure
    • the reliability, frequency and journey time of services; and
    • bus / rail integration
  • to improve access to key services by widening travel choices, especially for those without access to a car
  • to make travel for all modes safer and, in particular, reduce the number and severity of road casualties
  • to remove unnecessary HGVs from affected communities through:
    • appropriate traffic management measures
    • highway improvements; and
    • encouraging the use of alternative modes of transport
  • to maintain the transport system to standards which allow the safe and efficient movement of people and goods
  • to protect and enhance the built and natural environment of the county by reducing the adverse impacts of traffic
  • to improve the quality of public spaces for residents, workers and visitors by creating a safe, attractive and accessible environment
  • to enhance air quality, particularly within declared Air Quality Management Areas
8.2 The LTP primarily covers the next five years although it also sets out priorities for the longer term, particularly in respect of major road schemes.
8.3 The spatial strategy of the local plan aims to concentrate most new development especially housing, employment services and cultural activity towards the market towns and to selected rural service centres in a hierarchical or sequential approach maximising on existing investment and infrastructure, widening travel choices and reducing reliance on the private car.
8.4 However, in the rural areas the scope for reducing reliance on the private car is hindered because of limited public transport provision and high levels of car ownership.  Certain activities associated with food production, processing and distribution are sited in the rural areas and are heavily reliant on the use of the private car and heavy goods vehicles.
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8.5 Nevertheless we actively support the provision and improvement of public transport, so as to provide people with a choice of transport options. Within the District there have been two community transport schemes launched. Firstly, the Call Connect+ scheme, which uses mini buses to link the smaller villages to the main Interconnect 505 service at interchanges in Holbeach and Long Sutton. The second scheme is the countywide Dial-a-Ride, which provides a service for those not able to use public transport.  There are now two Dial-a-Ride buses in South Holland. Having regular or flexible services throughout the day will enable people to travel to work, school or to go shopping, reducing rural isolation and social exclusion within the District.  Also, Spalding has seen the introduction of its ‘Into Town’ bus service.
8.6 Another initiative established in the Local Transport Plan is Community Travel Zones.  One zone covers Spalding, with the aim of reducing the number of car journeys of two miles and under by promoting walking, cycling and the use of public transport.  Further schemes have been proposed within the 2nd LTP.
8.7 A further opportunity for bus and community transport initiatives to be established is through the Lincolnshire Rural Transport Partnership, which initiated Dial-a-Ride.
8.8 The Peterborough - Lincoln railway line (the 'joint line’) goes through the District, with limited passenger services from Spalding railway station.  There is the possibility that the rail industry may upgrade the East Coast Main Line which may necessitate more freight using the 'joint line'.  The impact of this on road traffic flows in Spalding would need to be looked at carefully.  If more freight uses the line, this will provide the opportunity for goods, particularly from the food processing industry, to be transported in and out of South Holland by rail instead of by road.  As part of this potential there is an ongoing study into the feasibility of a freight interchange point in South Holland.
8.9 Likewise there is the potential for improved passenger services and new passenger stations.  Three possibilities for new stations are at Pinchbeck, Donington and Deeping St Nicholas, although these would need to be subject of detailed study and justification.
8.10 The Port of Sutton Bridge is well-placed facing continental Europe, and is an integral part of both the East Midlands region and Lincolnshire's strategic port infrastructure network.  The Port has a role to play in working towards the national strategic aims for sustainable distribution, and specifically as part of a countywide strategy for freight movement, identifying how best to meet the transport needs of both the food sector and general industry in the area.  The Port provides opportunity to handle special or bulky loads and materials in particular, not only from continental Europe but also from UK locations.  Port Sutton Bridge is already important in its immediate locality but there is potential for developing its role serving a wider region.  As such it needs to be considered as part of a multi-modal freight transport system.
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Safeguarding Road Routes
8.11 One major road scheme identified by Lincolnshire County Council which is to be programmed within the next few years is the A1073 Spalding to Eye improvement.  Improvements to the A1073 Spalding to Eye is part of Lincolnshire's strategy to selectively upgrade strategic road corridors to more properly tie into national and European networks.  The improvement of this route connects the food, agriculture and distribution sector of the local economy to the south eastern markets and to the east coast ports.  The route is shown to be safeguarded on the proposals map.  It is important that, if this scheme is to be progressed at a reasonable cost and in its scheduled time-scale, development is not permitted which would prevent the ultimate development of the scheme.  Development should not lead to delays in road construction because of subsequent forced revisions to the line or additional compensation claims.
8.12 The Council supports in principle the creation of an A151 Whaplode and Moulton bypass which would improve connectivity in this busy and important transport corridor in the interests of the economy of the District, environment and society of the villages including road safety.  This scheme has been identified within the Longer Term Major Scheme section of the LTP. However it is unlikely to be considered before 2021.  No route has yet been identified by the County Council, consideration of the idea is at the earliest stages only and as such the District Council are not yet able to safeguard a route under this policy.
8.13 The historic development of the road network in Spalding results in there being no satisfactory link between the A151 Bourne Road and B1172 (formerly the A16) on the western side of the town.  Traffic movements from the western half of the town southwards towards Peterborough, and vice versa, must either use the roads passing through the town centre, the conservation area and along the riverside, or otherwise through the built-up residential areas.  Particularly, Hawthorn Bank and St Johns Road are used as through routes by vehicles, including heavy goods vehicles between the B1172 and the A151.  These roads are substandard in width and alignment and have substandard junctions to the major routes with which they connect.  Further new residential development in the Wygate Park area and Holland Park area in the western half of the town will only exacerbate the situation.
8.14 The District Council holds the view that there are environmental and traffic movement benefits to be gained by building a new link road between the A151 and the B1172.  New residential development in the south western sector of the town necessitates a new road link from the A151 to Horseshoe Road and beyond to the B1172 to meet the traffic needs generated by that development. (The first section of this route from the A151 end is now in place).  The safeguarding of this route is a requirement in our approved development brief for the residential development of this sector of the town, and this road will need to be provided as part of and funded through housing development at Holland Park under Policy HS3.
8.15 The Council further believes that there are benefits in extension of this western relief road northwards from Monks House Lane across the Vernatt's Drain and eastwards to Spalding Road. This would provide ready access to the main employment area and to the bypass, and an alternative to town centre routes for local traffic not destined for the town centre itself. No specific route has yet been identified, it is not part of the County Council’s current road programme and this plan has not allocated land for development which would deliver the road. Therefore we are not yet able to safeguard a route under this policy. However, we will seek the County Council’s acknowledgement of the network benefits of such a road and we will explore options for how it might be delivered.  This scheme has been included in the Longer Term Major Scheme section of the LTP.  We will explore the issues that it and any enabling development would raise through our Local Development Framework, specifically our intended Spalding Area Action Plan.
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8.16 Both the safeguarded route from the A151 to the B1172 and the proposed road from Monks House Lane to Spalding Road involve crossing the railway line. In each case this will need to be achieved by a road bridge rather than level crossing. All existing crossings in the town are level crossings. The western relief road will therefore, in particular, ease traffic flow by providing a means of crossing the railway without interruption from train movements.
8.17 The potential development of land north of Station Road under Policy EC13 provides an opportunity for a new road to be provided which could ease traffic flow in and out of the town centre.
  Policy TC1 - Safeguarding Road Routes
  Proposals for development which prejudice the construction of the following new county road schemes will not be permitted:
  1) A1073 Spalding to Eye improvements.
  Proposals for development which prejudice the construction of the following development led highway schemes will not be permitted:
  2) Completion of the link from the A151 Bourne Road through Holland Park to the B1172 (Spalding Common).
  3) The proposed link road from Station Road to Pinchbeck Road/West Elloe Avenue.
Cycling, Cycle Ways
8.18 For a largely rural area, historically South Holland has had a relatively significant proportion of all journeys being undertaken by cycling.  The area has a flat terrain and cycling is potentially a convenient round-the-clock, door-to-door means of transport for a wide range of people where distances to be travelled are not great and where the availability of public transport is generally low.  Cycles are quite extensively used for journeys to work, to school and to the shops. 
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8.19 As well as being a means of daily transport, cycling is also a leisure activity with potential for future growth, particularly in the countryside.  It is an active pastime that can be enjoyed by persons of any age and is increasingly becoming a tourist activity in the area.
8.20 Cycling is environmentally friendly being quiet, non-polluting, using little space, and causing negligible damage to roads, tracks or paths, or any other aspect of the fabric of town or country.  However, one of the real deterrents to cycling arises where cyclists mix with large volumes of motor traffic on roads, without special provision being made for them.  They are vulnerable to conflict with motor vehicles no matter who is at fault.  Making cycling more attractive by the provision and improvement of facilities to meet their specific needs would encourage their greater use in preference to other modes of transport.
8.21 In recent years, we have in conjunction with the County Council, Sustrans, and others, sought provision of urban cycleways, especially in Spalding as part of the Community Travel Zone project and earlier initiatives and the identification of rural cycle trails as part of the tourism strategy.  20 miles of the Sustrans National Hull to Harwich cycle routes passes through the eastern part of the District.  We are actively pursuing the implementation of the Fosdyke - Spalding - Peterborough regional cycleway and we are in the process of securing a link from Crowland to Peterborough.
8.22 Many of the existing and proposed cycle routes are associated with existing rights of way, riverbanks or disused railway.  These areas are often valuable areas for nature conservation and other recreational uses such as walking.
  Policy TC2 - Cycling, Cycleways
  The District Council will protect the existing and projected cycleways, as defined on the proposals map, and extend them as opportunities arise.  Planning permission will not be granted for proposals that would prejudice any element of the existing cycleway network or the implementation of the proposed or extended network.
  In considering proposals for development, the District Council will require provision to be made for cyclists, including direct links to the existing or proposed cycleway network if necessary.
8.23 We recognise that modern telecommunications are an essential and beneficial element of local, regional and national economies and that the industry is continuing to develop rapidly.  In this respect many telecommunications installations are covered by the General Development Order and are permitted development.
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8.24 Working from home has now become an increasingly realistic option for many people in office based employment providing the potential to reduce road traffic and improve demand for local services, which may be particularly important in rural communities such as South Holland.
8.25 Where new equipment and structures require planning permission it is recognised that constraints will be imposed on siting due to technological limitations imposed by the type of network involved and the technology available at the time.  Proposals for new facilities will be considered in relation to the overall network provision to establish whether alternative locations exist.  Where alternative facilities are already available, we will require evidence that there is no possibility of sharing before accepting new structures.  It is acknowledged that the licence conditions imposed on operators require them to investigate sharing of mast facilities or erecting, in co-operation with other operators, a mast for joint use.  Operators will be expected to demonstrate that such possibilities have been explored.  Where possible, existing buildings and other structures should be considered as possible sites for locating telecommunications equipment before the erection of specialist mast structures.
8.26 Within the limits imposed by communications technology the impact of new structures will be considered against other environmental and site planning policies.  Particular care must be taken when siting new structures to minimise their impact on the amenity of the surrounding area, especially in conservation areas, within the setting of listed buildings, in the open countryside or in sites of nature or scientific interest.  The use of tree planting as a visual barrier may be appropriate.
  Policy TC3 - Telecommunications
  In determining whether approval of siting and appearance is required, or in considering planning applications for new masts or other apparatus for telecommunications development from licensed telecommunications operators, the District Council will need to be satisfied that:
  1) the siting and external appearance of apparatus, including any location, landscaping requirements, materials or colouring, have been designed to minimise the impact of such apparatus on amenity, while respecting operational efficiency;
  2) antennae have, so far as is practicable, been sited so as to minimise their effect on the external appearance of the building on which they are installed;
  3) applicants for new ground based masts have shown evidence that they have explored the possibility of erecting antennas on an existing building, mast or other structure; and
  4) applicants have considered the need to include additional structural capacity to take account of the growing demand for network development, including that of other operators;
  5) for proposals located in a conservation area, within the setting of a listed building, in the coastal conservation area, in national and local nature reserves, in sites of special scientific interest, or near to scheduled ancient monuments or historic parks and gardens,  applicants have demonstrated that there are no suitable alternative sites available.
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Roadside Services
8.27 This policy refers in particular to the development of petrol filling stations, hotels, restaurants and their similar facilities located close to the principal roads to serve the needs of motorists travelling within and through the District.   In considering any proposal for roadside facilities special attention will be given to demonstrable need, design, landscaping, signage illumination and the amenities of neighbouring uses.
8.28 Proposals should provide facilities which would allow drivers and passengers to relax and obtain access to refreshments, fuel and overnight accommodation, in a pleasant, well landscaped environment. 
8.29 In determining proposals for roadside services in the open countryside, particular care needs to be afforded in terms of layout and design to minimise any visual impact. Lighting, flagpoles, banners and corporate signage can erode the visual quality of the open countryside.  The Council does not wish to encourage the development of too many sites for roadside services, as this may result in a detrimental effect on existing services within the towns and villages, especially in rural areas.   The development of roadside service areas can also introduce new, large-scale activity into previously quiet areas of the countryside.
8.30 Applications for such facilities should be accompanied by a full assessment of need which proves the absence of acceptable alternative facilities.  The Council will require, as part of any planning consent, that the facility publicises local facilities and services that are available.
8.31 The Council wishes to ensure that adequate facilities for motorists are provided but at the same time seeks to prevent a proliferation of roadside development in the open countryside and to protect the viability of existing town and village services.
  Policy TC4 - Roadside Services
  Development of roadside service facilities will only be permitted where all of the following criteria are met:
  1) There is a demonstrable need for such new facilities.
  2) The development will not be detrimental to the visual amenity or nature conservation interest of the location, create traffic problems, or adversely affect the amenity of neighbours or the character of the existing environment.
  3) The proposal will incorporate a high standard of landscaping.
  4) Signage, including the level and appearance of illumination, will not be in discord with the surrounding area.
  5) Appropriate safe access is designed in accordance with the requirements set out by the Highway Authority.
  Applications in the open countryside will only be permitted where there is an established gap in provision which cannot be reasonably met within defined settlement limits.  Particular regard must be paid to any adverse visual impacts created by lighting, flagpoles, banners and signage and visual impact or intrusion into the countryside.
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