Northampton Local Plan 1997

CHAPTER 5 : TRANSPORTATION

PROPOSALS FOR MAIN DISTRIBUTOR AND PRIMARY ROADS 

5.20. The County Structure Plan (policy TRANS 5) states that "main distributor routes in the Primary Road

Network will normally only be improved and developed where: 

a) a long term increase in traffic capacity is required;

b) here is a high accident record;

c) the environmental conditions of the area can be improved;

d) public transport operation is improved;

e) links to areas of new development are necessary;

f)  the scheme will assist the economy and increase job opportunities;

g)  the existing road structure requires major maintenance works."

 

5.21. The County Council's annual transport policies and proposals document (1995/6) contains a "package" of measures for the Northampton area. It's aim is to provide an integrated transport system that will improve the quality of life for all people living and working in the town. Completion of a ring road around the town will enable all through traffic, including the traffic generated by new development areas and most existing cross town traffic to avoid using the town centre and unsuitable residential roads. Schemes required to complete the ring road are the North West bypass, the Northern Industrial Relief Road, and Kislingbury Way. Within the ring road, traffic flows will be restrained by the introduction of traffic priority measures, especially those which benefit public transport, cyclists and pedestrians. In the town centre, priority will be given to pedestrians, public transport and essential service traffic. The package will take several years to implement and has been prepared taking account of the land use proposals contained in the Local Plan. It is consistent with the land use transportation policies set out in this chapter. 

5.22.The TPP recognises the importance of road schemes which may be provided and funded by developers.

There are some areas of Northampton where a particular land use might be acceptable but development will be frustrated by highway constraints. These may be overcome by the developer funding - either in whole or in part - appropriate measures including contributions  to road schemes or the provision or improvement  of other transport  facilities. 

5.23. The Council will support the funding of road schemes in whole or in part by developer contributions.

5.24. In allocating land for future development in the Local Plan it is necessary to identify the routes for several road proposals which are associated with future development. Therefore in addition to the schemes listed in the TPP, a road link is proposed to link Brackmills and the Newport Pagnell Road (B526) to relate to further development of Brackmills. Within Brackmills (phase  3) the completion of the present internal road is proposed. At Pineham it is proposed to link junction15A with the proposed Kislingbury Way to facilitate access from the proposed business area directly to M1 junction 15A. It is also proposed to continue the long term objective of extending St James Mill Road to cross the railway line and complete the link to Towcester Road (Southern Approach Road).

5.25. Where the route of a road proposal has already been defined and the alignment is known, the route itself is to be safeguarded. Where the exact route has not been defined and remains uncertain, a corridor is safeguarded.

5.26. With the exception of Phase 1 of the North West Bypass and the Round Spinney Interchange, no major County road schemes in the town are currently programmed for construction within the Plan period. Any new development having a significant  impact on town traffic will therefore have to accommodate its generated traffic by the provision of new roads or improvements to existing roads in a format to be agreed by the Borough and County Councils and the Highways Agency of the Department of Transport. Appendix 14 lists the road improvements considered, on the basis of existing information, most likely to be required.

POLICY T4 : PROPOSALS FOR MAIN DISTRIBUTOR AND PRIMARY ROADS : IMPACT OF MAJOR DEVELOPMENTS

PLANNING  PERMISSION FOR MAJOR DEVELOPMENT WHICH, BECAUSE OF ITS SCALE AND THE LEVEL OF TRAFFIC GENERATION, REQUIRES MAJOR IMPROVEMENTS TO EXISTING OR PROPOSED ROADS OUTSIDE  THE APPLICATION  SITE WILL  NOT BE GRANTED UNLESS IT CAN BE DEMONSTRATED  THAT  THE NECESSARY WORKS WILL BE IMPLEMENTED BY THE DEVELOPERS OR BY OTHER MEANS.

POLICY T4 REPLACED BY JOINT CORE STRATEGY POLICIES C2 INF1 & INF2

WEST NORTHAMPTONSHIRE JOINT CORE STRATEGY LOCAL PLAN (PART 1) ADOPTED - DECEMBER 2014.

 

POLICY T5 : NORTH WEST BYPASS AND TOWN CENTRE LINK

PLANNING PERMISSION FOR THE HOUSING  DEVELOPMENT OF LAND NORTH WEST OF KINGS HEATH WILL ONLY  BE GRANTED FOLLOWING  A FULL TRAFFIC APPRAISAL OF THE IMPACT  OF THE DEVELOPMENT  ON  THE LOCAL  ROAD NETWORK  AND SUBJECT  TO SECURING THE PROVISION OF OR MAKING AN APPROPRIATE CONTRIBUTION TOWARDS THE HIGHWAY  IMPROVEMENTS AND INFRASTRUCTURE REQUIRED BY THAT ASSESSMENT.

POLICY T5 REPLACED BY JOINT CORE STRATEGY POLICIES INF1 INF2 & N7

WEST NORTHAMPTONSHIRE JOINT CORE STRATEGY LOCAL PLAN (PART 1) ADOPTED - DECEMBER 2014.

 

HEAVY GOODS VEHICLES

5.46. High handling costs for goods have increased pressures for heavier lorries to be used. By 1999, the 40 tonne lorry is due to be legalised in the UK Northampton's attraction as a distribution centre has resulted in a relatively high proportion of heavy lorries. Whilst these will mainly seek to use the primary routes, they will inevitably need to travel on "normal" town roads nearer their destination. Facilities to transfer goods to smaller vehicles for distribution within the town would be encouraged. 

5.47. Heavy goods vehicles (HGV's) have no place in residential streets, which are sometimes seen as convenient short-cuts and the larger ones should be deterred from the inner part of the town. Positive action to sign and direct these vehicles along suitable roads - even if congested - is essential. Weight restrictions will have to be introduced where persistent abuse occurs within residential areas. 

5.48. The Council will direct heavy goods vehicles to use appropriate routes away from residential areas and the town centre by the use of signing, and will introduce weight restrictions where there is evidence of heavy goods vehicles diverting from the primary strategic network other than for loading requirements. Public commercial vehicles would need to remain unrestricted. 

5.49. Lorry waiting, parking and manoeuvring presents a problem in areas of mixed business/residential development - particularly in older commercial premises with insufficient lorry storage facilities. Street parking may occur to the inconvenience of local residents. Where a planning permission is sought for these types of premises, efforts should be made to alleviate the problem.

5.50. The Council in line with many other agencies, uses the Freight Transport Association's advisory document "Design for Deliveries" as a guideline in achieving satisfactory standards for HGVs.

 

 

POLICY T11 : COMMERCIAL USES IN RESIDENTIAL AREAS

PLANNING PERMISSION FOR DEVELOPMENT OF COMMERCIAL USES IN A PRIMARILY RESIDENTIAL AREA WILL BE CONDITIONAL UPON THE PROVISION OF ADEQUATE WAITING, MANOEUVRING AND PARKING FACILITIES SUBJECT TO THEIR BEING NO ADVERSE EFFECT ON THE PRIMARILY RESIDENTIAL AREA.

PLANNING PERMISSION WILL NOT BE GRANTED IN AREAS WHERE WEIGHT RESTRICTIONS ARE IN OPERATION.

POLICY T11 : INTERACTIVE MAPPING JCS

POLICY T12 : DEVELOPMENT REQUIRING SERVICING

PLANNING PERMISSION FOR DEVELOPMENT REQUIRING SERVICING BY COMMERCIAL VEHICLES WILL BE CONDITIONAL ON  ADEQUATE PROVISION FOR PARKING MANOEUVRING AND SAFETY FOR BOTH OPERATORS AND USERS.

Policy T12 (Proposed Business development : interactive mapping jcs

RAIL SERVICES

5.57. The Council recognises the importance of good rail services for the local economy. Rail transport in general, and light rail in particular can also provide an effective alternative to road transport and thus help to reduce the congestion and environmental damage caused by motor cars and heavy goods vehicles.

5.58. With the expected increase in the town's population and employment, together with increasing traffic congestion, demands upon rail transport are likely to increase. Currently there are no express services to Birmingham, and only limited express services to London. With Northampton being on a loop line of the west coast main line, the town is not served by British Rail "InterCity" services. The regional importance and anticipated continual growth of Northampton will require the improvement of connections with the InterCity services. This could be achieved either by upgrading the loop line to InterCity standards to enable Northampton to be served directly, or by the provision of a "parkway" station on the west coast main line at Roade, which would provide an interchange for local and Inter City services. The Council will therefore support measures to improve services to and from Northampton and means of connecting with InterCity services.

5.59. There is currently some interest in the possibility of re-opening dis-used railway lines and creating new lines for light rail networks. These possibilities will be examined jointly between the Borough and County Councils and the promoters as part of the integrated transportation strategy referred to in paragraph 5.11. Where such routes enhance links with Northampton and are of benefit to the town's residents, support will be given for their opening. In particular, the introduction of a passenger line between Northampton and Oxford via Milton Keynes will be encouraged.

5.60.     The Council encourages:

a)          the provision of improved express services to London and Birmingham;

b)          the improvement of connections with InterCity services and in the longer term the upgrading of the loop line to enable an InterCity service via Northampton to be provided;

c)          the provision of a parkway station to the south of the town as a means of connecting with InterCity services;

d)          measures to re-introduce services which improve links with Northampton. 

5.61. There currently exists within Northampton two rail corridors that are not used to their full potential. The Brackmills to Briar Hill corridor is only partly used for British Rail training purposes, and the Boughton Crossing to Town Centre corridor has no services running between Boughton Crossing and the loop line. These corridors could provide alternative transport routes into the town. These routes have the potential to accommodate systems such as guided buses, trams and light rapid transit although these are expensive and may only be justified where large numbers of passengers are to be carried. Full evaluation of the potential for a public service vehicle route within these corridors and the type of appropriate transport will be undertaken as part of a transportation strategy. These routes need to be protected from development that could restrict the future use of these corridors for public transport services.

5.62. The Council will investigate the feasibility of a public service vehicle route between Briar Hill and Brackmills and northwards to Kingsthorpe as part of a transportation strategy.

5.63. The railway running from Castle Station to Brackmills is used for freight purposes and there is  the possibility that the route could become more intensively used in the future owing to the fact that it could be extended further into the Brackmills industrial estate. It is important to ensure  that all such routes whether disused or partly used are not unnecessarily severed by new buildings and non transport related land uses, especially where there is a reasonable chance that such routes may be put to such use in the future.

 

POLICY T14 : PUBLIC TRANSPORT - RAIL CORRIDORS

PLANNING PERMISSION FOR DEVELOPMENT OR  USE AFFECTING EXISTING RAIL CORRIDORS WILL NOT BE GRANTED PRIOR TO THEIR POTENTIAL FOR OTHER ALTERNATIVE FORMS OF TRANSPORTATION HAVING BEEN INVESTIGATED AND EVALUATED.

POLICY T14 (RAIL CORRIDORS) : INTERACTIVE MAPPING JCS 

 

TAXI SERVICES 

5.79. Taxis provide efficient, alternative  transport, which is not restricted to specific routes and, consequently extremely adaptable to the individual requirements of passengers.  Many people, such as those without a car, the elderly, and disabled people may be unable to use other transport or experience problems in doing so, and will rely heavily on the taxi. If measures are taken to inhibit a massive growth in the use of private cars within the town, taxis may provide an increasingly valuable service in parallel with buses. 

5.80. "Hackney Carriage" taxis can provide readily available transport especially in the town centre where taxi ranks are located in Mercers Row and Lady's Lane. A rank also exists in the Weston Favell Shopping Centre. The convenience of these is  mainly appreciated by shoppers who use the service to avoid carrying heavy bags on buses, or where time and convenience are paramount. The rank at Castle Station provides rail travellers with immediate transport to any part of the town. Taxi ranks and the ease of movement of taxis will need to be taken into account if future pedestrianisation of the town centre is planned. 

5.81. "Private Hire" taxis provide especially useful services where or when bus/train services are unavailable particularly at night time. Whilst the use of such vehicles is encouraged,  new operators will be required to ensure minimum disturbance to nearby residents and protection of the environment. 

5.82.  The Council will: 

a)    seek to permit a number of taxis in the town consistent with a level of demand which may evolve from possible constraints upon the use of private motor vehicles; 

b)    ensure that taxi movements are catered for within pedestrianisation schemes.

POLICY T16 : TAXI SERVICES

PLANNING PERMISSION FOR THE USE OF PREMISES TO OPERATE TAXIS/PRIVATE HIRE CARS WILL ONLY BE GRANTED WHERE THERE IS ADEQUATE ON SITE PARKING FACILITIES AND THERE WOULD BE NO DETRIMENT TO THE AMENITY OF THE LOCALITY.

POLICY T16 : INTERACTIVE MAPPING JCS

 

PROVISION  FOR PEOPLE WITH A DISABILITY 

5.100. The Council recognises the need for more and better facilities for people with mobility difficulties. This includes people who may have walking difficulties or those with sight and hearing problems, as well as those who use wheelchairs. Ramps, dropped kerbs, hand rails, textured pavements, lifts and escalators etc. are all facilities that enable easier mobility. Adequate provision of such aids should be made within all development schemes, including the workplace. Similarly, within  buildings where the public access and circulate, design and location of facilities to be used by disabled people should be carefully considered. The poor siting  of street furniture  may often be a real problem and should be located with disabled people in mind. 

5.101. The Council, in accordance with the County Council's Disabled Persons Code of Practice will seek measures to facilitate access to and movement within buildings by disabled people, for buildings frequented by the public and for buildings where people with a disability are employed.

POLICY T22 : PROVISION FOR PEOPLE WITH A DISABILITY

PLANNING PERMISSION FOR SIGNIFICANT DEVELOPMENT AFFECTING A BUILDING TO WHICH THE PUBLIC WILL HAVE ACCESS WILL NOT BE GRANTED UNLESS APPROPRIATE REGARD HAS BEEN PAID TO THE NEEDS OF PEOPLE WITH A DISABILITY BY MEANS OF: 

A) PROVISION FOR SUITABLE ACCESS TO BUILDING ENTRANCES FROM THE ADJOINING HIGHWAY AND CAR PARKING AREAS

B) THE PROVISION OF ADEQUATE CAR PARKING SPACES FOR DISABLED PEOPLE TO THE STANDARD SET OUT IN APPENDIX 11 TO THE LOCAL PLAN.

POLICY T22 : INTERACTIVE MAPPING JCS