DM 20	Major highway schemes
Core Strategy Policy CS10 Transportation and Movement	Replacement Local Plan Policy T/9 Highway Schemes
Policy Intentions: To protect proposed major highway schemes from inappropriate development. To show the safeguarded areas on the Proposals Map.
Background This policy ensures that land for major highway schemes is safeguarded. Many of these schemes are either identified in the Core Strategy or are carried forward from the North Somerset Replacement Local Plan. Further information regarding the prioritisation and programming of these schemes is available from the Highways and Transport Service.

 Policy DM 20: Major highway schemes

Land shown on the Proposals Map is safeguarded for the following Major highway schemes:

i) Weston Package (Phase 1), including:

• Worle station - improvements to include a new car park on the south side and bus priority measures both sides of the Station, along Elmham Way and through to Queensway.
• Junction 21 - highway capacity improvements.
• Gateway Area - highway capacity improvements on the A370 at Marchfields Way/Winterstoke Road.
• Bus Priority - improvements at Queensway North Worle.

ii) Cross - Airfield Link, Weston-super-Mare;

iii) Airfield Bridge Link, Weston-super-Mare;

iv) Junction 21 Bypass / Relief Road, Weston-super-Mare;

v) Herluin Way to Locking Road Link, Weston-super-Mare;

vi) South Bristol Link, linking A370 with the A38 and Hengrove Way;

vii) Barrow Gurney Bypass;

viii) Banwell Bypass;

ix) Wolvershill Road upgrade, Weston-super-Mare; and

x) Quays Avenue, road over railway bridge, Portishead (for the proposed re-opening of the Portishead to Bristol railway line).

Development will only be permitted if it would not prejudice the implementation of these schemes.

DM 21	Motorway junctions
Core Strategy Policy CS10 Transportation and Movement	Replacement Local Plan Policies No relevant policy.
Policy Intention: To protect land at the motorway junctions for potential future capacity improvements.
Background New policy.

Policy DM 21: Motorway junctions

The area surrounding the existing M5 motorway junctions 19, 20 and 21 as shown on the Proposals Map is safeguarded for future widening of junction roundabouts and motorway slip roads. Development will only be permitted if it would not restrict proposals for junction improvements.

DM 22	Existing and proposed railway lines
Core Strategy Policy CS10 Transportation and Movement	Replacement Local Plan Policy T/1 Existing and Proposed Railway Lines
Policy intention: To protect existing and proposed railway lines from inappropriate development.
Background This policy carries forward Policy T/1 of the Replacement Local Plan.

 

Policy DM 22: Existing and proposed railway lines

A corridor extending 10 metres either side of the existing tracks of the Taunton-Bristol railway line as shown on the Proposals Map is safeguarded for the provision of additional tracks. Development within this corridor will only be permitted if it would not prejudice proposals for the line promoted by national rail policies by Network Rail, by train operators or by the council.

Land shown on the Proposals Map is safeguarded for the following alignments. Development will only be permitted if it would not prejudice the use of these alignments for rail traffic:

• Weston Railway Loop southern chord; and
• Portishead - Pill (for the Portishead to Bristol railway line).

DM 23	Bus Interchanges and park and ride facilities at existing railway stations
Core Strategy Policy CS10 Transportation and Movement	Replacement Local Plan Policy T/2 Existing Railway Stations
Policy Intention: To safeguard land at / adjoining rail stations for the provision or expansion of car parking and the provision or expansion of bus interchanges associated with rail use.
Background This policy carries forward Policy T/2 of the Replacement Local Plan.

 

Policy DM 23: Bus Interchanges and park and ride facilities at existing railway stations

Land shown on the Proposals Map is safeguarded for the existing and proposed expansion of park and ride and bus interchange facilities at the following railway stations. Development will only be permitted if it would not prejudice the provision and expansion of facilities including the ability to provide for projected growth in rail passenger demand and proposals promoted by national rail policies, by Network Rail, by train operators or by the council.

• Weston-super-Mare rail station;
• Worle rail station; and
• Nailsea and Backwell rail station

At Yatton railway station improvements and safeguarding of the car parking will be required as part of policy Y 1 (Yatton station mixed use site).

DM 24	Safety, traffic and the provision of infrastructure, etc. associated with development
Core Strategy Policy CS10 Transportation and Movement	Replacement Local Plan Policy T/10 Safety, traffic and the provision of infrastructure, etc. associated with development
Policy Intentions: To ensure that new development will not prejudice highway safety or the operation of the highway network and that the impacts of new development are adequately mitigated. To ensure that road capacity and travel demand can be well-managed and that opportunities are taken for integration with other modes.
Background This policy rolls forward and updates policy T/10 of the Replacement Local Plan. The National Planning Policy Framework recommends that a Transport Assessment or Transport Statement should be prepared for all developments that generate significant amounts of movement. Developers should discuss their plans with the council at an early stage to determine the required form and scope of assessment.

Policy DM 24: Safety, traffic and the provision of infrastructure, etc. associated with development

Development will not be permitted if it would prejudice highway safety or inhibit necessary access for emergency, public transport, service or waste collection vehicles.

Development giving rise to a significant number of travel movements will only be permitted if it:

• is not likely to lead to an unacceptable degree of traffic congestion or to generate traffic that cannot be accommodated without demonstrable harm to the character and function of the surrounding area; and
• is accessible by non-car modes and can readily be integrated with public transport, cycleway and footpath links, and bridleways where appropriate.

Development which gives rise to a significant detrimental impact on travel patterns, or exacerbates existing transport problems, will only be permitted where acceptable counter-measures or mitigation is possible.

Where a proposal would be acceptable apart from deficiencies in highways and transport infrastructure and services, which may be off-site, planning permission may, in accordance with Core Strategy Policy CS34, be granted subject to the applicant entering into an appropriate legal agreement to fund the improvements sought.

DM 25	Public rights of way, pedestrian and cycle access
Core Strategy Policy CS9 Green Infrastructure CS10 Transportation and Movement CS12: Achieving High Quality Design and Place-making CS15: Mixed and Balanced Communities CS22: Delivering a prosperous economy	Replacement Local Plan Policy T/7 Protection, development and improvement of the Rights of Way Network and other forms of public access
Policy Intentions: To protect the existing public rights of way network. To ensure the provision of new and improved multi-user routes connecting with new developments. To provide the necessary pedestrian cycling and equestrian infrastructure within new development. To provide multi-user routes around towns and villages connecting with the wider network and tourist /leisure/services and facilities. To protect and enhance strategic cycle routes. To provide a continuous coastal footpath. To provide a series of safe routes to school.
Background Rolled forward, combined and amended policies T/7 and T/8 of the Replacement Local Plan and taking account of North Somerset Council Access Strategy for Disabled People 2005 and North Somerset Rights of Way Improvement Plan 2007-2017 (revised November 2010).

 

Policy DM 25: Public rights of way, pedestrian and cycle access

Development that would reduce, sever or adversely affect the use, amenity or safety of public rights of way and other forms of public access, or prejudice the planned development of the network will only be permitted if acceptable provision is made to mitigate those effects, or divert or replace the right of way or other form of access, before the development commences. Any replacement of existing facilities will be no less convenient, safe or aesthetically attractive and will be of equal or broader legal status to those facilities being replaced.

Development will provide/improve, or contribute to providing/improving multi-user infrastructure (to include pedestrian, cycling and equestrian) appropriate to its size and type, taking account of the latest information on and priorities for pedestrian,cycling and where appropriate equestrian infrastructure.

Where the development lies close to a strategic access route, direct, safe and secure links will be provided between the development and the route. Where the development is likely to generate additional use of the existing route a contribution will be required towards any necessary enhancement of the route. Residential development will be expected to ensure appropriate pedestrian/cycling links to the nearest schools are developed at the required standard. Development should not exacerbate an existing problem and should seek to address existing access issues.

Where necessary improvements cannot be directly provided as part of the development, contributions to the enhancement of the Strategic Access Network will be required to an extent commensurate with the impact of the development.

All developments will be expected to reconstruct the footway fronting their site and any other footways that have been disturbed during construction following completion of the development.

Proposedstrategic cycle routes are identified in Schedule 6 andare shown on the Proposals Map. Development will only be permitted if it would not prejudice the implementation and continued use of these routes.

Where development lies close to a cycle route, appropriate links will be provided between the development and the cycle route.

Where the development is likely to generate additional use of the existing route a contribution will be required towards any necessary enhancements of the route.

DM 26	Travel plans
Core Strategy Policy CS10 Transportation and Movement Other Policy Documents Travel Plans Supplementary Planning Document	Replacement Local Plan Policy T/11 Travel Plans
Policy Intention: To encourage the preparation and effective implementation of travel plans to improve the sustainability of development proposals.
Background This policy carries forward Policy T/11 of the Replacement Local Plan taking account of theTravel Plans Supplementary Planning Document. The thresholds at or above which a Transport Assessment and Travel Plan are required are set out in the North Somerset Travel Plans Supplementary Planning Document (SPD) November 2010.

Policy DM 26: Travel plans

Travel Plans will be required for all developments likely to have significant transport implications including:

• major residential, commercial, service and educational developments;
• smaller developments that would generate significant amounts of travel;
• new, or significantly extended, schools;
• development comprising or involving a significant increase in existing car parking provision at employment, retail or leisure sites, schools, colleges, hospitals or health centres;
• development proposals in locations where traffic conditions have been identified as a matter of concern by the local highway authority, which may include smaller residential, commercial, service or educational developments below the relevant thresholds; and
• where there is inadequate transport infrastructure in the area, as identified in (but not limited to) the Local Transport Plan.

Travel Plans will be required for all such developments. These will have as their objective the reduction of car use to and from the development site and the delivery of other sustainable transport objectives, related in scale and kind to the development. Planning conditions will be attached, or a planning obligation sought, to require adoption of the Travel Plan prior to occupation and its successful implementation post occupation.

DM 27	Bus accessibility criteria
Core Strategy Policies CS10 Transportation and Movement CS14 Distribution of New Housing CS15 Mixed and Balanced Communities	Replacement Local Plan Policies Basis of policy set out in previous Regional Planning Guidance 10 and Policy GDP/1 of the Replacement Local Plan
Policy Intention: To ensure all new residential development is accessible by bus services and that services are provided at an appropriate level.
Background This carries forward the principles of sustainable development contained in Policy GDP/1 of the Replacement Local Plan and the new NPPF.

 

Policy DM 27:Bus accessibility criteria

All residential development comprising 10 or more dwellings and all non residential development above 1000 sq metres should be within a maximum of 400m of a bus stop via a direct pedestrian route, providing an appropriate level of service. Infrastructure improvements to provide direct pedestrian access to the bus stops may also be required, dependent on location.

Where residential accommodation for the elderly or mobility impaired is proposed but provision for dial-a-ride community transport serving the area does not exist, the applicant must demonstrate that provision, including capacity for wheelchairs, will be made ahead of occupation.

The nearest appropriate bus stops should be compliant with the necessary disability legislation with raised kerbs. A shelter may be required on one or both sides of the road depending on the location. Shelters should include seating and space for timetable information. In some locations other work will be required in order to make bus stops safe and to be able to install raised kerbs. Real-time information hardware should be provided where appropriate.

For non-residential development, bus services should operate during the hours that the facility is open to users, refer to the table below for targets on service frequency.

For both residential and non-residential development, the target bus service frequency based on settlement context is as follows:

Target Bus Service Frequency

	Urban	Sub-urban	Rural
Mon – Sat 0700 – 1900	15 minutes	30 minutes	60 minutes
Evenings and Sundays	30 minutes	60 minutes	-

Depending upon the scale of the development and its location, it may be appropriate to provide higher bus service frequencies than shown in the table.

It should not be assumed that existing bus services can be diverted to serve the development if it leads to longer journey times or otherwise inconveniences existing passengers. Development should not exacerbate an existing problem and should seek to address access issues identified in the North Somerset Access Strategy. For larger sites the layout would need to be designed so that buses can pass through the site rather than use the same road into and out of the site.

New bus services would need to be promoted with incentives to encourage use of the service, this should be developed as part of the Travel Plan.

DM 28	Parking standards
Core Strategy Policy CS11: Parking	Replacement Local Plan Policy T/6 - Parking standards
Policy Intention: To ensure that new development is provided with adequate parking, which meets the needs of intended users and that parking problems are not created or exacerbated in the surrounding area.
Background: Update of Replacement Local Plan Policy T/6 but without the parking schedule as this is to be an SPD which is currently being prepared. A report was commissioned from Halcrow on residential standards and consultation took place in July 2010. This recommended minimum parking standards for residential development. These standards are being used in current negotiations with developers.

 

Policy DM 28: Parking standards

In assessing the provision that a development proposal makes for the parking of motor vehicles and bicycles, the standards in the emerging Parking Standards Supplementary Planning Document will be a significant material planning consideration. For any use not covered by these standards, provision will be assessed according to individual circumstances, having regard to the transport objectives of the council. Regard will be given to the provisions of any submitted Travel Plan.

Development will not be permitted if the car parking arrangements would unacceptably harm the character of the area or the safe and effective operation of the local transport network. Planning applications must demonstrate to the satisfaction of the council that the functional parking needs of the development can be accommodated on or close to the site without prejudicing highway safety or resulting in an unacceptable impact on on-street parking in the surrounding area.

In addition, adequate area must be provided for the parking of vehicles waiting to load or unload. The parking of these vehicles on the highway will not be acceptable where it leads to highway safety issues or unacceptable delay.

Where a proposal involves an extension to an existing building in residential or non-residential use, or where a proposal involves a change of use, the parking standards will apply to the whole site over which the applicant has or intends to acquire control.

Permeable surfacing of exterior parking spaces should be used to avoid causing additional surface water run-off.

DM 29	Car parks
Core Strategy Policy CS11 Parking	T/4 Existing public car parks
Policy Intention: To appropriately manage the demand for travel by car by ensuring that the provision of car parks is balanced with the need to promote wider travel choices.
Background Rolled forward and revised from the Replacement Local Plan approach.

Policy DM 29: Car parks

Re-development of car parks that would result in the reduction of off-street car parking spaces will only be permitted if:

• the location has good access to other means of travel than the private car;
• under-provision of car parking provision can be replaced with out of town park & ride spaces, where appropriate; and
• any net resulting increase in on-street parking would not unacceptably harm the character of the area, highway safety or the effective operation of the surrounding highway network.

DM 30	Off-airport car parking
Core Strategy Policy CS11 Parking	Replacement Local Plan Policy T/12 Bristol International Airport
Policy Intention: To appropriately manage the demand for travel by car by ensuring that the provision of car parks is balanced with the need to promote wider travel choices.
Background Rolls forward RLP approach, omitting references to Weston-super-Mare, where opportunities have now been discounted. Also tightens definition of 'on site'.

Policy DM 30: Off-airport car parking

Airport-related car parking additional to that approved at Bristol Airport or acceptable under Policy DM 54 (Bristol Airport) will only be permitted in association with overnight accommodation located on the same site, provided that the number of car parking spaces does not exceed three times the number of bedrooms.