• Written Statement – Contents
• Proposals Maps
• Copyright Notice
• Local Plan Help

Chapter 7 Sustainable Transportation

Aim: To reduce the need to travel and promote an integrated transportation system, which meets the needs of the whole community, encourages economic growth and minimises environmental damage.

Strategic Objectives:

• integrate new development with all forms of transport provision and ensure that the transport needs generated by new development are met;

• support transportation improvements that will help facilitate sustained social and economic regeneration; and

• encourage and support sustainable forms of transport including water, rail, bus, cycling and walking.

7.1 Our quality of life is influenced by transport. Business needs an efficient transport system for their employees, customers, materials, products and services. Individuals rely on transport to get to work, go shopping, visit the doctor, go to the cinema or visit family and friends.

7.2 Within Tendring responsibility for transportation policy is shared by Essex County Council, as the Highways Authority, which identifies priorities for transport investment through the Local Transport Plan, and the District Council which produces a Tendring Transportation Strategy as the local framework for implementation of the Essex Local Transport Plan. Together the Councils aim to improve travel to and within the Tendring District for residents, businesses and visitors. They also seek to limit the growth of traffic to help it move more freely and promote forms of transport that are less damaging to the environment with lower levels of air and noise pollution.

7.3 The transportation aim of the Replacement Local Plan reflects the vision of the Tendring Transportation Strategy, and the policies contained in this Chapter are intended to reinforce, support and complement the objectives and proposals set out in the Essex Local Transport Plan and Tendring Transportation Strategy. The Replacement Local Plan also links with a number of other Strategies which seek to promote more sustainable options for the transport of people and goods across the County including the Essex Walking Strategy, Essex Cycling Strategy, Essex Rail Strategy and Draft Sustainable Distribution Strategy. The District Council and the County Council will be working together during the Plan Period to encourage more sustainable patterns of development and transportation.

7.4 This Chapter focuses on the following topics:

• Transportation Infrastructure

• Development Affecting Highways

• Assessing the Transportation Impacts of Development

• Travel Plans

• Promoting Walking

• Safeguarding and Improving Public Rights of Way

• Pedestrian Priority Areas

• Encouraging Cycling

• Supporting Public Transport

• Traffic Management

• Vehicle Parking Standards

• Public Car Parking

• Accessibility for Freight

• Rail Freight

• Transporting Freight by Water

• General Aviation

In addition to the policies in this Chapter, the sustainable transportation aims and objectives are supported by other policies in the Plan, in particular:

• policies which direct new development to locations which are accessible by a choice of means of transport and close to local services and facilities;

• policies promoting mixed use development and higher density of development;

• policies safeguarding key local services and facilities; and

• the transport users hierarchy.

Transport Infrastructure

7.5 The principal road links to the District are the A133 (Colchester to Clacton) and the A120 (Colchester to Harwich). Tendring contains a major sea port, Harwich International Port, as well as smaller coastal ports at Mistley Quay and Brightlingsea. The District is served by 14 railway stations along the Manningtree to Harwich branch line and Colchester to Clacton and Walton branch line services that connect to London Liverpool Street. Harwich International Port, the A120 and London Liverpool Street to Harwich railway line together form an important part of the Trans European Transportation Network. The District also contains the Colchester to Harwich section of the National Cycle Network Route No. 1 that is part of the wider North Sea Cycle Network.

7.6 Transport Investment priorities are provided by the Replacement Structure Plan Policies CS3 (Encouraging Economic Success), CS5 (Sustainable Transport) and T2 (Transport Investment Priorities) which seek to provide a sustainable and integrated transport system and improve accessibility to the Priority Areas for Economic Regeneration. Replacement Structure Plan Policy T10 contains general criteria for considering the social and environmental impacts of new transportation infrastructure.

7.7 The Tendring District Transportation Strategy supports the upgrading of the A120 from Hare Green to Harwich (the responsibility of the Department for Transport through the Highways Agency) to improve the accessibility of the Haven Gateway and improvements to the A120/A133 junction to allow easier and more sustainable transport movement between Clacton and Harwich. Two important studies have been carried out that influence future strategic transportation investment in the District. The A12/A120 Route Management Study carried out by the Highways Agency investigated options for the management of the route including safety and social and environmental impacts in the road corridors. The London to Ipswich Multi Modal Study (LOIS) looked at travel and transportation issues between London and the Haven Ports. This has resulted in the development of a strategy to improve travel in the corridor and adjoining areas across all means of transport, both in the short term and to meet needs over the next thirty years. In relation to the dualling of the A120 between Hare Green and Harwich the LOIS Study recommends that this improvement takes place post 2016. However, the District Council feels strongly that the dualling of the A120 through to Harwich should take place in the period up to 2011. At the Public Inquiry into the development proposals at Bathside Bay it was agreed that a study of the A120 between Hare Green and Harwich would be undertaken to develop options for accommodating the additional traffic likely to be generated. The stage 1 study is expected to be completed by December 2005.

Development Affecting Highways

7.7a To indicate the importance of roads in Essex for planning and investment purposes, the County Council has defined a road hierarchy, which is a six-fold classification. This ranges from “strategic trunk roads” e.g. A120, to local access roads. Theintention is to concentrate the appropriate type of journey and vehicle on the various routes.

Access between built-up areas

7.7b There is a general presumption against the formation of new accesses from major roads within the countryside. Drivers on such routes do not normally expect to encounter slowing, turning, manoeuvring or parked vehicles and nor do they expect to encounter pedestrians. This lack of expectancy increases the hazards caused by any access, which exists in isolation.

Access within built-up areas

7.7c Where drivers may reasonably expect, by virtue of the surrounding area, to encounter slowing, turning, manoeuvring or parked vehicles and pedestrians, the principle of gaining access from major roads may be accepted subject to the location and design of any access being satisfactory.

Access in either situation

7.7d Where an access is accepted in principle, its geometric layout, visibility and construction will need to meet standards, which ensure reasonable safety for all road users. The details of such layouts will vary according to the category of road and the volume and speed of traffic using the road from which access is taken.

Conservation Areas

7.7e Within Conservation Areas new accesses will still be required to satisfy at least minimum safety standards, but where visibility is concerned, departures from desirable minimum standards may be considered in appropriate circumstances.

Assessing the Transportation Impacts of Development

7.8 It is essential that applicants assess the transportation impacts of their development proposals to ensure that new development does not encourage unnecessary car journeys that could be made by more sustainable alternatives such as walking, cycling or public transport. At the earliest stages of the design process applicants need to consider how the users of the development will access the site and how this will impact on the surrounding area. All new development should promote more sustainable methods of transport and should reflect the transport users’ hierarchy set out in Policy QL2.

7.9 At the earliest stages of the design process applicants need to consider how the users of the development will access the site and how this will impact on the surrounding area. All new development should promote more sustainable methods of transport and should reflect the transport users’ hierarchy set out in Policy QL2.

7.10 For small-scale developments with limited transportation implications an initial assessment of transport aspects of the development will be sufficient to satisfy the requirements of this Policy. Where this initial assessment indicates more significant transport impacts the Council will require a more detailed Transport Assessment. Transport Assessments will be required for all major developments. These are defined in the Replacement Structure Plan as those generating 50 or more passenger car units during the peak hour. Where an area is subdivided into several sites, which are or will likely be the subject of separate or linked planning applications, the Transport Assessment should address the cumulative transport impact of the whole.

7.11 The Transport Assessment should assess accessibility to the site by all transport methods and the likely use of different modes to journey to and from the site. It should also give details of proposed measures to improve access by walking, cycling and public transport, to reduce the need for parking and to mitigate transport impacts on the surroundings. Where appropriate a Travel Plan should be included. The Transport Assessment should meet the requirements of Government policy guidance and good practice advice.

Travel Plans

7.12 A Travel Plan is a general term for a package of measures aimed at reducing the impact of transport and travel on the environment by promoting more sustainable travel choices and reducing reliance on the private car, particularly single-occupancy car journeys.

7.13 The Replacement Local Plan can affect the way people travel by influencing the location, scale and mix of land uses, but it cannot make them travel to their nearest employment area or shopping centre, or to use public transport, walk or cycle. Influencing public attitudes to travel and improving the choice and quality of alternatives to the private car are vital to achieving more sustainable travel patterns. Travel Plans for major developments therefore have an important role to play in promoting alternative travel modes and will be promoted by the Council through the use of planning conditions or obligations. The current thresholds for Travel Plan requirements are set out in Annex D of PPG13. Further guidance on Travel Plans is contained in PPG13 and “Development Related Travel Plans: An Introductory Guide” produced by Essex County Council.

Promoting Walking

7.14 Walking is the most important way of travelling at the local level and forms an important part of longer journeys by public transport and car. Walking is the most sustainable form of transport; it also has important health benefits. Promotion of walking supports several of the objectives contained in the Tendring Health Improvement and Modernisation Plan, particularly those to tackle coronary heart disease.

7.15 As stated in the Essex Walking Strategy pedestrians should be planned for at the very early stages of design of development the design process for new developments and integrating. Giving pedestrians priority in the design and layout of new development in accordance with the transport users’ hierarchy set out in Policy QL2, andintegrating new buildings development into the existing footpath and rights of way networks will help to make walking as convenient and attractive as possible. The redevelopment of a site may also offer opportunities for creating new links and more direct and attractive routes to public transport, shopping, leisure, education and employment facilities. This will help to encourage people to leave their cars at home, especially for shorter journeys. The Essex Design Guide sets out guidance for designing for pedestrian movement in new residential and mixed-use areas. The key considerations are:

• The provision of good quality footways and footpaths for use by people of all abilities;

• People prefer to walk along streets where they can be seen by drivers, residents and other pedestrians;

• If segregated footpaths are provided, they need to be well-connected and overlooked by houses and other buildings;

• Direct routes should be provided to local facilities, adjacent neighbourhoods and public transport services so that it is more convenient and attractive to walk than to drive to them; and

• All measures to slow down traffic help pedestrians feel safer.

7.16 Economic well being and our quality of life relies on people being able to walk safely around the District’s towns and villages and towns. In order to make areas safe and attractive environments for residents and visitors it is necessary to restore priority to pedestrians. The Tendring Transportation Strategy identifies a number of locations where pedestrian priority measures are planned to make it easier for pedestrians of all abilities to move around. These include better crossing points, pavement widening, speed reduction and safe journeys initiatives. New development should be designed to support these proposed improvements to the pedestrian environment.

7.17 In Clacton town centre a combination of pedestrian priority measures and pedestrianisation are proposed to improve the town centre environment whilst maintaining access for emergency vehicles, deliveries, public transport and disabled people who rely on the use of the car. Details of the scheme are contained in the Clacton Chapter.

Safeguarding and Improving Public Rights of Way

7.18 Footpaths, cycle routes and bridlewaysPublic rights of way (i.e. public footpaths, bridleways and byways) and cycle tracks are a valuable part of the District’s transportation network. They are important for their role in recreation and tourism and for providing opportunities for people to benefit from regular exercise and access to the wider countryside and coast. The network provides an alternative to car use for shorter journeys and for longer journeys when combined with public transport. Bridleways are not covered by this policy as they are safeguarded by Policy COM12a — Bridleways.

7.19 The District Council will seek to safeguard, and where possible, improve rights of way by increasing accessibility for people of all abilities, and extending and linking the existing network of footpaths, bridleways and cycleways into the countryside and to surrounding built up areas.

Encouraging Cycling

7.20 Cycling is an affordable, healthy transport method with the potential to substitute for short car trips and to form part of longer journeys by public transport. Tendring District with its relatively flat landscape and low rainfall is in a good position to promote cycling as an opportunity for recreation and tourism and a genuine alternative to the car for many journeys. Promotion of cycling supports several of the objectives in the Tendring Health Improvement and Modernisation Plan.

7.21 The Replacement Local Plan supports the Essex Cycling Strategy by encouraging the provision of cycle infrastructure in new development and facilitating improvements to the cycle network. Secure, clearly marked and wherever possible, undercover, cycle parking should be provided as an integral part of new development. Parking areas and approaches to them should be well lit and designed for maximum natural surveillance for the safety for cyclists as well as the cycles. The Council’s minimum cycle parking standards are set out in the Essex Planning Officers Association’s document Vehicle Parking Standards (August 2001) which has been adopted by the Council as Supplementary Planning Guidance SPG. At major development sites the exact number of cycle parking spaces will depend on site characteristics and the measures set out in the development’s Travel Plan. Wherever possible opportunities should be taken to improve existing cycle facilities where there is little or no provision at present and provide new facilities where traffic management and highway improvements are planned.

7.22 The proposed Tendring District cycle route network as shown on the Proposals Map has been designed to cater for every day urban and inter-urban travel as well as creating opportunities for longer distance recreational cycling. The network incorporates railway stations, major shopping and employment areas, schools, leisure facilities, tourist attractions as well as Harwich International Port. The majority of the network shares facilities with either vehicles or pedestrians with the use of busy roads kept to a minimum wherever possible in favour of back roads, footpaths andquiet roads, seafront promenades and public rights of way. Where the use of busy roads cannot be avoided traffic management measures to improve the safety of cyclists and other vulnerable road users will be investigated.Most of the existing and proposed routes are scenic and pleasant as well as providing an improved level of safety for cyclists. Where proposed cycle routes share facilities with other users they will be designed to safeguard safety and security, particularly for people with visual or mobility impairments, and full consultation will be carried out with stakeholders during the progression of the routes.

7.23 Wherever possible opportunities should be taken to improve cycle facilities where there is little or no provision at present and where traffic management and highway improvements are planned.

Supporting Public Transport

7.24 Public transport includes rail, bus, and community transport and taxis. Many people do not own or have regular access to a car and those with mobility impairments find walking and cycling difficult. The availability of public transport is therefore essential to promote social inclusion and enable these residents to participate fully in community life.

7.25 More communities in Tendring have a railway station than any other District in Essex. The District also benefits from the work of a Community Rail Partnership, as well as a number of Essex County Council subsidised rural bus services and an active community transport provider. The Tendring Citizen’s Panel identified public transport as one of their major concerns. The Tendring Passenger Transport Study (September 2001) carried out by Steer Davies Gleave identified a need for increases in passenger transport services and more user-friendly, safer waiting facilities and improved information services. During the Plan Period the District Council will continue to work in partnership with Essex County Council and transport providers to improve public transport provision, integration between different means of transport and access to services and facilities for people with mobility impairments. Particularly during the Plan Period the following measures are proposed:

• Improvements to cycle parking at railway stations; and

• Improvements to bus information and facilities for passengers at bus stops.

7.26 The Replacement Local Plan will assist public transport use by directing development to places that are accessible by bus and rail. All opportunities should be taken to improve pedestrian access between new development and public transport facilities. Major developments will be required to provide high quality bus waiting facilities, and through the implementation of the transport users’ hierarchy in Policy QL2, bring bus and taxi passengers as close to building entrances as possible. New, expanded or upgraded public transport facilities, including improved railway stations with further car parking provision and line capacity, will be supported where they would improve sustainability and increase community accessibility to public transport facilities and services. The general policy framework for considering the environmental impacts of new transport infrastructure is set out in Replacement Structure Plan Policy T10.

7.26a Proposals for new railway stations will require the approval of the relevant regulatory transport body and this Council will only grant planning permission for new station proposals that have been approved by the relevant body. The relevant body may approve new station proposals if it can be demonstrated that there is a proven need and that they will not affect the reliability and punctuality of current passenger and freight services. Promoters of a new station should consider this at an early stage in their proposals. Further guidance on these requirements can be found in the New Stations guidance document (September 2004).

Traffic Management

7.27 Effective traffic management seeks to move goods and people in an efficient way that minimises environmental impact, sustains quality of life and maintains community safety. The policy framework for traffic management across Essex is contained in Policy T11 of the Replacement Structure Plan.

7.28 In many settlements speed reducing gateway schemes have been introduced to increase awareness of speed limits and further speed reduction and traffic calming measures are planned in the adopted Tendring Transportation Strategy. Any proposed traffic management measures will be subject to public consultation before implementation. All schemes should maximise opportunities to improve walking and cycling provision and must be designed to ensure safety of all highway users and to protect and enhance the character of the surrounding area.

Vehicle Parking Standards

7.29 The availability of parking has a major influence on the means of transport people choose for their journeys and car parking can take up a large amount of space in development. Reducing the amount of car parking normally provided where there is good accessibility by alternative means of transport has an important role to play in the promotion of sustainable travel choices and making more efficient use of land. By the same criteria the amount of car parking should be increased where car ownership levels and the lack of public transport make this appropriate.

7.29a The Council’s off-street vehicle parking standards are contained in the Essex Planning Officers Association’s Vehicle Parking Standards document that has been adopted by this Council as SPG Supplementary Planning Guidance, a summary version is contained in Appendix 10a. The document recognises that Essex is a diverse area and policies of restraint may not be appropriate in rural areas where there is no realistic alternative to the private car in providing the day to day travel requirements of residents. This is reflected in the residential standard that allows more spaces to be provided in rural areas thereby allowing greater flexibility.

7.30 The Council’s off-street vehicle parking standards are contained in the Essex Planning Officers Association’s Vehicle Parking Standards document that has been adopted as SPG. The document recognises that Essex is a diverse area and policies of restraint may not be appropriate in rural areas where there is no realistic alternative to the private car in providing the day to day travel requirements of residents. This is reflected in the residential standard that allows more spaces to be provided in rural areas.

7.31 The District Council is concerned to make appropriate allowance where the vehicle parking standards for the time being fail to offer sufficient flexibility to meet local needs. For instance, poor north-south transportation links exist in the Tendring District and there is a lack of a central focus of services and facilities for the rural population that makes the use of a car a necessity rather than a choice. In many instances the market will ensure that car-parking spaces are provided, but unless there is a minimum requirement in adopted policy the Council cannot ensure the provision of off- street parking. The Council considers that apart from town centre locations within the main urban areas where there is a concentration of key services and facilities and good accessibility by public transport, the car will still be the only viable option for many journeys. In order to avoid the amenity and safety implications of not providing off-street parking requirements it is therefore considered that a minimum standard of one car parking space per dwelling for the smallest dwelling should be provided in non-town centre residential developmentslocations. For all other forms of development the car parking standards for the time being will be applied.

7.32 As stated in the Essex Powered Two Wheeler Strategy mopeds and motorcycles can offer an affordable alternative means of transport for trips where public transport is limited and walking and cycling unrealistic, increasing mobility and widening employment opportunities. They can also help to reduce traffic congestion and reduce land take for parking. Parking should be provided for powered two wheelers in new developments and the adopted vehicle parking standards will be applied, as the minimum provision required.

7.33 In order Tto assist in the creation of accessible environments, where car parking is being provided as part of a commercial, retail, recreation or leisure development, parking should be provided for people with mobility impairments to the adopted vehicle parking standards. Parking spaces should be specifically allocated and designed and located to ensure that users have safe and convenient access to the development.

Public Car Parking

7.34 Whilst recognising that car parking provision can influence travel choice and be an inefficient use of land resources, the District Council is also aware of the need to improve the vitality and viability of the District’s town centres and core tourist areas. The peripheral location of the District’s towns, poor north south transportation links and limited rural public transport services mean that there is a reliance on the private car for many shopping and leisure journeys. The provision of well located, affordable public off-street car parking is therefore an important part of the towns’ offer to residents and visitors. Where appropriate the Council may also consider introducing on-street parking controls. Town Centre Health Checks carried out in 1998 identified there was generally a sufficient supply of car parking to support the District’s town centres, apart from Clacton town centre where both the Health Check (1998) and Town Centre Strategy (2002) identified a strong need for additional short stay car parking.

7.35 As part of the Replacement Local Plan the Council’s Asset Management review process has assessed public car parking provision within the District and identified a number of opportunities where underused public car parking could be redeveloped for an alternative use. The remaining spaces are proposed for retention as they are well used and are essential for the vitality and viability of town and local centres and coastal resorts.

7.36 Town Centre Health Checks carried out in 1998 identified there was generally a sufficient supply of car parking to support the District’s town centres, apart from Clacton town centre where both the Heath Check (1998) and Town Centre Strategy (2002) identified a strong need for additional short stay car parking. Within Clacton town centre limited land supply and competing town centre land uses means that there will be few sites available to create additional off-street public car parking spaces. During the Plan Period other opportunities will be sought to increase provision including the shared use of new private car parking as part of major new development schemes within and on the edge of the centre linked to Travel Plans.

Accessibility for Freight

7.37 The efficient movement of goods is essential to economic growth. However, to sustain quality of life and achieve sustainable development this needs to be balanced with the social and environmental impacts of freight movement.

7.38 Theis CouncilPolicy seeks, through Policy ER7, to direct developments such as distribution, manufacturing and warehousing which generate large volumes of freight to locations which maximise opportunities for rail and water access, and to direct Heavy Goods Vehicles (HGVs) towards routes which minimise impacts on the environment and local communities. The Replacement Structure Plan sets out the road hierarchy in Policy T7 and the framework for the movement of freight in Policy T13. Opportunities for rail and water transport are covered in more detail below. The Tendring District Transportation Strategy highlights the need to review HGV routing and parking and during the Plan Period the District Council will continue to work with Essex County Council and stakeholders to progress the Essex Sustainable Distribution Strategy.

Rail Freight

7.39 Rail freight makes an important contribution to creating more sustainable patterns of freight distribution and Tendring District contains substantial rail freight facilities at Harwich International Port, with the Bathside Bay expansion proposals likely to lead to significant future increases in rail traffic.

7.40 At Harwich International Port, existing rail freight facilities should be safeguarded and enhanced. This supports Replacement Structure Plan Policy BIW10 that seeks to improve road and rail access to the port. The proposed Bathside Bay development will also have implications for rail freight and freight movements in general. It is expected that at least 22.5%, after allowing for trans-shipment up to 30% of the container traffic passing through the new Bathside Bay port complex will travel by rail. The comprehensive development of Bathside Bay is dealt with in detail in the Harwich Chapter.

7.41 The Strategic Rail Authority is seeking to increase rail freight use 80% nationally over the next decade. PPG13 states that built development must not preclude the possible use of suitable sites for rail freight facilities. As part of the implementation of the Essex Sustainable Distribution Strategy the potential for re-using the currently inactive rail freight facilities at Mistley Quay and Harwich Town Station will be assessed. Assessment will have to consider commercial viability as well as impacts on the environment and residential amenity. In the meantime the sitesare to will be safeguarded from development in the Replacement Local Plan to ensure that future opportunities for increased rail freight are not lost. Any development at Harwich Town Station should have regard to detailed policies contained in the Harwich Chapter and the proposed framework set out in the Adopted Design Brief for the site.

7.42 Any development at Harwich Town Station should have regard to detailed policies contained in the Harwich Chapter and the proposed framework set out in the Adopted Design Brief for the site.

7.42a The Haven Ports (Felixstowe, Ipswich & Harwich) form the largest concentration of container handling facilities in the UK and process over 36% of all containers passing through the UK. As a result of the introduction of larger containers major works have been carried out between the Haven Ports and the West Coast Main Line via London. In order to accommodate future growth plans further rail capacity is needed which must also be able to accommodate the larger containers. Proposals exist to implement the Felixstowe-Nuneaton (F2N) (Phase 2) route (via Ely) to provide alternative access from the Ports to the West Coast. This proposal is supported, as it will provide additional capacity for rail freight to and from Harwich International Port.

Transporting Freight by Water

7.43 The general policy context for port facilities at Harwich is contained in Replacement Structure Plan Policy BIW10 (Seaports) and the overall policy for Brightlingsea Port and Mistley Quay is provided by Policy BIW11 (Small Coastal Ports). Specific local policies on Harwich International Port, Bathside Bay, Mistley Quay and Brightlingsea Port are contained in the relevant geographical Chapters of the Replacement Local Plan.

7.44 Proposals for new facilities should have regard to Replacement Structure Plan Policy CC4 (Development Requiring a Coastal Location) together with the coastal, countryside and environmental protection policies and general development control policies contained in the Improving the Quality of Life and Sustaining Our Environment Chapters of this Plan.

General Aviation

7.44a Within the District there are currently two small airfields/airstrips, one at Clacton-on-Sea and one at Great Oakley. Aviation activities can contribute to national, regional and local economies and airfields are therefore important in that context. At the same time, the use of airfields can raise difficult environmental issues and careful consideration is necessary to strike the right balance between potentially conflicting interests.

7.44b The two airfields in the district operate on a small scale with the principal function in the broadest sense being ‘recreational’. The Council does not consider it appropriate that this situation should change and it is therefore unlikely that planning permission will be granted for any activities that would have that effect.

7.44c Development proposals for airfield/airstrip related activities will be judged in relation to the economic, environmental and social impacts that are likely to arise. These are potentially very varied. The Council will therefore expect applications for planning permission to be sufficiently detailed so that a proper appreciation of the potential environmental effects can be gained.

7.44d Some development proposals may also require an Environmental Impact Assessment and all proposals may have conditions imposed on them to limit:

• the environmental impacts of aviation activities;

• the number of take-off and/or touch-and-go movements (normally on a daily basis);

• the types or weights of aircraft to be operated; and

• the hours of operation of the site.

7.44e In view of the different locations and geographical circumstances of the two airfields/airstrips it is difficult to draft detailed prescriptive policies that can be applied to both sites. Whilst the criteria set out in TR10a are intended to provide a broad framework within which proposals will be considered, there may be other material considerations that would be relevant to a specific planning application.

< Prev | ^ Top | Next >