SLP KDBH Extracts - Flipbook - Page 86
possible to LCWIP corridors) to become the preferred modes of travel. Access routes that
are well connected, attractive, legible and safe, as well as facilities to encourage travel by
sustainable transport modes, such as provision of cycle storage, will be required where they
do not exist.
274.
The Council is committed to ensuring that new developments are located in locations with
the highest accessibility where reliance on the private car is low and take up of sustainable
modes is high, thereby not materially adding to existing highway congestion. Planning can
influence road safety through its control and influence on the design of new development
and consideration should be given to pedestrian and cycle links in terms of personal safety,
ensuring neither a sense or fear of crime is encouraged through an isolation of the routes
from other activities and street users which may discourage the use of the connecting links.
Developers should consider the safety and needs of everyone in the community.
Managing Demand for Travel
275.
The expected increase in travel demand arising from population growth, HS2 and UK Central
will introduce transport challenges which, without application of effective land use planning,
are likely to further compound congestion on the Borough’s road network during peak hours.
To ensure that transport does not in itself become a barrier to growth, the local plan sets a
framework for promotion and facilitation of sustainable development where housing, jobs,
local services and facilities are connected through a range and choice of transport modes.
276.
Furthermore, increased availability and uptake of public transport, walking and cycling can
complement wider accessibility and social inclusion, particularly in helping narrow income
and health equality gaps between North Solihull and the remainder of the Borough.
Worklessness and health inequalities can be reduced through increasing opportunities to
travel via non-car modes through the increased levels of activity involved in travelling by noncar modes. Enabling people to access their local area in a variety of ways can help to
provide a sense of belonging and community cohesion as people become familiar with the
area and build social networks.
277.
Policy P7 sets out a framework under which development will be located in the most
accessible locations. It therefore provides the primary step in managing travel demands
associated with development from the outset, by ensuring that realistic opportunities are
available to travel by non-car modes.
278.
Policy P8 seeks thereafter to ensure that the travel demands associated with new
development are managed in a sustainable manner and that subsequent traffic generated
does not create or exacerbate network congestion to a point of severe highway impact. To
be clear, the impacts of development will be informed by robust Transport Statements and/or
Assessments, which, where appropriate, model the underlying highway characteristics at the
point development is expected to commence as well as future points thereafter (as
appropriate to the build out of the development). Such assessments will have regard to the
impact of the proposed development but should also factor in the cumulative impacts on the
surrounding highway network, having regard to other known development proposals and
planned infrastructure works where appropriate. Provision of safe and secure access to new
development remains paramount. Transport Assessments and Travel Plans will be required
in association with particular types and scale of development to forecast the transport
impacts associated with development, ensure that detrimental impacts are adequately
mitigated and secure the implementation of, or contributions towards, appropriate measures
to encourage and enable travel by non-car modes.
279.
The Council will expect an evidence-based approach in forecasting parking demand and
servicing provision which uses established evidences bases and/or, where relevant, first
principles.
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