136 Doncaster Unitary Development Plan

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Transportation

7.1 There is a fundamental relationshipbetween transport and land useactivities. Existing travel patterns andfuture changes to them together withthe need for transport facilities areclosely associated with the distributionof land uses and the development ofland.

7.2 The role of the UDP is to integratetransport policies, transportinfrastructure and traffic managementwith wider policies and proposals forthe control of development generallywithin the broad themes of the Plan tosecure economic regeneration,environmental improvement and thereduction of social inequalities.

7.3 The UDP is complementary totransport proposals and programmescontained in the Borough Council’sTransport Policies and Programme(TPP). The TPP, which is reviewedannually, is the means by which theBorough Council, as HighwayAuthority, establishes its policies andtranslates these into capitalprogramme priorities and makes a bidfor central government grant aid. TheUDP provides a broader and longerterm perspective for the BoroughCouncil to keep its transport andhighway policies under review.

7.4 Since 1986, and the deregulationof bus services, the responsibility forpassenger transport policy and its

financial support within Doncaster hasbeen exercised by the South YorkshirePassenger Transport Authority(SYPTA) which is a joint body(established under the provisions ofthe 1985 Transport Act) made up ofrepresentatives of all four districtswithin South Yorkshire. The Boroughretains influence on public transportmatters through both its highways andplanning functions at both a local andstrategic level. The deregulation ofbus services however, placedoperational control of bus services inthe hands of independent busoperators.

7.5 The current policies of the SYPTAare aimed at objectives of identifyingthe travel needs of the people of South

Yorkshire and meeting them bypromoting the availability of the bestpossible public transport within thefinancial resources available. Thepolicies are intended to achieve thisby:

a) Promoting the maximum use of thepublic transport network.

b) Encouraging expansion of thepublic transport network.

c) Providing services to meet needs not

met by commercial operators.

7.6 Through the Unitary DevelopmentPlan, the relationship betweentransport including public transportprovision and land use planning willbe developed.

INTRODUCTION

NATIONAL POLICY GUIDANCE

7.7 The Secretary of State for theEnvironment in his strategic guidancefor South Yorkshire recognises the rolethat transport infrastructure plays inservicing economic regeneration, andthe need for an efficient and effectiveroad system to assist development andhelp to reduce transport costs.

7.8 There is also a need to ensure thathighway improvements and carparking policies are designed to secureenvironmental improvements, easecongestion and contribute towardsroad safety.

7.9 National government exerts a high

degree of control and influence ontransport policy. It has directresponsibility for planning anddevelopment of the Trunk RoadNetwork, and indirect control throughfinancial controls and grants of muchof Local Authority policy andinvestment in transport infrastructure.

138 Doncaster Unitary Development Plan

HIGHWAY NETWORK

7.11 The following trunk road schemeshave been listed in the most recentRoads White Paper or subsequentlyadded to the programme by theSecretary of State for Transport. Thoseproposals indicated have a relevantOrder made under the Highways Actas specified by Section 24 of the 1990Town and Country Planning Act.

* A NEW JUNCTION WILL BEPROVIDED ON THE M18 IN THEAPPROXIMATE LOCATION OFITS INTERSECTION WITH THEB6094.

* THE A1 WILL BE UPGRADEDTO MOTORWAY STANDARDFROM REDHOUSENORTHWARDS TO THEBOROUGH BOUNDARY (ANDBEYOND AS FAR ASFERRYBRIDGE). THE DOTALSO INTENDS TO UPGRADETHE A1 OVER ITS ENTIRELENGTH TO MOTORWAYSTANDARD.

* THE A638 (YORK ROAD) WILLBE IMPROVED TO DUAL

Investment in rail services andinfrastructure is largely undertaken byBritish Rail, although the SYPTAfinancially support local rail services,both subject to a high degree ofGovernment influence. The public

sector, through one source or another,dominates the provision of transportinfrastructure and this is likely toremain the case.

7.10 The strategic guidance recognises

the important contribution that publictransport makes, to reducing roadcongestion, and the necessity for newdevelopment proposals to take intoaccount the scope for public transportprovision.

Trunk Road Proposals and Development Affecting Trunk Roads and Motorways

ST2THE BOROUGH COUNCIL WILL TAKE INTO ACCOUNT THE SAFETYAND NEEDS OF ALL HIGHWAY USERS, INCLUDING CYCLISTS ANDPEDESTRIANS, IN ITS MANAGEMENT OF THE HIGHWAY NETWORK.WHERE APPROPRIATE IT WILL INTRODUCE TRAFFIC MANAGEMENTAND TRAFFIC CALMING MEASURES FOR ENVIRONMENTALPROTECTION AND ENHANCEMENT.

ST1THE BOROUGH COUNCIL WILL ENSURE THAT IMPROVEMENTS AREMADE TO THE HIGHWAY NETWORK, SO AS TO PROVIDE FOR ANDIMPROVE ACCESS TO NEW AND EXISTING DEVELOPMENTS, AND SOAS TO AVOID OR MINIMISE ADVERSE EFFECTS ON THEENVIRONMENT.

CARRIAGEWAY STANDARDFROM THE SUN INN TO ITSJUNCTION WITH THE A19.(Order Made and UnderConstruction)

7.12 As the Highway Authorityresponsible for Trunk Roads andMotorways, the Department ofTransport exercises certaindevelopment control responsibilitiesthrough direction to local planningauthorities using powers conferred byArticle 14 of the Town and CountyPlanning General Development OrderAct 1988.

7.13 It is currently Department ofTransport policy that where existingor proposed trunk roads or motorwaysand their junctions, including thosewith non trunk roads in the area,cannot cater for forecast traffic,including that generated by proposeddevelopment, improvements will benecessary to existing highways orenhancement of proposed newhighways will be needed, prior to thedevelopment commencing (orredevelopment where it will add

further traffic) to accommodateenvisaged traffic flows. Motorwaysand trunk roads are the responsibilityof the Department of Transport and theneed for any such improvements orenhancements, and their scale(including at junctions) would have tobe agreed by the Depatrment andprovided consistent with this policy.The policy is for trunk road ormotorway improvements to be to adesign horizon of 15 years. If thedevelopment is phased the designhorizon for highways improvements,staged where necessary, will be 15years after the full opening of eachphase.

7.14 Where forecast traffic, includingtraffic generated by the proposeddevelopment (s), will exceed thecapacity of the adjacent motorway ortrunk road links and junctions at anytime up to and including the designyear 15 years after the full opening ofthe development, improvements to thatmotorway or trunk road may be anecessary pre-requisite to thedevelopment consistent with a policyST1 and paragraph 7.13.

7.15 There are currently over 1400kilometres of roads in the HighwayNetwork maintained by the Borough

Council as the local highway authority.A further 27 kilometres of trunk roadare maintained by the Borough

Council as agent for Department ofTransport.

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7.16 An efficient and effective roadsystem will help new development andredevelopment and assist economicgrowth by reducing transport costs.Environmental improvement, easingof congestion and road safety are allimportant considerations.

7.17 It is important that existingdevelopments are adequately servedby the highway network without unduecongestion and the costs imposed bysuch congestion. It is equallyimportant that new development takes

place in locations where access to theHighway Network can be readilygained to acceptable standards withoutserious adverse affects.

7.18 In a number of situations, existingenvironmental or safety problemsresulting from the use of the highwaynetwork can be resolved by takingappropriate traffic managementmeasures, to either control specificcategories of vehicles, or to influencedriving behaviour. Measures of thisnature can often prove more cost

effective and less environmentallydamaging than the construction of newhighways.

7.19 In recent years the BoroughCouncil has successfully promotedurban regeneration, economic andtourism development, andenvironmental enhancementinitiatives. It is intended that thehighway investment programmescontinue to support these initiatives inaddition to meeting highwayengineering needs.

T 1THE BOROUGH COUNCIL WILL SEEK THROUGH INVESTMENT IN THEHIGHWAY NETWORK TO:

a) PROMOTE EFFICIENT USE OF THE EXISTING HIGHWAYNETWORK,THROUGH APPROPRIATE MANAGEMENT ANDMAINTENANCE MEASURES.

b) CARRY OUT COST EFFECTIVE IMPROVEMENTS TO THE HIGHWAYNETWORK WHERE NECESSARY TO MEET CHANGINGTRANSPORTATION REQUIREMENTS AND REDUCEUNNECESSARY DELAYS AND CONGESTION PARTICULARLY ONMAIN ROUTES.

c) PROVIDE OR IMPROVE HIGHWAYS WHICH FACILITATEEMPLOYMENT OPPORTUNITIES AND THE ECONOMICREGENERATION OF THE BOROUGH.

d) REDUCE THE LEVEL AND SEVERITY OF ROAD ACCIDENTS.

e) REDUCE THE ENVIRONMENTAL IMPACT OF TRAFFICPARTICULARLY WHERE MOST INTRUSIVE.

f) FACILITATE THE PROVISION OF PUBLIC TRANSPORT.

g) BALANCE THE NEEDS OF LOCAL RESIDENTS, INDUSTRY, PUBLICTRANSPORT AND PRIVATE CARS THROUGHOUT THE BOROUGH.

7.20 Highways within the Borough ofstrategic importance nationally andregionally include the motorway, trunkand primary route network. Additionsto, impovements and maintenance ofthe motorway and trunk route networkare the responsibility of CentralGovernment. The Borough Councilreceives Government grant for capitalexpenditure through the TransportSupplementary Grant (TSG) system.These grants generally apply to theprimary route network and roads ofmore than local importance, but thecriteria vary from year to year to reflectGovernment Policy. Currently grantsare available for the structuralmaintenance of bridges and localsafety schemes on all roads.

7.21 There are also other routes within

the Borough which are vital to themaintenance and development of thelocal economy and form, together withthe routes referred to above, thestrategic route network for the

Borough. A large proportion of theBorough Council’s highwayinvestment resources will be directedto improving these strategic routesthroughout the Borough.

The main means of transport after the private car, which toppedall four main journey destinations of shopping, work, countrysideand leisure was public transport. With over 25% of householdsusing it for shopping trips. People rarely undertook a trip bytwo or more types of transport.

Public AttitudeSurvey

140 Doncaster Unitary Development Plan

T 2THE FOLLOWING MAJOR IMPROVEMENTS ARE PROPOSED TO THEHIGHWAY NETWORK:

SHORT TERM

(1) A19 NORTH BRIDGE RELIEF ROAD(2) A630 WHEATLEY HALL ROAD IMPROVEMENT(3) A6023 DENABY MAIN DIVERSION(4) A635 HICKLETON BY-PASS(5) A635 MARR BY-PASS(6) A6182 WHITE ROSE WAY DUALLING(7) A60/A6182 WOODFIELD LINK ROAD

MEDIUM TERM

(8) A1/A19 CARCROFT LINK ROAD(9) M18/A638 ROSSINGTON LINK ROAD(10) M18/B6094 CONISBROUGH LINK ROAD

LONG TERM

(11) A18 THORNE ROAD IMPROVEMENT(12) A630 WEST MOOR LINK ROAD DUALLING(13) M18/A614 LINK ROAD(14) M18/M180 HATFIELD LINK ROAD

7.22 The major schemes listed, allestimated to cost in excess of £1million, are proposed to meet existingand predicted demands on the highwaynetwork during the plan period andbeyond. Because of the long lead intimes associated with highwayconstruction, together with thedesirability of ensuring that highwayschemes anticipated beyond thatperiod are not unnecessarily hinderedby new development along theirproposed route, highway schemes areincluded which may not becommenced within the plan period.

7.23 The schemes listed broadly fallinto three categories:

a) Short Term Proposals, whereschemes are either committed orgenerally expected to be substantiallyunderway within 5 years.

b) Medium Term Proposals, wheresubstantial work is expected to beundertaken within the plan period.

c) Longer Term Proposals, whereconstrution is unlikely to take placewithin the plan period, but wheredetailed investigation will take placein due course, and where it is theintention of the Borough Council tosafeguard the route againstdevelopment.

7.24 These schemes are all includedin the Borough Council’s currentTransport Policies and Programme(TPP 8 1994 -95) and further detailsof the schemes are included below. Forthe majority of the proposals theapproximate line or alternate line areshown on the Proposals Map, however,for some of the schemes it is notpossible to give an approximate line.

7.25 The following HighwaysSchemes which were contained inpreviously approved developmentplans are now abandoned:

* A614 Bawtry to GooleAusterfield By-Pass (shownin the West Riding CountyDevelopment Plan 1stReview 1996).

* A614 Bawtry to Goole FinningleyBy-Pass (part) (shown in theWest Riding County DevelopmentPlan 1st Review 1996).

* A614 Bawtry to Goole HatfieldWoodhouse Diversion (part)(shown in the West RidingCounty Development Plan1st Review 1996)

* A630 Sheffield to GrimsbyConisbrough By-Pass (part)(shown in the West Riding

County Development Plan1st Review 1996).

* T2(1) A19 North Bridge ReliefRoad.

7.26 The Borough Council’s schemefor the North Bridge Relief Roadinvolves construction of a new viaductacross the River Don, South YorkshireNavigation and East Coast Main Line,improvements to the existing bridgeand major junction improvements withthe A630 Church Way and TraffordWay, together with additionalpedestrian and cycle facilities.

7.27 The main purpose of this schemeis to relieve congestion. North BridgeRoad (A638) is the most heavilytrafficked non-motorway road inDoncaster and it has long beenrecognised that the problems of trafficcongestion along this corridor wouldrequire some form of major highwayimprovement. It is considered that thecompletion of the scheme will help tostimulate industrial and commercialgrowth and hence assist employmentprospects in the Doncaster area. Theproposals will assist greatly publictransport operations along the A638corridor and special consideration isbeing given to the needs of cyclists inthe design of the scheme.

7.28 The Compulsory Purchase Order

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The current programme of worksshows an expected commencement ofworks in Spring 1995 with the newviaduct being operational in 1997.

T2(2) A630 Wheatley Hall RoadImprovement

7.29 This scheme will privide dual7.3m carriageways and appropriatejunction improvements and pedestrianfacilities between the junctions withWentworth Road and Barnby DunRoad. This improvement completes acontinuous dualled route around thenorth and east of Doncaster, linking tothe proposed North Bridge ReliefRoad and the motorway network. Inaddition to being the Primary Routeon the north side of the town, WheatleyHall Road provides access to a majorindustrial area, which is a cause ofheavy congestion at times of majorshift changes. An additional majorretail development is now complete onthe south frontage of Wheatley HallRoad which will increase further thedelays to both local and long distancetraffic, particularly at high flowperiods, and cause additional safetyproblems. Completion of the NorthBridge Relief Road will intensifyfurther the conflicts to movement onWheatley Hall Road.

7.30 The Compulsory Purchase Orderand the Side Roads Order for thescheme have been published and aPublic Inquiry took place in 1991. TheCompulsory Purchase Orders havenow been confirmed by the Secretaryof State. Work is likely to start inOctober, 1994, subject to finance beingavailable.

T2(3) A6023 Denaby MainDiversion

7.31 This scheme involves therealignment of the road and theconstruction of bridges over the inter-city railway and River Don at DenabyMain. The main purpose of theproposal is to eradicate the frequentinterruptions to road traffic movementcaused by the closure of the railwaylevel crossing gates. The A6023 isalready the main link between muchof the Dearne Towns area and theA1(M) Motorway and Doncaster viathe A630. The construction of theproposed B6094/M18 intersection at

Cockhill Lane (by the D.O.T.) isexpected to increase significantlyvehicular flow on the A6023 as trafficfrom the Doncaster and Rotherhamarea of the Dearne Towns is attractedonto the motorway network at thispoint.

7.32 The Denaby Main Diversion isseen as a further phase in a strategywhich is designed jointly to improveroad communiciations and jobopportunities in the Mexborough/Conisbrough area. Also Conisbroughand Denaby are served byMexborough Fire Station. Delays atthe level crossing to emergencyvehicles would be removed by thisimprovement.

7.33 The scheme is of particularimportance in view of the proposedimproved links to the M18/T2(10) andredevelopment proposals within theDearne Towns Area.

T2(4) A635 Hickleton By-Pass

7.34 This scheme together with theA635 Marr By-Pass forms the easternlink in the proposed Dearne TownsLink Road, the first stages of whichare currently under development byBarnsley Metropolitan BoroughCouncil.

7.35 When completed, the DearneTowns Link Road will connect the M1at Tankersley (Junction 36) through theDearne Valley to the A1(M) east of

Marr, and is likely to increase trafficlevels along the A635 throughHickleton and Marr.

7.36 A preferred route has beenidentified to the north of Hickletonand detailed design work is underway.

T2(5) A635 Marr By-Pass

7.37 This scheme together with theA635 Hickleton By-Pass forms theeastern link in the proposed DearneTowns Link Road, the first stages ofwhich are currently underdevelopment by BarnsleyMetropolitan Borough Council. Whencompleted the Dearne Towns LinkRoad will connect the M1 atTankersley (Junction 36) through theDearne Valley to the A1(M) east ofMarr, and is likely to increase trafficlevels along the A635 throughHickleton and Marr.

7.38 A preferred route has beenidentified to the north of Marr anddetailed design work is underway.

T2(6) (A6182) White Rose WayDualling

7.39 This road, forming the main linkbetween Doncaster Town Centre andthe M18 motorway, is dualled overmuch of its length. With the majordevelopments both planned and inprogress, including the Balby CarrDevelopments, Woodfield Plantationand the Road Rail Interchange

and the Side Roads Order for thescheme have been published and aPublic Inquiry took place in 1991.

CAR OWNERSHIP

% Houshold with no car 1971 1981 1991Doncaster 57 48 39South Yorkshire 59 50 42Great Britian 49 39 *

% Houshold with 1 carDoncaster 38 43 45South Yorkshire 36 41 42Great Britain 45 45 *

% Households with 2 or more carsDoncaster 5 9 16South Yorkshire 5 9 16Great Britain 6 15 *

SOURCE - OPCS CENSUS DATA(*Data not availible)

KeyFact

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NATIONAL TRAFFIC GROWTH

(Billion Vehicle kms, all roads)1960 - 69.81970 - 209.5 % increase 2001980 - 271.4 301990 - 407.7 50

NATIONAL GROWTH IN LICENSED VEHICLES(Million)1960 - 9.41970 - 15.0 % increase 601980 - 19.2 291990 - 24.7 29

SOURCE - DEPT OF TRANSPORT

KeyFact

significant increases in use are likelyto require the completion of a dualcarriage way between the M18motorway and the currently dualledsection of White Rose Way alongDoncaster Carr, including theconstruction of a new road bridge overthe East Coast Railway Line.

T2(7) A60/A6182 Woodfield LinkRoad

7.40 The Link Road will run from theA60 Tickhill road broadly parallel tothe line of the disused railway whichforms the southern boundary of an areaproposed for substantial mixeddevelopment as a Mixed UseRegeneration Project RP3, and downtowards the A6182 at Balby Carrroundabout.

7.41 The Link Road will act mainly asa feeder road for the WoodfieldPlantation development, but will alsoprovide an alternative route for trafficfrom Tickhill Road, Sandford Roadand Balby Road onto the A6182. Thisin turn provides access to DoncasterTown Centre or the M18.

7.42 It is envisaged that the link roadwill be funded entirely by theWoodfield Plantation development.

T2(8) A1/A19 Carcroft Link Road

7.43 The existing link via Skellowbetween the A1 and A19 at Carcroft isused by traffic as the shortest available

route and to avoid the congested towncentre roads. This role, however, isseverely restricted by the standard ofthe road. There are significantopportunities for development in theCarcroft area which are currentlyrestricted by the poor standard of roadaccess, and which a direct linkbetween Carcroft Industrial Estate andthe A1(M) at Redhouse will help torealise.

7.44 In considering the possible routeoptions for the A1 / A19 Link Road , awide study area has been identified sothat all potential routes for the link canbe fully evaluated during thepreparation of a detailed feasibilitystudy. These could include a combinedscheme linking the A19 to the A638in the vicinity of Adwick Grange andthen a further link to the A635 east ofits junction with the A1(M), removingthrough traffic from Bentley Centreand improved access into the CarcroftCommon Area.

T2(9) M18/A638 Rossington LinkRoad

7.45 This scheme seeks to address theproblems resulting from lack of directaccess to the motorway network fromareas in the south of the Borough, andin particular from Rossington Colliery.Its implementation will havesignificant impact in terms ofdiversion of traffic from local villagesand the congested town centre roads.

7.46 The approximate location of theproposed link road is indicated by anasterisk on the proposals map, in thearea north of Rossington Colliery.

T2(10) M18/B6094 ConisbroughLink Road

7.47 This scheme is to connect theDepartment of Transport’s proposedM18/B6094 junction to the major roadnetwork at Conisbrough. The existingclass II road is seriously deficient interms of alignment, width andjunctions.

7.48 Although the existing accidentrecord is not significantly bad it isconsidered that its connection to themotorway and inevitable use as athrough route will require significantimprovement, particularly toovercome the safety implications of tisuse by unfamiliar drivers.

7.49 It is considered however that theopportunities and benefits to beachieved by the new junction can onlybe fully realised by development of thepotential as a link not only toConisbrough but to the remainder ofthe Dearne Towns Area. In view ofthe implications with respect to theDearne Towns, the close linkages withthe A6023 Denaby Main DiversionScheme and the environmental impacton Conisbrough the currentassessment process includesconsideration of a range of optionsincluding the continuation of this LinkRoad over Hill Top to join the A6023Denaby Main Diversion T2(3). Thepreferred scheme is likely to includesubstantial improvements to alljunctions, particularly that with theA630, in addition to considerablelengths of realignment and widening.

T2(11) A18 Thorne Road,Improvement

T2(12) A630 West Moor LinkDualling

7.50 A short section of Thorne Road(A18) together with the West MoorLink (A630) jointly form the routebetween the A630 Wheatley Hall Roadand the M18 at Junction 4 and are themain highway links between thecentral area and the routes to the NorthEast and East Coast Ports. It isparticularly important to the large areaof industrial and commercial

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7.56 The minor schemes listed areproposed to meet local deficiencies inthe highway network or to enableenvironmental or developmentobjectives to be realised. All theschemes would be expected to takeplace within the timescale of the Planand involve land outside the existinghighway boundary. Further details ofthe schemes are included below.

7.57 The programme for minorschemes is continually changing. Thisis because of changes in theavailability of land, finance, traffic andother problems, or the need to includeschemes in conjunction with adjacentdevelopment. Consequently, theMinor Scheme Programme is not a

comprehensive list of the minorschemes which may take place duringthe Plan period.

7.58 In addition to the schemescontained in policies T2 and T3 thereare a number of highway schemeswhich are the subject of decisions bythe Highway Authority to define aHighway Improvement Line to avoiddevelopment prejudicing potentialhighway improvements. A list of theseHighway Improvement Lines iscontained in Appendix 7.1.

T3(1) Bridge Street - Church StreetLink, Thorne

7.59 Provision of this road will reduce

traffic and servicing problems onSilver Street and allow thepedestrianisation of the western end ofChurch Street in due course. Possibleminor improvements to the SilverStreet/Bridge Street/Ellison StreetJunction will be considered in the lightof any traffic redistribution which mayoccur once this proposal isimplemented. This proposal wasincluded in the Thorne, Stainforth,Hatfield District Plan adopted in 1984.

T3(2) Field Road - Church StreetLink, Thorne

7.60 This low speed road will enableresidential development of landbetween King Street and St Nicholas

development centred on Wheatley HallRoad and Kirk Sandall. Inconjunctionwith the A630 WheatleyHall Road Dualling and A638 NorthBridge Schemes it will form a highcapacity link between the A1, A19 andA638 and the North East motorwaynetwork.

7.51 While the current capacity of theroute is adequate the large increase intraffic flows (approximately 20% inone year at one location), theconsiderable potential for furtherdevelopment and the importance of theroute are likely to justify improvementin due course.

T2(13) M18/A614 Link Road

7.52 Lack of direct access to themotorway network to the south east ofthe Borough, coupled with theextensive sand and gravel workings tothe east of the M18, leads to quarrytraffic using the roads through thenumerous villages in this area.

7.53 A direct link to the M18 atJunction 4 from the A614 wouldrelieve the local communities ofthis environmental nuisance. The

identification of a preferred route willbe the subject of a detailed feasibilitystudy.

T2(14) M18/M180 Hatfield LinkRoad

7.54 The provision of a link road fromHatfield to the M18/M180 junction

will improve access to the strategichighway network in the Hatfield Area,reduce traffic problems in the area, andhelp stimulate economic developmentin the former colliery settlement.

7.55 The identification of a preferredroute will be the subject of a detailedfeasibility study.

HIGHWAY NETWORK

Lengths of Roadway within Doncaster Borough.(Adopted as public highway)

Motorway 60kmTrunk Road 34kmClass A Roads 95kmClass B Roads 148kmClass B Roads 206kmRural / Urban Unclassified Roads 1000km Total 1543km

Key

Fact

T 3THE FOLLOWING MINOR ROAD IMPROVEMENTS ARE PROPOSED TOTHE HIGHWAY NETWORK:

(1) NEW ROAD LINKING BRIDGE STREET WITH CHURCH STREET,THORNE.

(2) NEW ROAD LINKING FIELD ROAD WITH CHURCH STREET, THORNE.

(3) A19 ASKERN CROSSING DIVERSION, ASKERN.

SOURCE - DMBC HIGHWAY AUTHORITY

144 Doncaster Unitary Development Plan

Road. The road will also give accessto the rear of properties on King Streetallowing rear servicing and parkingwhere necessary, to properties on thesouthern end of King Street. Thedesign of the road will discourage useof the road by through traffic. This

proposal was included in the Thorne,Stainforth, Hatfield District Planadopted in 1984.

T3(3) A19 Askern CrossingDiversion, Askern.

7.61 This scheme would replace theexisting railway level crossing on theA19 by a road bridge, relieving thepotential for traffic delays on the A19.This proposal was included in the WestRiding County Development Plan (1stReview) approved in 1966.

T 4WHERE PLANNING PERMISSION IS REQUIRED FOR A NEW ROAD THEBOROUGH COUNCIL WILL ATTACH SUITABLE CONDITIONS TO ANYPERMISSION TO ENSURE THAT ADEQUATE LANDSCAPING MEASURESARE IMPLEMENTED.

7.62 This policy aims to ensure thatany new road scheme which comesunder local authority planning controlwill have appropriate landscapingmeasures taken to blend the road intoits location.

7.63 Where a road scheme is aresponsibility of the Department ofTransport and would not come underlocal authority planning control, theBorough Council will try to ensure thatany road has appropriate landscapingmeasures associated with it, throughthe consultation process.

T 5THE BOROUGH COUNCIL WILL SEEK TO ENSURE THAT ANYPROPOSALS FOR NEW DEVELOPMENT ARE LOCATED WHERE THETRAFFIC GENERATED CAN BE SATISFACTORILY ACCOMMODATED BYEXISTING HIGHWAYS AND WILL NOT CREATE OR MATERIALLY ADD TOPROBLEMS OF ROAD SAFETY, ENVIRONMENTAL QUALITY,CONGESTION, OR AMENITY.

IN THE CASE OF INDUSTRIAL AND WAREHOUSE DEVELOPMENT, ITSHOULD BE LOCATED CONVENIENTLY WITH RESPECT TO THESTRATEGIC ROUTE NETWORK AND LOCAL COMMUNITIES.

IN APPROPRIATE CIRCUMSTANCES THE BOROUGH COUNCIL WILLREQUIRE FINANCIAL CONTRIBUTIONS OR IMPROVEMENT OF THOSEROADS NECESSARY TO SERVE NEW DEVELOPMENTS, FROM THEDEVELOPER IN ACCORDANCE WITH POLICIES IMR 1 AND IMR 2.

NEW DEVELOPMENT MUST NORMALLY INCORPORATE ALL ROADSNECESSARY TO SERVE THE DEVELOPMENT DESIGNED ANDCONSTRUCTED TO APPROPRIATE STANDARDS AND SUBSTANTIALLYCOMPLETED BEFORE THAT PART OF THE DEVELOPMENT THEY SERVEIS BROUGHT INTO USE.

7.64 Developments which could beexpected to generate a significantnumber of commercial vehiclemovements, should be located so asto have easy and direct access onto thestrategic route network avoidingjourneys through environmentallysensitive areas such as residentialareas, so that traffic generated does not

create an adverse impact on unsuitableroads.

7.65 It is essential that newdevelopments can be adequatelyserved by the highway networkwithout creating significant adverseeffects in terms of road safety,environmental quality or the overall

efficiency of the network. In particular,the adverse impact on the locality andthe highway network of traffic forfreight or commuting purposes shouldbe minimised.

7.66 Similarly, where significantemployment is likely to be created, itshould be located so as to avoid high

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levels of traffic generated by journeysto work and to maximise easy accessfor employees, aid service by publictransport and potentially minimisetravel to work distances and disruptioncaused by commuting flows. This canbest be achieved where thedevelopment has direct access to thestrategic route network

7.67 Where an otherwise acceptabledevelopment is only acceptable wherehighway works are carried out, eitherwithin the site or elsewhere in the

highway network, then the developerwill be expected to meet the cost ofany necessary works.

7.68 All new development mustincorporate roads built to adequatestandard to serve the development.This will normally be to the necessarystandard for the roads to be adoptableas public highway by the LocalHighway Authority. These roads willgenerally need to be constructedbefore that part of the developmentthey serve is brought into use.

7.69 The implementation of this Policywill be carried out in line withPolicies IMR1 and IMR2 in theImplementation section of this UDP(Chapter 18). In particular, in additionto necessary infrastructure for privatetransport, consideration will be givento infrastructure needs for publictransport necessary or desirable toencourage greater use of publictransport and less reliance on theprivate car.

T 6WHEREVER POSSIBLE DEVELOPMENT SHOULD BE LOCATED SO ASTO MAXIMISE THE POSSIBILITY OF ACCESS BY PUBLIC TRANSPORT.

7.70 In order to maximise thepossibility of access to employmentopportunities by public transport, andmake such opportunities as widelyavailable as possible, and help to

reduce the level of traffic generation,employment generating developmentsshould be located close to existingpublic transport corridors, or designedand located in such a way as to

facilitate service by public transportboth to the site and within the sitewhere the scale of development makesthis desirable.

T 7THE BOROUGH COUNCIL WILL, AS APPROPRIATE, CARRY OUT ROADIMPROVEMENTS TO TACKLE ENVIRONMENTAL PROBLEMS CREATED BYTRAFFIC WITHIN THE BOROUGH. AS AN ALTERNATIVE THE BOROUGHCOUNCIL WILL CONSIDER TAKING TRAFFIC MANAGEMENT ANDTRAFFIC CALMING MEASURES FOR ENVIRONMENTAL PROTECTIONAND IMPROVEMENT WHERE OPPORTUNITIES EXIST TO IMPROVE ROADSAFETY AND ENVIRONMENTAL CONDITIONS. PARTICULAR REGARDWILL BE GIVEN TO REGULATING TRAFFIC TO MINIMISE THE ADVERSEEFFECTS OF THROUGH TRAFFIC AND HEAVY GOODS VEHICLES USINGUNSUITABLE ROADS, PARTICULARLY IN RESIDENTIAL AREAS ANDTOWN CENTRES.

7.71 The Borough Council iscontinually reviewing road safety andenvironmental problems existing onthe highway network. In some casesthese problems can best be resolvedthrough improvements to the highwayitself, however in some instances itmay be preferable in either financialor environmental terms to implementtraffic management measures aseither an alternative to, or in

support of improvements to thehighway.

7.72 These measures may be eithertraffic regulation orders to controlcertain classes of traffic in particularlocations, or relatively minor changesto the highway in order to influencedriver behaviour.Traffic Calmingmeasures will also provide increasedopportunities for safe child’s play

within Residential Areas which aredeficient in Playgrounds andrecreational areas.

7.73 When new traffic managementmeasures are proposed, the standardconsultation proceedures will enablethe local and business communitiesaffected to make representations whichwill then be taken into consideration.

T 8THE IMPROVEMENT AND POSSIBLE REDESTRIANISATION OFHEXTHORPE ROAD SHOPPING AREA WILL BE REVIEWED DURING THEPLAN PERIOD.

7.74 The realignment of Urban Roadin 1979 left the Hexthorpe Roadshopping area free from throughtraffic, it was then the Council’s

intention to pedestrianise this area andthereby extend the spine footpaththrough central Hexthorpe. Thepedestrianisation of this road is still

being considered. This wouldcomplement the environmental workcarried out in the adjacent GeneralImprovement Area.

146 Doncaster Unitary Development Plan

T 9CONSIDERATION WILL BE GIVEN TO THE RESTRICTION OF THROUGHTRAFFIC IN CARCROFT HIGH STREET; ACCESS WILL BE LIMITED TOPUBLIC TRANSPORT, SERVICE VEHICLES AND SHOPPERS’ CARS.

7.75 It would be inappropriate toexclude all traffic from Carcroft HighStreet. It is a wide road which is ableto accommodate buses, shoppers’ cars

and pedestrians. However, the areawould benefit from the reduction ofthrough traffic, a rationalisation of carparking and the introduction of paving

and landscaping. Such environmentalimprovements will be made during thePlan period.

T 10THE PEDESTRIANISATION OF CHURCH STREET, THORNE IS PROPOSEDBETWEEN ITS INTERSECTION WITH THE NEW CHURCH STREET/BRIDGE STREET LINK ROAD AND MARKET PLACE.

7.76 The pedestrianisation of this partof Church Street in Thorne, will createa more pleasant environment in thevicinity of the Market Place and be

compatible with the market, improvingpedestrian movements in the localityand creating a safer pedestrianenvironment. The scheme is only

possible following implementation ofthe new link road (Policy T3).

T 11THE BOROUGH COUNCIL WILL REQUIRE APPLICATIONS FOR MINERALWORKING OR WASTE DISPOSAL TO SHOW THAT ADEQUATE ACCESSEXISTS TO A SUITABLE HIGHWAY. ENCOURAGEMENT WILL BE GIVENTO MAKE USE OF RAIL AND WATER TRANSPORT WHERE THESE AREAVAILABLE AND APPROPRIATE TO THE SCALE OF DEVELOPMENT (SEEALSO POLICIES T34 AND T35).

7.77 Heavy goods vehicle traffic is amajor problem associated withquarrying, sand and gravel extractionand waste disposal sites. Road

improvements will be sought wherenecessary to relieve such problems.Where new development is permitted,the developer will usually be

expected to fund any necessary roadimprovements.

T 12THE BOROUGH COUNCIL WILL CONTINUE TO MINIMISE THE EFFECTOF BLIGHT ON PROPERTIES ARISING FROM HIGHWAY PROPOSALS,BY THE PURCHASE OF AFFECTED PROPERTIES IN ADVANCE OFREQUIREMENTS WHERE APPROPRIATE.

7.78 Highways schemes can affectprivate properties in spite of attemptsto avoid this through design. TheBorough Council’s general approachis to minimise the extent to whichproperties are affected.

7.79 The Borough Council’s policy isto seek to help those affected by blightfrom highway schemes by the advancepurchase of affected properties.

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T 13PROPOSALS FOR MOTORWAY SERVICE AREAS WILL NORMALLY ONLYBE PERMITTED ON SITES OUTSIDE THE GREEN BELT AND WHERE:

a) THE PROPOSAL WOULD NOT CREATE OR AGGRAVATE HIGHWAYSAFETY OR TRAFFIC MANAGEMENT PROBLEMS.

b) THE PROPOSAL SITE IS LOCATED AT LEAST 15 MILES FROM THENEAREST SIGNED MOTORWAY SERVICE AREA.

c) THE PROPOSAL COMPLIES WITH POLICY ENV 50 AND ENV 51 ANDIS DESIGNED TO MINIMISE ITS INTRUSION IN THE LANDSCAPE ANDDOES NOT CONFLICT WITH OTHER RELEVANT UDP POLICIESINCLUDING THOSE RELATING TO AREAS OF SPECIAL LANDSCAPEVALUE, CONSERVATION AND ARCHAEOLOGY.

PROPOSALS WITHIN THE GREEN BELT WILL ONLY BE PERMITTED INVERY SPECIAL CIRCUMSTANCES WHERE THE NEED FOR THEPROPOSALS IS CLEARLY DEMONSTRATED AND IT IS ALSO SHOWNTHAT THERE IS NO OTHER SUITABLE SITE AVAILABLE.

7.80 The Policy seeks to ensure thatprovision for motorway travellers forcatering and refuelling facilities can beprovided within the Borough in amanner acceptable in Traffic, HighwaySafety and Environmental terms.

7.81 Within proposed MotorwayService Areas (MSA’s) the facilitiesprovided and their general designshould reflect the requirements of theDepartment of the Environment andDepartment of Transport set out inPPG13 Annex A revised in March1994.

7.82 In particular, no rear or onwardaccess should be provided, other thanfor deliveries or use by MSA oremergency personnel. MSA’s shouldserve only the needs of Motorwayusers and should not include featureswhich would make them destinations

in their own right (such as substantialhotel, leisure or conference facilities).

7.83 It is Department of Transportpolicy to refuse direct access from aMotorway or to decline to sign from aMotorway, any MSA where this wouldbe too close to another MSA, normally15 miles in either direction. The effectof this policy is that approval of onescheme may prevent development ofanother signed MSA. In order to avoidsterilisation of a neighbouringpotential site the Borough Councilmay impose a condition on anyplanning permission requiringdevelopment to begin within aspecified timescale shorter than 5years.

7.84 Wherever an MSA is proposed,careful consideration will be given toits impact on the surrounding area and

suitable conditions imposed on anyplanning permission granted tominimise its impact, particularly inrespect of visual intrusion, noise andvehicle emissions.

7.85 Government guidance on thedevelopment of Motorway ServiceAreas emphasises the role of planningauthorities in identifying the optimumlocation for these facilities, both toprovide for the needs of motorists andto guide developers towards areas thatdo least damage to the landscape.”“The Borough Council considersjunction 3 to be an appropriate locationfor an M.S.A. on the M18. As a localplanning authority it has formallysupported the provision of an M.S.A.on the M18 at junction 3, havingresolved to approve a planningapplication. This proposal now hasoutline planning consent.

T 14DEVELOPMENT OF ANY AREA WHICH BECOMES SURPLUS TO THEREQUIREMENTS OF THE MOTORWAY SERVICE FACILITIES WILL BELIMITED TO THOSE USES WHICH ARE COMPATIBLE WITH THE MAINBUSINESS OF SERVICING THE MOTORWAY AND ITS USERS. SERVICEACCESS FROM THE LOCAL ROAD NETWORK WILL NOT PROVIDEGENERAL ACCESS TO THE MOTORWAY.

7.86 This policy is considerednecessary to reduce the conflict ofinterests within the sites and to limitthe type of traffic generated by them.The locations may be attractive to

many types of commercial orindustrial undertakings and to allowtoo great a variety of use could lead totraffic and road safety problems. Itmay also be necessary to consider any

future changes to government policyrelating to motorway service areaprovision.

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CAR PARKING

ST3PARKING NEEDS WILL CONTINUE TO BE MET THROUGHOUT THEBOROUGH, PARTICULARLY WITHIN TOWN CENTRES AND WITHINNEW DEVELOPMENT AS APPROPRIATE, BALANCED WITH THE NEEDTO CONTAIN TRAFFIC MOVEMENTS, PROVIDE SAFE ANDATTRACTIVE PEDESTRIAN ENVIRONMENTS AND SECUREENVIRONMENTAL IMPROVEMENTS.

7.87 The Borough Council haveproduced car parking standards as anaid to developers and others in theassessment of potential projects. Thecriteria reflect the factors whichgenerate car parking requirements andother factor which may be relevant toa specific geographic area. Theseinclude:

a) The scale and nature of thedevelopment

b) The likely availability of alternativeparking

c) The degree to which the general areais served by public transport

d) The extent to which on-streetparking in the vicinity of thedevelopment can take place withoutdetriment to amenity or highwaysafety.

e) The capacity of the local highwaynetwork.

7.88 The Borough Council’s policiesfor car parking in the Borough includethe promotion of park and ridefacilities both road and rail based, inorder to relieve pressure on the towncentre.

7.89 Parking policies generallysupport the economic life of theBorough, particularly the town centre,by the provision and accommodationof adequate parking facilities withoutdetriment to road safety, traffic flowor the environment.

7.90 Outside the town centre, in orderto provide for reasonable conveniencefor private car users it is desirable thatan adequate level of car parkingprovision is made as close as possible

to the places that people want to go.

7.91 Within the town centres thegrowth in the use of the private car iscontinuing, to the extent that it isbecoming impossible to cater for thepotential demand as well as maintainacceptable environmental conditionsand reasonable levels of traffic flow.

7.92 The Borough Council intends toadopt a balanced and integratedpackage of transportation measuresincluding traffic management, publictransport and car parking policies toachieve environmentally acceptableconditions. these policies will aim toimprove the attractiveness of carparksparticularly for shoppers, and toencourage greater use of publictransport especially for commuting.

T 15THE BOROUGH COUNCIL WILL NORMALLY REQUIRE NEWDEVELOPMENTS TO PROVIDE FOR PARKING IN ACCORDANCE WITHTHE COUNCIL’S STANDARDS.

7.93 The Borough Council’s currentcar parking standards are contained inAppendix 7.2. Any developer willnormally be expected to meet therequirements appropriate to theirdevelopment. The standards areprovided as a guide and in exceptionalcircumstances their requirements maybe varied to reflect the criteria set outin paragraph 7.87 above, as they relateto a particular development.

7.94 All new car parking areas mustbe designed and located so that theydo not adversely affect visual amenityand include adequate landscaping andsuitable treatment so as to reduce thevisual impact of large areas of hardsurfacing. Their detailed design mustalso include satisfactory access to thehighway in terms of road safety andhave a convenient and safe internalcirculation and layout which will not

lead to congestion on the publichighway.

7.95 The Borough Council is currentlyreviewing its Parking Standards as partof a comprehensive approach to

Parking Strategy. It is intended toproduce the revised standards asSupplementary Planning Guidance in1998. As part of thei process detailedpublic consultation will be carried outprior to adoption of revised standards.

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T 16THE BOROUGH COUNCIL WILL CONTINUE TO PROVIDE FOR PARKINGNEEDS IN TOWN CENTRES AND DISTRICT CENTRES IN ORDER TOMAINTAIN THE ATTRACTION AND CONVENIENCE OF THE CENTRES TOSHOPPERS AND OTHER VISITORS. THE LEVEL OF PROVISION WILLBE BALANCED AGAINST THE NEED TO CONTAIN TRAFFIC MOVEMENTWITHIN THE TOWN CENTRES TO PROVIDE A SAFE AND ATTRACTIVEPEDESTRIAN ENVIRONMENT AND SECURE CONTINUINGENVIRONMENTAL IMPROVEMENTS.

7.96 The Borough Council accepts theneed for provision to be made for carparking within town centres to caterparticularly for shoppers and othervisitors. Accessibility and convenience

are only two of the elementscontributing towards the overallattractiveness of town centres. Otherfeatures such as safety, pollution andgeneral appearance are equally

important in achieving a centre whichis attractive to users arriving with orwithout a car. These elements aregenerally enhanced by reducing thelevel of traffic within central areas.

T 17A NEW CAR PARK IS PROPOSED IN THORNE, ADJACENT TO THE LINEOF, AND TO THE SOUTH WEST OF THE PROPOSED FIELD ROAD TOCHURCH STREET LINK ROAD.

7.97 The new link road (Policy T3)will create the opportunity to providea car park to the south west. TheBorough Council will expect any new

commercial development off the newlink road to provide car parking andwill seek contributions towards thedevelopment of a new car park.

Provision of the car park will free sitescurrently in use as informal car parkselsewhere in Thorne Town Centre.

T 18WITHIN OR CLOSE TO TOWN CENTRES CAR PARKING WILL BECONTROLLED AND EXISTING ON-STREET OR CENTRALLY LOCATEDCAR PARKS ENCOURAGED TO CATER FOR SHORT STAY PARKING. LONGSTAY PROVISION WILL BE LOCATED ON THE PERIPHERY OF THEPRINCIPAL SHOPPING AREAS.

7.98 In order to maintain accessibilityfor short term visitors, particularlyshoppers, and reduce trafficcongestion in the central areas of towncentres, the car parking closest toshopping areas should where possibleencourage short term parking. Long

stay facilities should be located furtherfrom the centre and in areas moreaccessible to vehicles without causingundue congestion or detracting fromthe pedestrian environment of thecentres. Supporting measures toaccompany this policy will include the

enforcement of parking restrictionsand the setting of an appropriate levelfor parking charges, where this iswithin the Council’s control, todiscourage longer-stay parking incentral locations, leaving those carparks to cater for short-stay use.

T 19WITHIN RESIDENTIAL AREAS, CAR PARKING FOR NON-RESIDENTIALPURPOSES WILL BE RESTRICTED BOTH ON AND OFF STREET, WHEREIT IS LIKELY TO HAVE AN ADVERSE IMPACT ON THE RESIDENTIALAMENITY OF AN AREA.

7.99 Some residential areas of theBorough are particularly vulnerable toon-street parking by non-residents. Inareas where the level of on-streetparking is having a significantly

adverse impact on the level ofresidential amenity the BoroughCouncil will consider takingappropriate measures to lessen theproblem through for example the

introduction of residents’ parkingschemes or other traffic managementmeasures.

T 20THE BOROUGH COUNCIL WILL PROTECT PARKING AREAS AT RAILWAYSTATIONS WHICH PROVIDE A “PARK AND RIDE” FACILITY FROM OTHERFORMS OF DEVELOPMENT.

150 Doncaster Unitary Development Plan

7.100 As part of an overall attempt toprovide an integrated transportnetwork within the Borough, it isimportant that facilities exist to enablepeople to change between one mode

of transport and another. The BoroughCouncil encourages the use of publictransport in preference to private carsin order to lessen congestion,especially in town centres. It is

therefore essential that existingfacilities to enable people to leave theircars at railway stations are preserved.

T 21THE BOROUGH COUNCIL IN ASSOCIATION WITH THE PASSENGERTRANSPORT AUTHORITY, WILL ENCOURAGE ADDITIONAL PARK ANDRIDE FACILITIES LINKED TO BOTH RAIL AND BUS TRANSPORT.

7.101 In addition to Policy T21 it isimportant to extend parking facilitieswhere the opportunity and resourcespermit, close to public transportfacilities. The provision of park andride facilities could provide anattractive alternative to the provisionof additional parking spaces within thecongested town centre area ofDoncaster, and take pressure off the

already congested highway networkinto Doncaster town centre.

7.102 It is important in order for parkand ride schemes to succeed that theyare seen as a quicker or cheaper routeinto the Town Centre than the use ofthe private car. Any park and ridescheme needs to be developed inconjunction with a combination of

measures to discourage private carscoming into the Town Centre, such asincreased parking fees or parkingrestrictions and traffic managementmeasures to enable public transport totravel into the Town Centre with asignificant journey time advantageover the private car.

T 22THE BOROUGH COUNCIL WILL USE ITS POWERS TO ENSURE THESATISFACTORY LOCATION, OPERATION AND ACCESS TO HIGHWAYSFOR HEAVY GOODS VEHICLES (HGV’S) BASES.

7.103 Commercial vehicle operatingcentres are a particular source ofnuisance in residential areas whereamenity should be protected. Accessto main roads is an important factor in

their satisfactory location. The LocalAuthority has powers under thePlanning and Transport Acts to controlcertain aspects of the operation offreight businesses, and will continue

to use these powers. The BoroughCouncil will continue to exercise itspowers under these acts to ensure thatHGV’s do not park overnight or whennot in use in residential areas.

T 23THE BOROUGH COUNCIL WILL ENCOURAGE THE PROVISION OFPARKING FACILITIES FOR HEAVY GOODS VEHICLES ATENVIRONMENTALLY SUITABLE LOCATIONS

7.104 Heavy goods vehicles oftencreate problems of obstruction, noiseand poor environment when parked on

the highway. Where a need isidentified appropriate facilities forHGV’s will be considered, so as to

limit the penetration of these vehiclesinto unsuitable areas.Any such facilitywill need to be located so as

PUBLIC TRANSPORT

ST4THE BOROUGH COUNCIL WILL PROMOTE AND SEEK TO SECUREIMPROVED PUBLIC TRANSPORT SERVICES AND FACILITIESTHROUGHOUT THE BOROUGH IN CONSULTATION WITH THE SOUTHYORKSHIRE PASSENGER TRANSPORT AUTHORITY.

7.105 Since de-regulation of busservices in 1986, public transport hassuffered from a steady decline inusage, particularly in Doncaster.

7.106 The South Yorkshire PassengerTransport Authority (SYPTA) hasresponsibility for determining policyoverall and supporting public transport

services throughout South Yorkshire.The Borough Council intends tosupport the SYPTA in maintaining andimproving the public transportnetwork throughout Doncaster.

7.107 A number of bus services areprovided commercially, and wheregaps in the service are identified and

considered necessary for the operationof a comprehensive or sociallynecessary service, these additionalservices are supported financially bythe SYPTA.

7.108 The problems caused by peakhour traffic congestion can best besolved by providing attractive

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alternatives to the private car,particularly for trips to the town centre.

7.109 Public Transport also plays asignificant role in improving airquality by reducing the need anddemand for car based travel in linewith the basic objective of protectingand improving the Environment set

out in Chapter Two.

7.110 Public transport will remain avery important element of overalltransport policy, particularly as asubstantial proportion of thepopulation of Doncaster do not haveuse of a car. Particular groups ofpeople including the elderly and the

young rely heavily on public transport.

7.111 In addition to the financialsupport for part of the bus network theSYPTA also supports financially thelocal rail network throughout SouthYorkshire and public transportinfrastructure such as bus stations andrailway stations.

T 24THE BOROUGH COUNCIL WILL SUPPORT AND ENCOURAGE THEDEVELOPMENT OF INNOVATIVE FORMS OF PUBLIC TRANSPORT. INPARTICULAR CONSIDERATION WILL BE GIVEN TO IMPLEMENTING SUCHMEASURES ALONG A PUBLIC TRANSPORT CORRIDOR FROMDONCASTER TOWN CENTRE TOWARDS BENTLEY AND FROMDONCASTER TOWN CENTRE TO THE DOME.

7.112 In order to encourage greater useof public transport and help reduce theuse of private vehicles, more efficientand attractive public transport needsto be provided. This should be able tooperate without being delayed unduly

by general traffic conditions and alsobe able to operate without creatingadverse environmental conditions suchas due to pollution, noise or visualintrusion due to excessive or poorlydesigned infrastructure.

7.113 A variety of innovative forms ofpublic transport could be investigatedsuch as Dual Mode Vehicles operatingprimarily on electric powersupplemented by a diesel engine.

T 25THE BOROUGH COUNCIL, IN CONSULTATION WITH THE SOUTHYORKSHIRE PASSENGER TRANSPORT AUTHORITY WILL SUPPORT THECARRYING OUT OF INTEGRATED TRANSPORT STUDIES ALONGIDENTIFIED PUBLIC TRANSPORT CORRIDORS TO ASSESS FUTUREOPTIONS FOR PUBLIC TRANSPORT PROVISION. THE NEED FOR FASTAND EFFICIENT PUBLIC TRANSPORT WILL BE BALANCED WITH THEREQUIREMENT TO CATER FOR PRIVATE VEHICLES.

7.114 The Borough Council wishes tosee greater use made of publictransport so as to reduce congestionand help create improvedenvironmental conditions, particularlyin urban areas. In conjunction with

other policies, increasing theadvantages buses have over the privatecar, improvements to the local railnetwork and park and ride facilitiescan all help. Traffic managementmeasures to give buses priority over

cars in congested conditions can becrucial. The possible alternativesalong the main transport corridorswhere congestion is greatest need tobe assessed in detail to establish abalanced approach.

T 26THE BOROUGH COUNCIL WILL ENCOURAGE THE UPGRADING OFLOCAL RAIL SERVICES SO THAT THEY PROVIDE AN ATTRACTIVEALTERNATIVE TO THE PRIVATE CAR.

7.115 The Borough Council will assistwhere possible, the role of the SYPTAin improving the local rail networkthroughout Doncaster. Particularattention will be given to the provision

of additional stations in appropriatelocations and to improving facilitiesfor car parking at existing stations.

7.116 Where appropriate the potential

for existing mineral railway lines to beopened up for passenger traffic will beexamined as a means of providingimproved local rail services.

T 27THE BOROUGH COUNCIL WILL SUPPORT THE PROVISION BY THE SYPTAOF NEW RAILWAY STATIONS IN BALBY AND ASKERN.

7.117 The SYPTA have recentlyconstructed new railway stations atKirk Sandall, Bentley and Adwick toserve the local rail network. The

station at Adwick opened in 1993incorporates parking facilities toencourage its use as an alternative tothe private car. The Borough Council

will support further expansion of thelocal railway network by the provisionof further stations at Balby and Askern.The Borough Council will also

152 Doncaster Unitary Development Plan

investigate the feasibility of providingstations at Norton, Rossington andMoorends.

T 28THE BOROUGH COUNCIL WILL SUPPORT AND ENCOURAGE THEPROVISION OF BUS SERVICES IN BOTH URBAN AND RURAL AREAS,AND CONSIDREATION WILL BE GIVEN WITHIN THE EXISTING HIGHWAYAND IN NEW HIGHWAY SCHEMES TO MINIMISING THE EFFECTS OFTRAFFIC CONGESTION ON THE PUBLIC TRANSPORT NETWORKS.

7.118 Where congestion on theexisting highway network exists andis significantly delaying buses,consideration will be given to methodsof minimising the effects of congestionon buses. As part of new highwayschemes consideration will be given

to the movement of buses.

7.119 Doncaster Borough includes amix of urban and rural areas where theneeds of public transport users, and theproblems associated with providing a

public transport service varysignificantly. The Borough Councilwill support measures to meet theneeds of all areas and users in theBorough as appropriate and resourcesallow.

T 29THE BOROUGH COUNCIL WILL SUPPORT THE IMPROVEMENT BY THESYPTA OF THE DONCASTER SOUTHERN BUS STATION.

7.120 A continuing programme ofimprovements to the public transportinfrastructure has includedimprovement to the DoncasterNorthern Bus Station and a new BusStation in Mexborough. The BoroughCouncil wish to see this programmecontinued through improvement to the

Southern Bus Station to create acomfortable convenient and visuallyattractive facility in the Town Centre.

7.121 The Southern Bus Station is inan important position on the edge ofthe Waterdale Shopping Centre, whichitself would benefit from

improvements to enhance itsattractiveness. It is likely as part ofwider traffic management measuresthroughout the town centre that thisBus Station will become a moreheavily used focus of bus routes in theTown Centre.

T 30THE BOROUGH COUNCIL WILL SEEK TO PROTECT EXISTING RAILALIGNMENTS FROM ANY FORM OF NON-TRANSPORT RELATEDDEVELOPMENT, ESPECIALLY WHERE THERE IS A REASONABLECHANCE THAT SUCH ROUTES MAY BE PUT TO USE IN THE FUTURE.

7.122 Rail alignments even when nolonger required as part of the currentrail network provide a resource interms of linear routes, free of

obstruction which is not easilyreplaceable once lost. They do have anumber of valuable uses related towalking, cycling and recreational

enjoyment, and often have thepotential for future highwayconstruction along an unobstructedroute.

T 31THE BOROUGH COUNCIL WILL CONTINUE TO ENCOURAGE THEDEVELOPMENT OF COMMUNITY TRANSPORT INITIATIVES.

7.123 The Borough Council willcontinue to encourage and support inconjunction with the SYPTA,initiatives to make public transportaccessible to all, and in particularthose with particular difficulties,

such as the mobility handicapped.

7.124 A Mobility Bus networkoperates on regular routes throughoutthe Borough supported by SYPTA.Doncaster Community Transport and

some voluntary bodies currentlyprovide complimentary services to themobility bus funded by SYPTA, UrbanProgramme and voluntary donations.

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TRANSPORT FACILITIES

ST5THE BOROUGH COUNCIL WILL KEEP ALL TRANSPORT FACILITIESUNDER REVIEW TO ENSURE THAT THEIR POTENTIAL IS FULLY USEDTO MEET THE TRANSPORT NEEDS OF THE BOROUGH.

7.125 Throughout the Borough thereare a number of transport facilities notdirectly related to either the highwaynetwork or rail network which canmake a significant contribution to

transportation requirements. Theseinclude for example the canal system.

7.126 The demand arising in theBorough for air travel, and how this

may be met also needs to beconsidered as well as alternativemethods of transportation which maybe relevant to specific circumstances.

T 32FOR DEVELOPMENT PROPOSALS INCORPORATING ROAD HAULAGE OFMATERIALS OF SUBSTANTIAL VOLUME, IT MUST BE DEMONSTRATEDTO THE LOCAL PLANNING AUTHORITY THAT ALTERNATIVE MODES* OFTRANSPORT HAVE BEEN CONSIDERED AND ASSESSED TO BE EITHERENVIRONMENTALLY UNACCEPTABLE OR IMPRACTICAL.

7.127 Where road haulage cannot beavoided agreement will be sought, and

where appropriate, conditions imposedto define traffic routes and establish

other necessary environmental andtraffic management controls.

* (i.e. Rail, Waterway, Conveyor (over or underground) or Pipeline).

T 33THE BOROUGH COUNCIL WILL ENCOURAGE/PROMOTE THE USE OFTHE RAIL NETWORK FOR FREIGHT MOVEMENT. IN PARTICULAR WHEREDEVELOPMENT PROPOSALS COULD BE EXPECTED TO GENERATE ASUBSTANTIAL VOLUME OF FREIGHT, IT MUST BE DEMONSTRATED THATTHE USE OF THE RAIL NETWORK IS EITHER ENVIRONMENTALLYUNACCEPTABLE OR IMPRACTICAL.

7.128 The use of the rail network formovement of freight, particularlywhere large volumes are involved, canoffer significant advantages in terms

of speed and the avoidance of trafficcongestion. There are also significantenvironmental benefits possible byreducing the number of Heavy Goods

Vehicles on roads, particularly wherethey would pass through sensitiveareas such as residential districts, interms of noise and pollution.

T 34THE BOROUGH COUNCIL IN PARTNERSHIP WITH THE PRIVATE SECTORWILL PROMOTE AND DEVELOP A ROAD/RAIL FREIGHT INTERCHANGEFACILITY AT DONCASTER CARR.

7.129 A site is identified well relatedto the primary road network andin particular the motorway system,and adjoining the East Coast MainLine, where freight handlingfacilities to enable the interchangebetween road and rail to

take place, are to be developed.

7.130 The facility is anticipated to beof particular value with the opening ofthe Channel Tunnel to enable trains tobe assembled containing freight frommore than one source for distribution

throughout Europe. It is envisagedthat the facility will be of benefitregionally making use of the existing,excellent rail and road connections tothe site.

T 35THE NEED FOR AIR TRANSPORT FACILITIES FOR BOTH PASSENGERSAND FREIGHT TO AND FROM DONCASTER WILL BE KEPT UNDERREVIEW

7.131 This review will include both theneed for improved facilities within theBorough and improved links to

existing facilities elsewhere. At thepresent time there is no major civilairport in the Borough. However

airports at East Midlands, Manchester,Leeds/Bradford and Humberside arerelatively close and a further airport is

154 Doncaster Unitary Development Plan

being developed in the Lower DonValley at Sheffield. These facilities atthe present time generally meet the

needs of the Borough, however accessto these facilities may need to beassessed and improved. The possible

future civil use of R.A.F. Finningleymay also be a possibility within thePlan Period.

T 36WITHIN THE AREA OF FINNINGLEY AIRFIELD, AS DEFINED ON THEPROPOSALS MAP, THE BOROUGH COUNCIL WILL SUPPORT THECONTINUED OPERATIONAL DEVELOPMENT OF THE AIRFIELD BY THEMINISTRY OF DEFENCE OR ITS DUAL USE FOR CIVIL AVIATIONPURPOSES.

IN THE EVENT OF CLOSURE OF THE AIRFIELD IN WHOLE OR IN PART,THE BOROUGH COUNCIL WILL CONSIDER PROPOSALS FOR THEALTERNATIVE USE OF THE LAND OR BUILDINGS, THROUGH THEPREPARATION OF A PLANNING BRIEF FOR THE SITE, AND IN RELATIONTO THE FOLLOWING:

(a) THE POLICIES AND PROPOSALS OF THE UDP.

(b) SURROUNDING LAND USES.

(c) AMENITY AND ENVIRONMENTAL CONSIDERATIONS.

7.132 Finningley Airfield ceasedoperational use by the RAF towardsthe end of 1995. It is however stillcontrolled by the Ministry of Defencealthough its disposal is anticipatedduring the life of the UDP. Whilst there

is no requirement for planningpermission for development on Crownland, there is an establishedconsultation procedure relating toCrown land and Crown development(currently set out in Department

of the Environment Circular 14/84).

7.133 The Borough Council willrespond to any consultations in thecontext set out in the above policy.

T 37SUPPORT WILL BE GIVEN TO THE CONTINUED DEVELOPMENT ANDIMPROVEMENT OF THE SOUTH YORKSHIRE AND THE STAINFORTH-KEADBY CANALS FOR BOTH FREIGHT MOVEMENT AND RECREATIONALUSE.

7.134 The South Yorkshire Canal linksSheffield to the Humber estuary atGoole via a 37.5 mile (60 km) longcanal. The canal has been improvedand modernised to take craft upto 700tonnes as far as Rotherham. The canalruns through the centre of the Boroughclose to the Town Centres ofMexborough and Doncaster.

7.135 The Stainforth-Keadby Canallinks the South Yorkshire Canal atStainforth to the river Trent at Keadby.The canal is approximately 15 miles(24 km) long and passes close to thecentre of Thorne and Stainforth.

7.136 Both canals provide theopportunity for bulky freight to bemoved with few adverseenvironmental effects. In addition

PUBLIC RIGHTS OF WAY

ST6THE BOROUGH COUNCIL WILL SEEK TO PROTECT AND DEVELOPEXISTING NETWORKS FOR PEDESTRIANS, CYCLISTS AND OTHERUSERS. THE NEEDS OF PARTICULAR CATEGORIES OF USERSTOGETHER WITH THE VIEWS OF LAND OWNERS AND OCCUPIERS OFLAND WILL BE FULLY CONSIDERED IN THE DESIGN OF HIGHWAYSAND TRAFFIC MANAGEMENT SCHEMES.

both canals provide an opportunity forwater based recreation to be developedand the potential for tourism relateddevelopment (Policy TO2).

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7.137 There are currentlyapproximately 280 miles (450 km) ofpublic rights of way recorded on theDefinitive Map for the Borough.Approximately 75% of these arefootpaths and 21% bridleways.

7.138 The Definitive Map wasprepared in 1952 with no subsequentreview. Its review is necessary so asto provide a true record of public rightsto use a legally protected network.

7.139 In addition to the existingDefinitive Map, there are a number ofclaimed rights of way, which may ormay not become accepted as legalrights of way in the course of theBorough’s review of the network.

7.140 The rights of way in the Boroughare generally well used around urbanareas, but less so in the outlying ruralareas, particularly in the north east ofthe Borough. The development of the

rights of way network and its carefulmanagement both as part of the publichighway and as a recreational resourceis therefore important.

7.141 As part of a continuingcampaign to promote access to thecountryside the Borough Councilproduces information leaflets to giveinformation on circular walks andvarious long distance routes makinguse of existing public rights of way.

T 38THE BOROUGH COUNCIL WILL CONTINUE TO PROTECT AND WHEREPOSSIBLE EXTEND THE EXISTING NETWORK OF FOOTPATHS,BRIDLEPATHS AND OTHER ROUTES OVER WHICH THE PUBLIC HAVERIGHTS OF WAY. THIS NETWORK WILL BE MAINTAINED TO A SUITABLESTANDARD AND IMPROVED WHERE POSSIBLE.

7.142 Public rights of way provide avaluable resource both for residents ofDoncaster Borough and visitors to thearea. The Borough Council will seekto develop the network inorder to maximise its potential.

7.143 The Borough Council willundertake the review of the DefinitiveMaps and Statements of Public Rightsof Way in accordance with the

published Statement of Prioritieswhich may be reconsidered andamended as necessary.

7.144 Where opportunity exists toextend the rights of way network,through either dedication or thecreation of permissive paths theBorough Council will pay particularattention to the creation of circularwalks, long distance walks and the

integration of existing rights of wayinto a readily usable network to enablemaximum use and value to be obtainedfor recreational purposes.

7.145 The Borough Council willcontinue to carry out its statutoryobligations to protect the publics rightsover the Public Right of Way network.

T 39* A NEW FOOTPATH WILL BE CREATED FROM THE WESTERN SIDE OFLADY PITT’S BRIDGE ADJACENT TO SWAITHE DYKE TO LINK WITH THEDISUSED RAILWAY LINE EAST OF GROVE AVENUE.

* A FOOTPATH WILL BE CREATED FROM WEST BESSACARR TO WHITEROSE WAY VIA SHORT LANE.

7.146 A new footpath is necessary tolink existing footpaths in theSprotbrough area with those inBentley. The proposed footpath willalso provide improved links from theYork Road area into the proposedLinear Park (Policy RL5(13)).

7.147 The Borough Council togetherwith the Yorkshire Wildlife Trustintend to create a footpath link fromthe substantial housing area of WestBessacarr through to White Rose Way,along the northern edge of the PottericCarr Nature Reserve.

The link will help form the buffer areabetween the Nature Reserve and theLeisure Park (Policy RP2) and willcreate a convenient route for residentsof West Bessacarr to the main entranceof the Nature Reserve.

T 40WHERE NEW DEVELOPMENT AFFECTS A PUBLIC RIGHT OF WAY ITWILL GENERALLY BE A REQUIREMENT OF THE BOROUGH COUNCILTHAT THE RIGHT OF WAY IS RETAINED. WHERE A RIGHT OF WAY ISAFFECTED THE DEVELOPMENT SHOULD BE DESIGNED IN ORDER TOGIVE AN ATTRACTIVE AND LANDSCAPED ROUTE FOR THE RIGHT OFWAY THROUGH THE DEVELOPMENT.

7.148 Public Rights of Way provide avaluable recreational resource andform an integral part of the publichighway which should not as a generalrule be disrupted by developmentproposals.

7.149 Development of land however,

can lead to a loss of a rural setting forpaths, lessening recreational value, andcan often isolate people fromsurrounding countryside if publicaccess is not fully considered.

7.150 Where new developmentproposals on the urban fringe / edge

takes place every opportunity will betaken to connect existing public rightsof way with the urban highwaynetwork in order to protect andincrease access into the countrysidefrom urban areas.

156 Doncaster Unitary Development Plan

T 41WHERE EXCEPTIONALLY DEVELOPMENT LEADS TO THE DIVERSIONOF A PUBLIC RIGHT OF WAY AROUND A DEVELOPMENT, A SUITABLEALTERNATIVE ROUTE MUST BE ESTABLISHED. DEVELOPMENT WILLNOT NORMALLY BE ALLOWED TO LEAD TO CLOSURE OF A PUBLICRIGHT OF WAY WITHOUT A SUITABLE REPLACEMENT ROUTE BEINGESTABLISHED.

7.151 In exceptional circumstancesthe advantages of allowing adevelopment to proceed may lead to

the need to divert a public right of wayto accommodate the development. Insuch circumstances an alternative right

of way on a more suitable andattractive route must be provided.

T 42THE COUNCIL WILL SEEK TO ESTABLISH AND DEVELOP ACOMPREHENSIVE NETWORK OF CYCLE ROUTES AND FACILITIES TOPROVIDE ROUTES WITHIN URBAN AREAS AND A NETWORK OFRECREATIONAL CYCLE ROUTES LINKING TO URBAN AREAS, INACCORDANCE WITH A CYCLING STRATERGY AND ACTIONPROGRAMME.

7.152 Cycling is already a significantmode of transport, and use of cyclescan be expected to increase due to theirlow cost, ability to avoid congestionand shorten journey times, an increasein health awareness, their non-pollutant nature and an increasingacceptance of cycles as a legitimateform of transport.

7.153 Their use at present issuppressed by a perception of dangerassociated with their use, coupled withfew facilities designed to help thecyclist.

7.154 It is intended that a network ofsafe cycle routes be establishedutilising existing lightly traffickedroads, disused railway lines, newroutes and short links with trafficjunction improvements, trafficcalming measures, cycle gates androute signing. Such a network will bedesigned to provide direct, safe routesfor cycle journeys to main urbanfacilities particularly Doncaster TownCentre, where they can provide analternative to traffic conditions wherecyclists are particularly vulnerablesuch as busy roads and largeroundabouts.

7.155 The increase in cycle ownershipand awareness of the health benefitsof cycling has increased the demandfor recreational cycling over recentyears. Doncaster Borough has manyopportunities to develop recreationalroutes, being relatively flat withattractive landscape, waterways and a

network. In establishing such anetwork the following factors will beconsidered:i) creation of circular routes of

varying length.

ii) accessibility from urban areas.

iii) features of interest.

iv) safe routes using traffic free orlightly trafficked routes.

v) variety along the route.

number of existing countryside lanesand bridleways.

7.156 Countryside areas frequentlyenvelope urban areas and are accessedby green lanes, bridleways and lightlytrafficked rural roads. In additiondisused railways, and canal towpathsprovide further potential fordeveloping recreational routes. TheBorough Council will seek to linkexisting routes and develop new routeswhere appropriate, into a cycleway

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T 43THE NEEDS OF CYCLISTS WILL BE CONSIDERED IN RELATION TODEVELOPMENT PROPOSALS AND IN THE DESIGN OF HIGHWAYS ANDTRAFFIC MANAGEMENT SCHEMES TO ENSURE SAFETY ANDCONVENIENCE IN PARTICULAR, THE BOROUGH COUNCIL WILL SEEKTO:

a) IMPROVE SIGNING TO ENCOURAGE THE USE OF SAFE ROUTES

b) MAKE INFORMATION AVAILABLE ON SAFE ROUTES AND OTHERFACILITIES

c) MAKE PROVISION FOR SECURE CYCLE PARKING FACILITIES INMAJOR DEVELOPMENTS, DONCASTER TOWN CENTRE, SMALLTOWN AND DISTRICT CENTRES, AND LOCA NEIGHBOURHOODCENTRES.

7.157 In order to encourage cycliststo use cycle routes, sufficientinformation needs to be available topotential users.

7.158 In addition signing is necessaryon cycle routes to help define the routefor its users, and as a reminder to otherusers that cyclists are likely to be usingthe highway.

7.159 Where major developments takeplace, developers will be expected toprovide for potential users includingcyclists. Facilities that should besought include adequate cycle parking,links to adjacent cycles routes, cyclelanes and directional signs.

7.160 Cyclists are particularlyvulnerable when accidents occur and

new highway and traffic managementschemes will ensure that cyclists areadequately catered for through avariety of measures appropriate to thescale of the scheme. Such measuresshould allow safer conditions to beachieved, exploit where possible, theopportunity to create shorter moredirect routes and their inclusion into awider cycles route network.

T 44THE BOROUGH COUNCIL WILL DEVELOP AND PROMOTE THE CREATIONOF THE TRANS PENNINE TRAIL IN DONCASTER BOROUGH. THIS MULTIPURPOSE RECREATIONAL ROUTE WILL FORM PART OF THE ROUTEOF THE TRANS PENNINE TRAIL LINKING SOUTHPORT TO HULL.

7.161 The Trans-Pennine Trail is along distance cycleway, footpath andbridlepath network running from Hullover the Pennines to Liverpool andSouthport, with connection to severalother northern cities.

7.162 The Borough Council has joinedwith 29 other local authorities acrossthe North of England to pursue thedevelopment of the Trans-PennineTrail in conjunction with the voluntarysector, developers, Parish Councils,and the Countryside Commission

7.163 The Trail enters Doncaster

Borough from Selby near Sykehouseand crosses into the Borough ofRotherham at Bolton Common. Theroute will provide a local recreationalfacility and a tourist feature. TheBorough Council, in co-operation withthe other local authorities along theroute, will continue to implement theproject and encourage the provision ofsupporting facilities along the route.

7.164 The route of the Trans PennineTrail is shown on the Proposal Maps.However, on occasions, it may benecessary to divert the route from thepreferred route in order to meet

committments to opening the route andto ensure a continual route availablefor public use. The location of theTrans-Pennine route will bedetermined in relation to the followingcriteria:i) seeking to link in proposed and

existing tourist attractionsii) utilize the most attractive

rights of wayiii) provide good connection to

urban areas enablingmaximum use by Doncasterresidents

iv) make best use of availableresources.

T 45THE BOROUGH COUNCIL WILL SEEK TO PROVIDE THE CYCLE ROUTESDETAILED IN THE COUNCIL’S CYCLING ACTION PROGRAMME. THECYCLE ROUTES ARE SHOWN ON THE PROPOSALS MAPS AND ARETHE BEST ROUTES KNOWN TO MEET THE THE ROUTE DESCRIPTIONSIN APPENDIX 7.3. THE IMPLEMENTATION OF THE ROUTES MAY DEVIATEFROM THOSE SHOWN WHERE IT IS NESCESSARY TO BRING ABOUTEFFECTIVE IMPLEMENTATION OF THE ROUTES.

158 Doncaster Unitary Development Plan

7.168 The Borough Council considerthat a balanced and integratedtransport network is needed so as tomaximise travel opportunities andencourage the efficient and effectiveuse of transport resources. It isimportant to achieve the advantagesoffered by public as well as privatetransport and to recognise the

T46DEVELOPMENTS WHICH WOULD BE EXPECTED TO GIVE RISE TO THEMATERIAL INCREASE IN THE USE OF RIGHTS OF WAY WHERE THEYCROSS RAILWAY LINES ON THE LEVEL, MUST NORMALLY SHOW THATALL CONSIDERATIONS HAVE BEEN TAKEN INTO ACCOUNT TO ENSURETHE SAFE USE OF THE CROSSING (IF APPROPRIATE) INCLUDINGCONSULTATIONS WITH THE APPROPRIATE RAILWAY AUTHORITY.

7.167 Developments close to rightsof way which cross railway lines atuncontrolled level crossings can beexpected to affect the numbers of

TRANSPORT INTEGRATION

ST7THE BOROUGH COUNCIL WILL SEEK TO PROMOTE AND ENCOURAGESCHEMES WHICH LEAD TO BETTER INTEGRATION OF TRANSPORTMODES AND INTERCHANGE FACILITIES.

people using the cossing. Where thischange could materially increaseusage there may be safety implicationswhich should be a material

consideration when assessing anyplanning application.

fundamental interaction betweentransport and land use development.

7.169 Policies developed, relate tothese requirements. For examplePolicy T35 proposes the establishmentof a road/rail freight interchange.Policies T21 and T22 support Park andRide facilities to enable public and

private transport interchanges to bemade easily. Other policies promotean efficient highway network balancedwith public transport provision. Therole of Doncaster Town Centre as atransport interchange between buses,rail, the private car and pedestrians iscovered in Chapter 15.

7.165 Details of the Council’s CyclingAction Programme are included inAppendix 7.3. The Action Programmeconsists of a detailed list of projectsbased on eight elements which will berenewed annually as part of theTransport Policies and Programme(TTP) process.

7.166 The eight elements are:-

a) provision for cycle parking andmovement within and access toDoncaster Town Centre;

b) promotion and provision for safeextended use of cycles for all tripsin the townships;

c) high quality leisure cycle routesgiving access to the Doncastercountryside;

d) cycle parking at railway stations,bus stations etc to enable multi -mode trips;

e) continued and, where possible,enhanced provision for cyclewaysin association with roadimprovements and major new

developments eg, housing,industry etc;

f) ongoing maintenance of cycleroutes to ensure they continue tobe well used;

g) to continue to promote cycling asa healthy activity supported by a

proficiency and cycling safetyeducation / training programme;

h) identify key points in theDoncaster transport network wherefacilities for cyclists needprotecting and providing in orderto prevent severance of potentialcycle routes.