Problems and Issues

Introduction

5.1 Government planning policy guidance for local transport requires that the need to travel, especially by car, is reduced. To support this approach the Local Transport Plan indicates that:

"Development funds are being used to promote alternative forms of transport, particularly within the larger towns where development is being concentrated. Traffic and speed management schemes are planned throughout the area, with priority being given to smaller towns and the A350/C13 road corridors. Throughout this area improvements to public transport are aimed at increasing accessibility to local services and shops to reduce social exclusion".

Local Objectives and Targets:

• To improve access to the area by public transport, by improving the rail service at Gillingham and developing Gillingham as a railhead and major bus/rail interchange;

• Developing a network of safe cycle routes and provision of the National Cycle Network through the area;

• Requiring all new developments to support the Local Transport Plan and Local Plan land use strategy, particularly in respect of widening travel choice;

• Reducing the impact of traffic in the towns and villages, particularly in the A350 corridor;
• New and improved village footways;

• Ensuring all villages, with 50 or more dwellings, have a daily bus service to their nearest market town;

• Improved bus links to Bournemouth, Poole and Yeovil; and
• To reduce the rate of traffic growth in the North Dorset area by 10%.

5.2 In support of the Local Transport Plan the District Plan objectives are:

Responsibilities

5.3 Within the District Plan area there are three levels of public responsibility for transport. The trunk roads are primarily the responsibility of the Secretary of State for Transport, and as such are managed by the Department of Transport and the Highways Agency. The "Local Highway Authority" is responsible for all local highway matters, including public transport, non-trunk road highway planning, maintenance and improvement and traffic management measures. The District Council is responsible for the provision of public car parks.

Roads and Traffic

5.4 The road links from North Dorset towards the South East Region have improved considerably in recent years with the A303/M3, the M27 and the A31 providing dual carriageway links to London and to south Hampshire and beyond. The main road connections from North Dorset to the west, along the A31 and the A35, are improving with by-passes for most of the towns or villages either built or planned. Connections northwards to the regional and national road networks are relatively poor, creating lengthy journeys and environmental problems on existing roads. Nevertheless, the A350 and C13 will remain an important link in the north-south strategic highway network throughout the district and beyond. Further studies will be carried out to affirm the status of the route as part of a regional strategy.

Car Ownership

5.5 The number of households lacking cars in North Dorset is 18.8%¹. In Dorset as a whole the number of households lacking cars is 23.9% and in England and Wales this figure is much higher at 32.3%. The comparatively high household car ownership in North Dorset is a reflection of the scattered rural population throughout much of the District.

Traffic Problems

5.6 Traffic problems occur where the traffic flows are too great for the capacity of the road system, and this is usually reflected in congestion and accidents. Accidents tend to emerge where there are particular inadequacies such as poor visibility, conflicting movements and lack of control at junctions, lack of footways, inadequate pedestrian crossing places, narrow and winding main roads and excessive traffic volumes and speeds. On many roads, the volume of car and lorry traffic acts as a serious deterrent to other users, such as pedestrians and cyclists. These problems cannot be considered in isolation as the causes are interrelated so that even minor changes in the network can have significant repercussions. It is, therefore, important to consider the widest implications of any policy or proposal intended to benefit one section of the travelling public because of possible disadvantages to others.

5.7 Environmental problems may emerge even where roads are adequate to carry traffic flows safely, but pass through sensitive areas such as residential streets, town or village centres or past schools and playgrounds. Few of the roads in the District have been built as specialised traffic routes and many carry substantial flows of heavy goods vehicles. New by-pass roads to relieve the environmental pressures in towns and villages are costly and often raise equally serious, but different problems because of their impact on farming, forests, landscape, wildlife or archaeology.

5.8 Table 5.1 shows the 24 hour annual average daily traffic flows (AADF) for the most heavily used roads in the Local Plan area during the 'low season' (spring and autumn). It also shows the number of medium and heavy goods vehicles using these roads. These figures are updated at regular intervals and can be seen in diagrammatic form in the Local Transport Plan or Annual Progress Reports.

Table 5.1
Two-way Traffic Flows on Major Roads in North Dorset (2001)

5.9 Over the period from 1990 to 2001, there has been considerable traffic growth on the main routes in rural Dorset. Traffic flows have increased by an average of 38% on main routes, with 19% growth being experienced on the A350 corridor. Heavy goods vehicles account for about 10% of traffic on these routes.

Accidents

5.10 During the three year period from 1999 to 2001 there were 11 fatal, 145 serious and 547 slight injury accidents in the District Plan area. In 2000 pedal cyclists accounted for 5.0% of all road casualties within Dorset, two wheeled motor vehicles for 6% and pedestrians for 10%.

Public Transport

5.11 Table 5.2 shows the low use of public transport and the high use of the car for journeys to work in North Dorset. This low use of public transport and high dependence on the car is a reflection of the dispersed pattern of rural trips.

Table 5.2
Journey to Work by Mode of Travel (1991 Census)

5.12 The deregulation of the bus service means that operators only offer services where they are commercially viable. In the smaller towns and rural areas high frequency services are unlikely to be justified by demand and would be less fuel efficient than using cars. Figure 5 shows that at 2002 the highest frequency of bus services are concentrated upon the towns of Blandford, Gillingham, Shaftesbury and Sturminster Newton.

5.13 The one remaining railway station in the District is at Gillingham, on the London to Exeter Line. The railway is significant for longer distance trips, its use being dominated by passenger services.

Alternative modes of travel

5.14 Within settlements which have experienced increased traffic the need for footways and pedestrian areas has increased. Hitherto, only very limited provision has been made for 'utility' cycling (cycling as a means of transport). However, there are more facilities for recreational use. There is an extensive network of public rights of way in the form of footpaths and bridleways. Many of these, however, do not link to form longer distance routes and others are severed by busy roads. A circular recreational cycleway has recently been established, utilising mainly quiet country lanes throughout North Dorset. (See also para. 4.34).

General Policies and Proposals

5.15 The transport content of this plan has been developed around the framework of the strategic transportation proposals in the Bournemouth, Dorset and Poole Structure Plan. The District Plan elaborates on the Structure Plan proposals and includes additional proposals which the Highway Authority intends to introduce before 2011.

5.16 The specific transport proposals set out in the District Plan for public consideration include new road schemes and improvements, traffic management measures, the co-ordination of public transport services, the movement of freight, the control of car and lorry parking and the improvement of cyclist and pedestrian safety.

5.17 Although all the main highway schemes in the area are shown in the Plan, the proposals put forward for discussion are those which have not yet received planning permission. The government also advises (in Planning Policy Guidance Note 13) that debate possible under the Highways Act 1980 about trunk roads should not be duplicated in the public examination of structure and local plans. Nevertheless, trunk road schemes should be included for information in this Local Plan since they can have an important influence on development patterns, and an indication of their priority and timing will be given where this is known. Currently, however, there are no Trunk Road schemes proposed in North Dorset.

5.18 In the case of Local Authority 'strategic' road proposals included in the Structure Plan, the need for the road will already have been examined, and questions for the Local Plan will normally be limited to the detailed alignment of the road. Local Authority roads which are not strategic are not included in the Structure Plan and both the need for the road and the line of the route are matters for the Local Plan to consider.

5.19 The Local Plan contains proposals for major traffic management schemes. It does not, however, concern itself with local traffic management measures (for example, waiting restrictions or speed limits); such matters are dealt with under the relevant road traffic legislation and are not part of the statutory local plan process.

5.20 The County Council now prepares a five year Local Transport Plan (LTP) within the context of its own corporate strategy, national and regional plans and the local Government policies for transport as laid down in the 1998 White Paper "A New Deal for Transport: Better for Everyone". A guiding principle of Dorset’s LTP is sustainability. The County also prepares an "Annual Monitoring Report", which is designed to monitor and report progress in the delivery of the LTP.

The Road Hierarchy

5.21 The Structure Plan recognises that the safe and efficient transportation of people and goods is essential to the prosperity of the area. Fundamental to this movement of traffic is the establishment of a hierarchy of roads which allows for the direction of traffic, by signing and design principles, onto roads most relevant for their journey purpose. It also assists in improving accessibility to and from the national highway network and also within the Plan area. Additionally, the establishment of a road hierarchy aids the reduction of extraneous traffic in residential and shopping areas, thereby improving the environment for the local population and assisting road safety. The hierarchy of roads in the local plan is defined as follows:

5.22 In defining the Primary, County Distributor and District Distributor networks as shown in Figure 6, it is assumed that new roads will be substantially completed or committed for construction by the end of the plan period. However, the hierarchy will vary within the life of the Plan as new roads are completed and existing roads regraded. The policies and standards applying to the road hierarchy are defined below.

Primary Roads

5.23 Primary roads form part of the National Primary Route Network as defined by the Government. They provide the links connecting North Dorset with other parts of the country and cater for the movement of traffic into and out of the area. They also form a network for longer distant trips between homes and major employment centres within the area. Along with some County Distributors, Primary roads form the preferred network for use by heavy goods vehicle movements.

5.24 County Distributor roads link major areas of activity, towns and commercial centres in North Dorset with each other and with the Primary Routes. Their function is to provide a network of roads on which shorter trips can be made as safely and conveniently as circumstances permit.

5.25 Structure Plan Transportation Policy V for Primary and County Distributor Roads states: "The strategic highway network, comprising Primary and County Distributor routes, will be managed to ensure maximum operational efficiency by such measures as junction improvements and by the restriction of parking, turning movements and development access".

County Distributor Roads

5.26 County Distributor roads link major areas of activity, towns and commercial centres in North Dorset with each other and with the Primary Routes. Their function is to provide a network of roads on which shorter trips can be made as safely and conveniently as circumstances permit.

Policy 5.1

District Distributor Roads

5.27 District Distributor roads are designed to connect areas of residential, shopping, industrial and commercial development with each other, within the Local Plan area. They also link to the County and Primary road networks.

Policy 5.2

Policy 5.3

Other Rural Roads

5.28 It is recognised that non-strategic roads in rural areas, other than those defined as District Distributor Roads, are generally multi-purpose. They connect areas of residential, shopping, commercial and agricultural development with each other. They also serve as a means of direct access to properties, as a means of access to more important roads from villages and local areas and as through routes for small volumes of traffic to other villages and areas beyond the immediate locality. They also carry a variety of users, including pedestrians, cyclists, horse riders, cars, agricultural traffic and lorries.

Policy 5.4

Urban Local Distributor Roads

5.29 Urban local distributor roads distribute traffic within the urban areas. They form the main connection between residential and industrial areas and the District Distributor network; and thence to the County Distributor and Primary networks.

Policy 5.5

Policy 5.6

Access and Service Roads

5.30 Access and Service roads occur throughout the developed parts of the plan area. These provide connections between specific areas of development and the remainder of the highway network and include minor residential roads, cul-de-sac and industrial and commercial area service roads.

Cyclists

5.31 Cycling is a healthy, cheap and environmentally friendly means of transport. Cycle sales are consistently higher than for cars, with adult cycle sales outstripping children's by more than 4:1. In addition, cycling is widely accessible to both adults and children, and has great potential as a means of transport.

5.32 Whilst cycling represents only 3% of the total national travel, this proportion is expected to increase as congestion in urban areas and recreational cycling increases. 75% of all cycle journeys are under 8.5 km (5 miles) in length, this short trip length being a particular feature of shopping trips, journeys to school and social visits. Safety is the major barrier to increased cycling and, in countries which have more successfully planned for the bicycle, usage is higher than in the United Kingdom.

5.33 The problems and requirements of cyclists are being considered by the Planning and Highway authorities with the aim of improving facilities for cyclists and identifying suitable cycle routes. The design of road improvements will take cyclists' needs into consideration.

5.34 Development will be expected to provide cycle facilities and to contribute to the promotion of cycling.

Policy 5.7

5.35 Several cycle-foot and 'trail' ways have recently been provided in the county, and it is considered that the former railway line running from Blandford to Corfe Mullen could be suitable for a recreational 'trail way'. (See Policy 4.10).

Pedestrians

5.36 The majority of road users are pedestrians for one or more stages of every journey. Shorter distance journeys are likely to be made on foot and over 60% of journeys under 1.5km are made solely on foot, but pedestrian journeys rarely exceed 3km for most trip purposes. In urban areas about 30% of all journeys are made on foot.

5.37 The needs of pedestrians, particularly safety and accessibility, will be considered within all highway schemes. Priority will be given to the establishment of safe routes to school.

5.38 To encourage a suitable pattern of movement particular attention will be paid to providing a more continuous system of pedestrian routes, wherever possible closely following pedestrian desire lines, with minimum disruption by vehicular traffic routes. The pedestrian environment may be improved by paving, lighting and street furniture.

5.39 Priority will be given to providing pedestrians with a well-founded sense of security and safety on pedestrian journeys in both towns and villages. Danger to pedestrians can arise where roads are narrow and without adequate footways, and this occurs in the many settlements through which main roads pass. Where these problems have been identified, and within the limitations of the available resources, new footpaths or footways along roads will be provided, to encourage journeys to be made on foot. Specific proposals are included in the 'Local Area Policies’ Chapter of this Plan.

Policy 5.8

People with a Mobility Impediment

5.40 Many people during their life cycle are mobility impaired, this includes the elderly and parents with small children. The specific requirements of those with a mobility impediment must be considered in order to provide relatively easy and direct access within residential and employment areas and to shopping, leisure and community facilities. Care must be taken in the layout of pedestrian routes and the choice of paving materials and ramps must be of a suitable gradient and sufficient width. All highway improvements and development proposals must take account of the difficulties experienced by those with a mobility impediment, in negotiating kerbs and steps. Therefore suitable ramps should be provided at crossing points.

Policy 5.9

Traffic Management and Pedestrian Priority

Pedestrians

5.41 Pedestrianisation and pedestrian priority schemes will be considered · in town centres · along particular lengths of road that experience high levels of pedestrian activity · where environmental conditions could be substantially improved where pedestrian movement is at present deterred by the intimidatory effects of vehicular traffic and as a result of its absence or regulation, increased pedestrian use could be expected.

5.42 To be successful such schemes require satisfactory provision to be made for local and through traffic, for public transport, servicing and parking, including the needs of those with a mobility impediment, and emergency vehicles.

Policy 5.10

Appropriateness of Traffic Management

5.43 Traffic management measures are an integral part of the transport strategy. They can often assist the transport network to provide the maximum benefit if they are designed to support and promote the use of appropriate routes. They will be introduced to encourage extraneous traffic onto the most suitable roads and away from areas where major conflict occurs between motor vehicles and pedestrians and cyclists. They can help to create a better environment and can be tailored specifically to help bus operators.

Policy 5.11

5.44 Where there are specific proposals included in this Plan, these appear in the detailed 'Local Area' chapters.

5.45 Localised traffic problems, involving congestion, accidents or excessive speed, may arise during the life of the Local Plan. It is considered prudent for the Plan to acknowledge that the Highway Authority will, from time to time, review the operation and effectiveness of highway junctions and the links between them. Any corrective action thought necessary will be taken through the traffic regulation process if the solution is confined to the utilisation of land wholly within the existing highway.

Traffic Calming

5.46 Traffic calming has a key role to play in ensuring that a safe and equitable balance between the various road users is maintained. Accident reduction will continue to be the first priority for Local Highway Authority funded traffic calming schemes and each proposal will be assessed using the Highway Authorities 'traffic calming criteria', as set out in the Transport Policies and Programme. Consultation with the emergency services will be carried out when traffic calming proposals are being prepared.

Policy 5.12

Heavy Goods Vehicles

5.47 The operation and efficiency of freight transport must be taken into account when considering policies to help reduce the impact of heavy goods vehicles on the environment. In order to reduce the effects of heavy goods vehicles on other road users, residents and property it is essential that such vehicles are directed on to the roads capable of handling them.

5.48 In gaining access to the Primary Route network, it should be recognised that certain County Distributor Roads will collect substantial flows of heavy goods vehicles from major employment centres in the Plan area. In addition to using these strategic routes heavy goods vehicles will also need to use other roads to gain access to local commercial, industrial and other premises.

Policy 5.13

Environment and Landscape

5.49 In some places it may be desirable to undertake improvement works on the highway not just to improve traffic conditions but also to enhance the environment.

5.50 The Highway Authority recognises the need for adequate landscaping when carrying out highway improvements in order to mitigate the environmental effect on the surrounding areas and recognises the need to restore adjoining land on completion. In many instances the landscaping will be on land within the scope of the works. However, in certain cases, there may be opportunities to carry out landscaping in advance of the highway schemes so that it is established and matured before construction works commence.

Policy 5.14

Public Transport

5.51 Attractive public transport benefits passengers and can also help to restrain the increase in car traffic. Conventional bus services are the main public transport mode and are important for shopping journeys to town centres and for journeys by school children.

5.52 Deregulation of bus services and limited public funds mean that rural areas are likely to remain highly dependent upon car travel, in the short term.

5.53 Despite the high levels of car ownership many people in the District do not have the use of a private car for all their journeys, and other sections of the community never have access to private transport. For these people it is essential that an adequate, efficient and reliable public transport network is provided. Local Authorities however, have the responsibility to subsidise socially necessary bus services by competitive tendering.

5.54 To encourage the use of bus services to and from major new residential, commercial and industrial areas it is essential that the services are introduced during the early stages of their development. To encourage operators to provide new bus services or redirect existing services into these areas, it is essential that the principal estate roads are designed to accommodate buses. Where possible, bus services will be encouraged at an early stage in the development of new areas.

Policy 5.15

5.55 It is Central Government policy to encourage unconventional forms of public transport to meet the needs of the public. Such services are not confined to rural areas and self help transport schemes are encouraged in all communities. When passenger demand is low more emphasis will be placed on the provision of unconventional transport.

5.56 The Structure Plan encourages community-managed and other innovative public transport services will be encouraged. It is important that community-managed services should not compete with commercial bus services to any significant extent. Care is needed to ensure a complementary role and provision of overall benefits to the community.

5.57 The one remaining railway station in the District at Gillingham is on the London to Exeter line. It offers a valuable service and is significant for longer distance journeys. The present rail network is an under-used resource which must be maintained and enhanced to provide an alternative to road transport. The plan seeks to safeguard land within the confines of Railtrack that may be needed for operational improvements in the future. It is not intended to restrict land that is shown to be operationally redundant, the owners having secured the approval of the office of the Rail Regulator (ORR) for its disposal.

Policy 5.16

Parking Standards

5.58 The strategy behind the parking standards policy is to complement both the Government’s Sustainable Development Strategy and the strategy in the Local Plan. The main aims are to:

• adopt reduced requirements for parking for locations which have good access to other means of travel than the private car;

• be flexible in the requirements for off-street residential parking space and reduce or waive them where necessary in order to provide quality and affordable high density development in areas of good access to other means of travel;

• ensure parking requirements in general are kept to the operational minimum;

• not require developers to provide more spaces than they themselves wish unless there are significant road safety or traffic management implications; and

• ensure that parking provision at peripheral office, retail and similar developments is not set at high

5.59 The following parking standards policy is therefore aimed at reducing the reliance on the motor car for commuting and leisure purposes. It is also designed to promote alternative forms of transport such as bus services and the provision of footways and cycleways. The provision of any existing car parking on a site will be taken into account when determining the relevant standard to be applied to proposals for redevelopment.

Policy 5.17

Parking Standards

The level of parking to be provided should reflect the need to promote sustainable travel choices and reduce reliance on the car. Parking should not be provided above the maximum figures set out in the guidelines in the table and PPG13. Provision made should generally be the minimum necessary to serve the development and to prevent unacceptable levels of on-street parking.

GFA : Gross Floor Area
Note: For cycle parking standards, see Policy 5.7

5.60 The level of vehicle parking to be provided as part of any development needs to be no higher than that which is essential for development to function with the least use of the private car, without impediment to the local environment and the essential users of the highway in the vicinity of the development.

5.61 Consideration must be given to the consequences of not providing adequate space particularly in the context of mixed use high density development where adequate parking provision could result in vehicles parking on adjacent highways where congestion or danger could result. The standard must have due regard for the needs of the users. The demand for vehicle parking at a particular development site will be influenced by its accessibility to modes of transport other than the car and the parking restraints on the adjacent highway network.

5.62 For the purpose of providing further guidance for parking for new developments, the Local Planning Authority has also adopted the "Parking Guidelines Standards" published by Dorset County Council. These guidelines are published separately as Supplementary Planning Guidance and should be used to provide more detailed guidance in relation to the standards above.

5.63 Adequate car parking should be available for the use of the disabled, both on-street and in public and private off-street car parks. Suitable access arrangements need to be provided to and from the parking places allocated for use by the disabled and sufficient width allowed for manoeuvring of wheelchairs next to parked cars.

Policy 5.18

Servicing

5.64 The loading and unloading of goods across footways in main shopping streets can create traffic problems and can be inconvenient and present a danger to pedestrians. When redevelopment takes place in the commercial centres of towns, rear servicing and parking facilities may be required. It is recognised, however, that in Conservation Areas and areas of environmental sensitivity, this requirement may not be appropriate.

Policy 5.19

Development Obligations

5.65 The effect of new development on the overall transport network is cumulative. It is important that developers of schemes likely to generate significant travel demand adopt policies and practices designed to limit the use of the car. Where new development is likely to materially affect the existing movement of traffic in the vicinity or attract large volumes of additional traffic, the submission of an appropriate traffic impact assessment indicating the highway improvements and/or traffic management measures will be sought. Proposals for development or redevelopment shall incorporate such highway improvements and/or traffic management measures that may be deemed appropriate to deal satisfactorily with the traffic generated by the development.

Policy 5.20

5.66 Many planning applications are of a size or type that would generate additional levels of trip making on adjoining transport infrastructure. In certain circumstances this additional development may necessitate changes to be made to the highway layout, public transport services or cyclist and pedestrian facilities. In such cases it is considered appropriate that the developer should provide a full and detailed assessment of how the trips to and from the development might affect the transport network, and the measures that might be taken to provide for, or mitigate the impact of, the development related traffic.

5.67 This Assessment should be carried out according to the ‘Guidelines for Traffic Impact Assessment’ published by the institution of Highways and Transportation. The assessment should be carried out for the year of opening of the proposed development and for a period of 10 years beyond the opening date or the end of the Local Plan period, whichever is the greater. However, where new or modified highway infrastructure is required then the network should be tested for a period 15 years beyond the construction of that infrastructure.

Major Highway Schemes & Local Plan Improvement Programme

Introduction

5.68 This section meets the requirements of Planning Policy Guidance by providing an indication of the time scales and priorities for proposed transport infrastructure, especially major road schemes. The programme of road schemes is limited to those schemes on which the Highway Authorities intend to commence work within the Local Plan period up to 2011. Schemes which are required as prerequisites to future development are also included, the phasing of these schemes is dependent upon developer time scales and the level of developer funding attracted.

5.69 Also contained in this chapter are proposals for major road schemes, which because of their very nature cover large corridors of land and cannot be contained within the settlement boundary of any one 'Local Area'. In such cases the 'Local Area' chapters contain a cross reference to this chapter. Where it is intended to safeguard land for development this will appear as a 'safeguarded line or corridor' on the proposals map. For the sake of clarity this chapter also lists road schemes which have previously been safeguarded and are now to be abandoned. (See para. 5.104).

Major Road Schemes

5.70 The County schemes for the improvement of the A350 are determined at the strategic planning level. The principle of these schemes is neither questioned nor justified in this Plan, although the alignments or the land reservations are included on the Proposals Map.

Policy 5.21

5.71 More local transport matters fall to the District Plan to consider. The approach adopted by the Plan is to propose new roads or road improvements which are necessary to reduce accidents, overcome environmental problems or, in town centres and residential areas, where the safety and freedom of movement of pedestrians, cyclists and others needs to be increased.

5.72 The road proposals in the Plan may also have the effect of easing traffic flow as a necessary part of diverting traffic away from other roads and areas. Highway improvements are proposed to accommodate the traffic likely to arise from the new development and to maintain safety and adequate environmental conditions both in the town and on the routes leading from it.

Trunk Road Programme

5.73 The Department for Transport is responsible for trunk road proposals, which are directly financed by the Government. The primary function of the trunk road network is to facilitate the movement of long distance traffic. A route management study for the A31 Trunk Road was undertaken in 2000. Potential for improvements to the A31/A35 were referred to the South West Regional Asembly for decision. No proposals are included in this Plan.

Major Scheme Proposals

5.74 Unlike many other counties where motorways and large-scale Trunk and County Road improvements have drawn traffic away from the existing network, the primary route network in Dorset has remained and is likely to remain, largely unaltered for many years despite the population growth.

5.75 Where major road schemes are proposed their purpose will support other policies within the plan. Strategic highway proposals will be progressed only where they meet the economic objectives of the plan or to ameliorate unacceptable environmental conditions caused by traffic. Major Schemes will be progressed having regard to appropriate assessment taking into account local and economic benefit and considering any wider environmental impact.

5.76 The strategic road hierarchy is established in the Structure Plan. PPG12 advises at 5.17 "All plans should include an indication of the timescale and priorities for proposed transport developments, especially major road and railway projects, and these should reflect the specific priorities and timescale set out in the local transport plan. Authorities should, however, only include proposals in plans which are firm, with a reasonable degree of certainty of proceeding within the plan period and should be identified as such in the local transport plan".

"A350 Corridor"

5.77 The A350 north-south route from the Port of Poole carries some of the highest volumes of traffic and heavy goods vehicles on the County’s non-Trunk strategic highway network. The road links Poole, Blandford and Shaftesbury, and passes through a number of villages. Heavy goods vehicles create hazards and environmental problems in the town and village centres through which they must pass.

5.78 The A350 already forms part of the strategic road hierarchy in Dorset. This is established in the Structure Plan. The strategic highway network is defined as primary and county distributor routes joining towns and centres of activity or forming part of a wider regional need.

5.79 Whilst increasing emphasis is being placed on the management of travel demand this approach does not mean that road building should cease, however it is clear that the existing highway network must be managed as a near finite resource. The emphasis is now required to be on measures which will help to slow down the growth of road traffic, particularly the private car, either by obviating the need for journeys to be made at all, or by providing effective alternatives, among them walking and cycling. The objective is to seek a balanced transport system, which restrains private motoring and promotes the use of alternatives to the private car where feasible.

5.80 The future role of the A350, as a route through the district, has been raised as an issue since the National Roads Review which proposed the de trunking and future role of an alternative north – south route from the M4 to the south coast (A36/A46). The Regional Planning Guidance for the South-West (September 2001) included Table 6 that lists infrastructure improvements that will contribute to the sustainable transport systems within and between Principal Urban Areas. It identified "improvements to north-south transport links from the Bristol/Wiltshire and Bath and North East Somerset area to Southampton/Bournemouth/Poole, which address in particular the World Heritage City status of Bath".

5.81 Regionally various schemes have been completed, approved, or provisionally approved which could potentially impact on the role of the A46/A36 and adjoining routes, particularly the A350. The affected Local Highway Authorities, GOSW, the Highways Agency and English Heritage have decided that a further study is required in order to inform the Regional Assembly of any changes it might need to consider to the Regional Transport Strategy. This Study is to be called "The Bristol/Bath to South Coast Study".

5.82 One of our core objectives of the study therefore remains the review of the role of the A36, A46 and A350. Regional confirmation of the role and purpose of these routes is essential to inform the pending Structure Plan review and its status in this plan. The future case for and standard of any improvements or alterations to the A350 will be dependent on its future role. Whatever the outcome of the North-South roads review as it affects the A350/C13 routes, it is important that relief for settlements from the impact of locally generated traffic is progressed. Examples where relief, (by road improvements) of the impact of local traffic are required would be the villages south of Blandford. (Charlton Marshall/Spetisbury) and also the eastern outskirts of Shaftesbury/Cann.

5.83 It is considered that the safeguarding of land for schemes identified as long term proposals, pending reappraisal of a route strategy within the regional context, remains valid in the context of the government advice. The A350 passes through the centre of Spetisbury and Charlton Marshall, consequently there are problems with congestion, noise pollution, accidents and severance. The regional study will need to address these issues and suggest means of reducing traffic volumes through the villages to make an alternative to by-pass viable.

5.84 Implementation of a bypass would improve safety and accessibility on the existing road and improve the village environment through reduced severance. Future considerations would necessarily be assessed against other impacts, identified in the plan, including those on the natural environment.

5.85 The A350 Shaftesbury outer Bypass is a safeguarded route under Structure Plan Transportation Policy Y. Although it is not intended to build the route in the Plan Period to 2011, it is however considered useful to safeguard the route, as it is adjacent to the major development area East of Shaftesbury. This safeguarding policy is therefore also endorsed in this Local Plan to keep conformity between Plans.
More details and a more specific policy can also be found in the Shaftesbury Chapter in Part 2 of the Written Statement. Its future role will also be subject to review after the results of the Bristol/Bath to South Coast Study are known.

5.86 While it remains the intention to safeguard the route of a Spetisbury and Charlton Marshall Bypass and Outer Shaftesbury Bypass, proposed improvements between Blandford and Shaftesbury will be on a smaller scale than previously envisaged. Previous proposals were subject to substantial environmental objections. In total, the proposed improvements to the A350 corridor will seek to reduce the adverse traffic impacts on settlements along the corridor, control the rate of traffic growth and improve road safety.

5.87 The study carried out by Ove Arup Consultants, on behalf of Dorset County Council, indicated positive social and transport benefits for both schemes, but confirmed the substantial environmental objections to the Melbury Abbas Bypass element.

5.88 Nevertheless, the A350 between Blandford and Shaftesbury, together with the villages on the adjacent minor roads suffer from traffic related problems. In consideration of the above issues the Structure Plan proposes improvements on the C13/A350 between Blandford and Shaftesbury which seek to reduce the adverse traffic impacts on settlements along the corridor, control the rate of traffic growth and improve road safety.

5.89 Structure Plan Transportation Policy X, therefore states that there will be; "Improvements to the C13 between Blandford and Shaftesbury" and "Associated Traffic Management Measures on the existing A350". On the C13 it is proposed to introduce "variable message" signing at Spread Eagle Hill (i.e. similar to the existing scheme at Cann on the A350). For the A350, it is proposed to introduce electronic speed limit repeater signs in order to calm traffic speeds on this route and make them safer. As these proposals do not at present require the necessity to use land beyond the edge of the adopted highway, there is no longer the need for them to form specific land – use proposals of this Local Plan. However in view of the impact of any proposal on traffic on the A350, Policy 5.22, which safeguards land for possible future bypasses, will need to be viewed, as part of a comprehensive package for the A350 corridor through the District. Policy 5.22 therefore will not be treated in isolation from the monitoring of other A350 traffic management schemes. This safeguarding policy too, will need to be reviewed as soon as further Regional and Structure Plan studies are carried out.

Policy 5.22

County Distributor Routes

5.90 On many roads the volume of car and lorry traffic acts as a serious deterrent to pedestrians and cyclists. Several of the County Distributor Routes in the District are inadequate, not only in terms of width and alignment, but also in terms of the environmental traffic problems caused to nearby residents. Of particular concern are the A357 Blandford/ Stalbridge route and the B3092 Sturminster Newton/ Gillingham Route.

Medium / Minor Safety Schemes

5.91 The Highway Authority selects a programme annually of medium / minor road improvements from a comprehensive list of schemes. In addition, new development often necessitates the provision of new sections of highway, or improvements to the existing network.

5.92 The following highway schemes which do not fall within any of the identified settlement areas, are proposed within the Plan period.

(i) A357 Durweston Cross

5.93 Visibility at the junction of the A357 with Milton Lane and Water Lane at Durweston is inadequate and will require an improvement to increase highway safety.

Policy 5.23

(ii) B3092 Primrose Hill/ Hunger Hill, East Stour

5.94 To increase highway safety it is proposed to realign the B3092 between Primrose Hill and Hunger Hill, East Stour and to provide a footway.

Policy 5.24

(iii) A354/C6 Junction north of Winterborne Whitechurch

5.95 To improve the presently inadequate visibility and to increase highway safety a realignment of the A354/ C6 junction, to the north of Winterborne Whitechurch, will be carried out.

Policy 5.25

(iv) A30/C21 Stour Hill Cross Roads

5.96 A visibility improvement is required to increase highway safety at the junction of the A30 with the C21 at Stour Hill.

Policy 5.26

(v) A350 Blandford by-pass/Mildown Road.

5.97 Visibility improvement and revised traffic management is required to increase highway safety at the junction of the A350 Blandford by-pass and Mildown Road.

Policy 5.27

(vi) A30/B3092 Cross Road Junction at East Stour.

5.98 Visibility improvement and revised traffic management is required to increase highway safety at the cross road junction of the A30 with the B3092 at East Stour.

Policy 5.28

(vii) A354/C78 junction at Thornicombe.

5.99 Visibility improvement and revised traffic management is required to increase highway safety at the junction of the C78 with the A354 at Thornicombe.

Policy 5.29

(viii) B3092 Madjeston Bends.

5.100 A visibility improvement is required at the Madjeston Bends on the B3092 to increase highway safety.

Policy 5.30

(ix) B3092 Stour Provost Crossroads.

5.101 A visibility improvement is required at the Stour Provost Crossroads on the B3092 to increase highway safety.

Policy 5.31

(x) A357 Poolestown Bends.

5.102 A visibility improvement is required at the Poolestown Bends on the A357 to increase highway safety.

Policy 5.32

(xi) B3092 Hinton St Mary – Sturminster Newton

5.103 A new footway and measures to improve safety for pedestrians (particularly school children) and cyclists between Hinton St Mary and Sturminster Newton are needed.

Policy 5.33

Deleted Road Schemes

5.104 The following road schemes which appeared as proposals in the Gillingham Local Plan (1986) and the Shaftesbury Town Local Plan (1990) and the North Dorset Local Plan (Deposit Draft) 1996 have been deleted and are no longer proposed.

Policy 5.34

5.105 The District Plan does not concern itself with local traffic management measures (for example, waiting restrictions or speed limits), such matters are dealt with under the relevant road traffic legislation and are not part of the statutory local plan process.

Redundant Railway Routes

5.106 The Structure Plan contains a policy (Transportation Policy Q) specifying that in the future use of redundant railway routes, first priority will be given to their use for transport purposes. It is proposed that the redundant Dorset and Somerset railway line, between Blandford St Mary and the District boundary south of Spetisbury, be reserved for a trailway open to walkers, horseriders and cyclists.

5.107 The conversion of the disused ‘Somerset and Dorset’ railway line to a long distance trailway is proposed under Policy 4.11.

Local Plan Highway Programme

Major Scheme Programme

Medium/ Minor Scheme Programme

Medium/ Minor Scheme Programme Development Schemes

Footnote:

1 1991 Census