Replacement Calderdale UDP : Adopted 25 August 2006 (as amended August 2009)

Replacement Calderdale UDP : Adopted 25 August 2006

• Foreword
• 1 Introduction
• 2 Calderdale in Context
• Strategic and Core Part One Policies
• 3 Guiding Principles and Key Themes
• 4 Employment, The Economy, Tourism and Regeneration
• 5 Housing
• 6 Retailing and Town Centres
• 7 Open Space, Sport and Recreation Facilities
• 8 The Built and Historic Environment
• 9 Transport
  • Introduction
  • Vision for Transport in Calderdale and Across West Yorkshire
  • The Context for Transport Planning in Calderdale
  • Securing a Safe, Sustainable, Efficient Transport System
  • Priorities for Transport Investment
  • Strategic Road Network
  • Hierarchy of Consideration
  • Transport Assessment of New Development
  • Highway and Pedestrian Improvements Associated with Development
  • Travel Plans
  • Policies of the Highways Agency
  • Public Transport
    • Priority for Buses
    • Local Rail Passenger Services
    • Passenger Facilities
    • Transport Interchanges and Park & Ride
    • Rural Public Transport
    • Taxis and Private Hire Vehicles
  • Socially Inclusive Transport System
  • Footpaths, Bridleways and Other Rights of Way
  • Cycling
  • Motor Cycles and Mopeds
  • Highways and Traffic Management
  • Parking in New Development
  • Car Free and Low Car Housing Development
  • Garage and Car Parking Courts
  • The Movement of Freight
  • Helicopters
  • Safeguarding Aerodromes and Air Traffic Technical Sites
• 10 Infrastructure, Education and Community Facilities
• 11 Natural Environment and the Countryside
• 12 Environmental Protection
• 13 Minerals
• 14 Waste Management
• 15 Monitoring and Review of the Plan
• Annex A Privacy, Daylighting and Amenity Space
• Annex B Trees On or Adjacent to Development Sites
• Appendix 1 National Planning Policy
• Appendix 2 National Minerals Policy
• Appendix 3 Supporting Published Documents
• Appendix 4 Glossary of Terms
• Appendix 5 Acronyms and Abbreviations
• Appendix 6 Policy Topic Index
• Appendix 7 Policy Number Comparison
• Appendix 8 Supplementary Maps

Public Transport

9.24 The Council has only limited responsibility for public transport but, with its partners, including METRO, can provide policies and support for public transport. The Council is represented on the West Yorkshire Passenger Transport Authority (WYPTA – a joint board of West Yorkshire District Councils with 22 members). METRO implements the policies of the WYPTA. It is essential that adequate public transport services and facilities contribute effectively to meeting travel needs and redressing the imbalance in travel opportunity which makes certain members of the community disadvantaged in transport terms.

Priority for Buses

9.25 It is an aim of the Council and METRO to make travel by bus at least as convenient as by private car. The West Yorkshire Bus Strategy and the West Yorkshire Rail Plan 5, both included within the Appendix to the WYLTP (2000), provide details of specific aims and objectives with respect to both these modes of transport. Quality Partnerships, between the Council, METRO, Bus Operators and the Police, concentrating investment on important travel corridors, are an essential feature of the WYLTP, providing benefits greater than the sum of the parts.

9.26 If public transport, and in particular buses, are to become more attractive as an alternative travel mode, it is important that efforts are undertaken to make it more convenient, reliable and comfortable. It is important therefore that priority measures ensuring adequate access for buses within major developments are provided and also that, policy initiatives are aimed at promoting bus priorities at traffic signals and totally segregated routeing where appropriate. In a similar way it is important to ensure that new developments, particularly where these may be large, make adequate provision for the needs of public transport. This could be through ensuring that the layout of the development provides for access by public transport, or that adequate connections are available to existing services. The Council may seek to enter into agreement through negotiation with developers to secure funding, through the use of planning obligations, towards public transport provision. (METRO would be involved in any such discussions).

9.27 In achieving priority for public transport, it may be necessary for the Council to consider wide ranging controls on the availability and use of car parking spaces, particularly along existing highways and bus routes, or more specifically at bus stop locations by means of bus stop clearways. It may also be necessary to ensure adequate stopping facilities are provided for buses, such as lay-bys, to ensure that they do not cause traffic congestion when stopped for collecting or dropping off passengers. Concepts such as Urban Clearways may have to be investigated but would only be introduced after full public consultation.

9.28 As part of the WYLTP (2000) a number of bus promotion measures have been implemented on the A629, (Huddersfield Road), A646 (Calder Valley) and A629 (Keighley Road) Corridors. Future proposals include measures on the A641 Huddersfield / Brighouse / Bradford route and the A6036 Stump Cross / Northowram route. Further improvements to the bus network will be brought forward through the WYLTP as necessary.

Local Rail Passenger Services

9.29 The Council supports the efforts made by METRO to upgrade services provided on the railway lines through Calderdale. Local rail services provide important longer distance accessibility and can also have a role to play over shorter distances throughout the District. The current direct services provide a limited range of destinations within the north of England, and through interchange at York, Huddersfield, Leeds, Wakefield, Manchester and Preston to the rest of the country. It is recognised that benefits would come from the development of new routes, faster services and the opening up of new destinations particularly with connections or direct services to Manchester Airport. The re-opening of the Halifax to Huddersfield railway line has introduced new travel opportunities as well as providing Brighouse with a much needed new station. However, there is also further scope within the District for the opening of new railway stations and passenger routes, from which benefits can accrue through improved environmental conditions, reduced congestion and increased travel opportunities. It is important for the social and economic development of Calderdale that opportunities are exploited and proposals implemented as quickly as possible. The Council wishes to see the development of new routes and services on the railway network serving Calderdale and therefore advocates the improvement or provision of the following services:-

Existing:-

• (York) - Leeds - Bradford - Halifax - Manchester - (Liverpool)
• (Scarborough/York) - Leeds - Bradford - Halifax -Preston - Blackpool
• Leeds/Bradford - Halifax - Brighouse - Huddersfield - (Sheffield)
• Selby - Leeds - Bradford - Halifax - Huddersfield - Mirfield - Wakefield

New Services:-

• Leeds - Dewsbury - Brighouse - Halifax - Bradford (Leeds)
• Manchester (Victoria) - Rochdale - Todmorden - Burnley - Preston
• (Manchester/Blackpool) Calder Valley - Brighouse – Wakefield/Leeds - York
• Direct Services or upgraded connections to Manchester Airport

9.30 Introducing new stations into the railway network can make services more attractive even though journey times may be increased. However, the Council and METRO are keen to develop the rail network further including the introduction of new rail stations wherever these are feasible. The Council sees the provision of new stations at Elland, Lowfields and Hipperholme as a priority for rail stations within the District.

9.31 The Council will press for the re-opening of the Todmorden Curve, subject to it being shown to be economically feasible. This will allow trains for Preston and Blackpool to call at the town, which is currently by-passed by this service. It will also open up journey opportunities from Manchester/Rochdale through Todmorden to Burnley, Blackburn and Preston and the West Coast Main Line. The developments on the rail network are constrained by a tight budget and are dependant upon METRO receiving adequate financial support through the Plan period.

Passenger Facilities

9.32 Just as it is recognised that the rail and bus network is important to the economy and environment of the District, the provision of good quality passenger facilities is also of critical importance to improve the image and experience of using public transport. There is a need to continuously improve facilities at rail and bus stations and their environs to meet present and future needs of passengers and operators alike and to improve security at bus stops and stations.

9.33 In Brighouse, the existing bus station, whilst well located in respect of the town centre, suffers from poor operational standards and environment for passengers and needs improving. Facilities at Elland are poor and scattered throughout the centre. Improvements at both locations are programmed through the WYLTP. The WYLTP also provides details of other potential improvements at rail and bus stations, both in the short term, over the next 5 years and in the longer term beyond 2010. The following Policy therefore includes these proposals:-

Transport Interchanges and Park & Ride

9.34 Transport interchanges give the opportunity for inter-modal or flexible changing between public transport services. They serve a useful role in ensuring good quality public transport accessibility and can assist in reducing trips made by private car. Park & Ride schemes may have some potential in relieving highway congestion and help to reduce demand for central area parking. Opportunities to promote rail-based Park & Ride exist at a number of railway stations (including Hebden Bridge, Sowerby Bridge and Todmorden), and may exist at potential railway stations such as Elland and Hipperholme. These will encourage use of the railway network for journeys into Halifax towards Leeds and Manchester and beyond. Proposals for new railway stations will be assessed in accordance with the guidance from the former Strategic Rail Authority (SRA) (now Network Rail) contained in 'New Railway Stations – a guide for promoters' (2004). Consultation should be undertaken with the appropriate bodies at an early stage on any new proposals.

Rural Public Transport

9.35 The rural areas of Calderdale cover nearly 80% of the District. These range from the high Pennine Moors in the west through the valleys of the central part of the District to the agricultural areas surrounding Halifax, Brighouse and Elland. Within the eastern half of the District focussed upon Halifax, Brighouse and Elland there is a fairly dense network of good quality public transport services linking towns within the District with those outside such as Bradford, Cleckheaton, Huddersfield, Leeds, Wakefield and Keighley. In the west, public transport services are generally focussed upon Todmorden and Hebden Bridge, with longer distance services to Halifax, Burnley, Oldham and Rochdale overlying the more local services.

9.36 Within the Upper Calder Valley a number of innovative public transport schemes have been introduced through the auspices of the WYLTP. In particular ‘Hebden Bridger’ local bus services funded through the Government Rural Bus Challenge are providing better services to the rural communities of Hebden Bridge. The Council supports these efforts (generally facilitated by METRO), which became fully operative in July 2003. The development of further rural public transport services, which meet the needs of the rural community, will be supported.

9.37 Good quality public transport in the rural areas is essential to enable the Council’s vision to be realised. In order to assist in this process, Todmorden and Hebden Bridge are to be designated as Rural Service Centres. This recognises their significant role in the local area whereby they provide services and facilities for the local community, not just within their respective urban areas, but within the wider rural context as well. As a result the following Policy will apply:-

Taxis and Private Hire Vehicles

9.38 Taxis are a special form of public transport, which have traditionally provided a service on demand. The Transport Act (1985) changed the regulatory context for taxis and has encouraged local authorities to grant rather than restrict licences. Taxis do have a major role to play in providing mobility on demand to an infinite range of locations and often are able to provide a facility for disabled people that conventional public transport cannot, provided that fully accessible taxis are available. Taxi ranks at railway stations can allow longer journeys to be made entirely without the use of a private car and ranks within shopping centres can provide a very useful function. Private hire offices also act as a focus for people wishing to hire a vehicle. However it is important to ensure that the location and operation of taxi ranks and private hire offices are to the benefit of the users and not at the expense of the environment or inconvenience or disturbance to neighbours at the local level.

9.39 There are problems in formulating a comprehensive policy for the location of Private Hire offices. This is because of the diversity that lies within this industry. Firms may vary in size from one car to a large fleet; they may seek to operate from a house, a small office or a garage. Radio cars may only need to return to base for repairs (and even those may be undertaken at an independent garage) whereas other operators may prefer their vehicles to return to base for new instructions, cashing up, rest periods etc. Two main types of Private Hire offices may be identified and are defined as follows:- non-operational and operational. The following table provides a breakdown of the considerations that should be applied to the determination of planning applications for Private Hire operating centres.

Table 9.2 Matters to be considered when determining Private Hire Planning Applications

DEFINITIONS

Non-Operational Offices Non-operational offices are where vehicles are directed by radio and do not operate from or visit the office. Generally only employing one or two persons, this minor office use may be acceptable in most types of area including those that are predominantly residential. However, operations that may use more than one vehicle are unlikely to be acceptable within residential areas because of the possibility that drivers will seek to visit the office for rest periods, resulting in disturbance over and above that which may normally be expected within a residential area. Operational Offices Operational offices are those from which vehicles operate and where a public waiting room and drivers accommodation is normally provided.

ISSUES

The Highway Network The road on which the office is located should be of a standard in terms of geometry and construction adequate to cater for the number of vehicles trading from or visiting the site. This is to ensure the operations do not interfere with the free flow of traffic or create unsafe conditions for vehicles and pedestrians.

The Site and Availability of Parking An important criterion for the location of a base is the number of off-street parking places that are available and in the control or ownership of the applicant. This must be sufficient to accommodate the total number of vehicles operating from the site at any one time. It may be appropriate to impose a condition on a planning permission restricting the number of vehicles that may be present at the site at any one time in order to ensure that parking is adequate. It may be acceptable to have parking in an off-site location associated with the operational office if this is a short distance from the site. However, it has to be recognised that if the parking is too remote from the office, there is a possibility that drivers will not use that parking facility. It may be appropriate to have a separate drivers’ mess associated with remote parking, but this should not be over 100 metres from the office. This will need to be considered on its merits at the time of the application.

Character of the Area The main problems associated with private hire operational offices are frequent vehicle movements, noise and anti-social hours of operation. Activity often continues throughout the night when it can be most disturbing. As a result an office that has more than one vehicle operating from it should not be located within a residential area. In mixed commercial/residential areas the position may be more difficult to determine. In both these areas it is considered that temporary permissions should be granted initially for a short period (one year is suggested) in order to enable the effects of the operations to be monitored.

9.40 Within Halifax, Brighouse, Elland, Sowerby Bridge, Hebden Bridge and Todmorden town centres, it may be problematical to find a site with convenient car parking. A reliance on on-street parking will disadvantage shoppers and other town centre users. The use of off-site parking may therefore be necessary, particularly during daylight hours. Edge-of-centre sites close to the focus of the evening economy may therefore be appropriate as locations. Proposals will only be supported where there are unlikely to be adverse effects upon vehicular movements, where road safety is not compromised, environmental and amenity concerns, particularly within Conservation Areas can satisfactorily be addressed, and no other problems are created. As a result the following Policies will apply:-

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