• CONTENTS
• List of Policies
• List of Figures
• List of Tables
• List of Maps
• Introduction
• Part I Strategy & Policies
• Strategy
• Policies
• Part II Detailed Policies & Justification
• 1 Sustainability Appraisal
• 2 The Environment
• 3 Design
• 4 Housing
• 5 Industry and Employment
• 6 Rural Economy
• 7 Tourism
• 8 Shopping
• 9 Movement
• 10 Conservation of the Historic Environment
• 11 Countryside
• 12 Nature Conservation
• 13 Recreation & Leisure
• 14 Community Facilities
• 15 Minerals
• 16 Waste Planning Management
• 17 Implementation & Monitoring
• Appendix 1: Cadw Register of Landscapes, Parks & Gardens
• Appendix 2: Licensed Non-landfill Waste Facilities
• Glossary

9 Movement

Movement objectives

1. To promote land uses and layouts that reduce the need to travel.

2. To support and enhance opportunities for alternatives to the motorcar and to work towards the integration of all modes of transportation.

3. To improve accessibility throughout the County to enable all sections of the community to circulate more easily and safely to a range of services and facilities with a precedence of pedestrians and cyclists here appropriate.

4. To facilitate the transport of freight by means other that road.

9.1 INTRODUCTION

9.1.1 With the high level of complexity in modern society, transport plays an essential part of every day life. The primary function of transport is the movement of people and goods between places, enabling access to people, employment and social activities and leisure, goods and services. Industry and transport are inextricably linked and a good highway, rail, public transport, cycling and walking network will assist in economic growth. However, increasing private car ownership, traffic growth and congestion, parking demand and their effects on the environment and health have become subjects of growing concern. The Department of the Environment, Transport and the Regions National Road Traffic 1997 Forecasts predicted a 38% mean increase in road traffic nationally between 1996 - 2016, and a 60% mean increase by the year 2031. Similarly, the Countryside Commission in 1992 forecast a threefold increase in traffic on some country roads within 25 years, with the car being the dominant mode for visitors. However, these forecasts are based upon current policies, expected economic growth, the best available evidence of behaviour and the capacity of the current road network. Therefore, they can be reduced through policy decisions (including UDP policies), behavioural changes and a switch from road building to more sustainable forms of transport. In addition there is a continuing emphasis on road safety; the reduction in traffic accidents; the needs of pedestrians (especially the elderly and young children), cyclists and people with disabilities; promoting public transport, cycling and walking; improving the health of the nation; reducing "greenhouse gas" emissions; air quality management; and increasing mobility and access to reduce social exclusion.

9.1.2 The Government aims to promote the efficient and safe movement of people and goods and to protect the environment by; reducing growth in the length and number of motorised journeys; encouraging alternative means of travel which have less environmental impact; reducing reliance on the motor car, and seeking to ensure the most effective use of the transport network and targeting resources to best effect. It is Government policy not to build new trunk or local roads simply to facilitate commuting by car into congested centres. Government policy also states that UDP's should examine the relationship between transport and land-use planning; promote the integration and co-ordination of transport and land use planning; and promote strategies that reduce the need to travel. Similarly, the Government believe that by guiding the location of new development and promoting transport choices that are less polluting, land use planning can contribute in the longer term to environmental improvements.

9.1.3 The land use and transportation policies of this UDP will help meet these Government objectives and targets. Therefore, in line with the 1994 UK Strategy on Sustainable Development (which is currently under review) and the above statutory duties and Government policy/objectives, the UDP requires the provision of pedestrian and cycle access within all sites and neighbourhood community facilities and bus stops in the larger housing sites. The Employment chapter aims to allocate industrial land broadly in proportion to the size of the local population and workforce, with pedestrian and cycle access to and within all sites. The Shopping chapter concentrates retailing and associated services in town centres and in neighbourhood / village shops, which are easily serviced by public transport or within cycling and walking distance and aims to maintain their vitality and viability, with out-of-town retailing being discouraged. This chapter makes provision for traffic management measures, including pedestrianisation schemes, the improvement of the public footpath, bridleway, cycleway and public transport networks. The Recreation & Leisure, Tourism and Community Facilities chapters make provision for attractive and accessible local play areas, public open space and other recreational, leisure and entertainment facilities, with new hotels being located adjacent to major settlements.

9.1.4 This UDP and the Monmouthshire Local Transport Plan (LTP) have been written to be complementary documents; the UDP dealing with the land use implications of the LTP. It is also recognised that as a result of the proper planning of new sites and legitimate planning gain many of the LTP policies and objectives can be met and resources can be made available for off-site infrastructure works and support for public transport provision.

9.2 LOCATION AND LAYOUT OF DEVELOPMENT

9.2.1 Locational decisions should be made in the light of the implications of development on both existing transportation infrastructure and potential extensions, funded by the developer if appropriate, bearing in mind the desirability of energy conservation, reducing congestion and the continued efficient operation of these networks. In the detailed layout of development, good highway design will reduce local circulation, safety and amenity problems.

9.2.2 The use of unsuitable routes by heavy commercial vehicles causes nuisance and danger to other road users and local residents. As a general principle, the highway authority will be seeking to encourage the location of new development likely to generate numbers of heavy commercial vehicles in areas that are well served by the appropriate levels of the road hierarchy. Where the use is resource based, such as mineral extraction or intensive agriculture, each application will be examined on its merits and the relationship to the highway network will be an important consideration. The Council will, subject to detailed development control considerations, encourage and favourably consider the relocation and redevelopment of commercial and heavy goods vehicles sites if they are inappropriately located to the highway network and or the site or movements to and from it cause nuisance to the amenity of the area.

9.2.3 Monmouthshire is a large rural county and in the remoter rural areas, the car will continue to be important in providing access to facilities. Improvements to public transport and better integration of public transport facilities, along with improved cycling facilities, will help to increase the attractiveness and encourage alternatives to the private car.

9.3 INTEGRATION OF NEW DEVELOPMENT WITH PUBLIC TRANSPORT

9.3.1 The Council aims to ensure that new development can be served by public transport, walking and cycling. Transport assessments should be undertaken for major developments to appraise transport demand and impact. Proposed access to developments should reflect the likely travel patterns involved with estate road layouts permitting access by public transport vehicles.

9.3.2 The Council will seek to use planning conditions where appropriate to secure on site transport measures and facilities as part of a proposed development. Off site improvements in public transport, walking and cycling may be secured through planning obligations where these would be likely to influence travel patterns to the site.

9.4 IMPROVEMENTS TO PUBLIC TRANSPORT INTERCHANGES AND FACILITIES

9.4.1 The Council aims through the planning system to achieve, where possible, better facilities for public transport, the integration of all modes of transport and improve provision for people with disabilities.

9.4.2 Network Rail access charges are set by the regulator at a level that only allows for maintenance and renewal of the network. No allowance is made for enhancement, which will generally require external funding. Ten local authorities in south east Wales (including Monmouthshire County Council), along with local bus and train operators, Network Rail and other representatives from the former ‘TIGER’ (Transport Integration in the Gwent Economic Region) and ‘SWIFT’ (South Wales Integrated Fast Transit) groups have collaborated to form the South East Wales Transport Alliance (Sewta). Sewta is co-ordinating the implementation of works to create an efficient, convenient, affordable and environmentally beneficial public transport network for the area. The first phases of these works are concentrating on bus priority and roadside infrastructure works along the inter-urban bus corridors and those radiating from central Newport; which is capable of attracting an increased share of the market for daily travel. Future phases will improve the local feeder bus networks and provide new and improved train stations. For these works to be successful it is important that they are supported by complementary land use and transportation policies and measures in this UDP.

9.4.3 Within the County there are bus stations/interchanges in Abergavenny, Chepstow and Monmouth. The deregulation of bus services in 1986 has meant that public transport is more difficult to predict and plan. Indeed, commercial services can be withdrawn or started up with only eight weeks notice. The Council in its Public Transport Policy Statement on the provision of local bus services seeks to maintain the level of bus services at April 1996 levels. The Council produced a Local Bus Strategy in October 2003 in line with the TIGER Regional Bus Strategy, June 2002. The Council, through the Gwent Joint Passenger Transport Unit (JPTU) who also act for Blaenau Gwent and Torfaen County Borough Councils, and indirectly the Assembly Government provide a concessionary bus fare scheme for OAP’s and people with certain disabilities and subsidise many uneconomic but socially necessary local bus services. Passenger information through timetables, leaflets, a Website and telephone inquiry services is also provided.

9.4.4 Within the Council's area there are four railway stations, owned by Network Rail and managed by the Arriva Trains Wales / Trenau Arriva Cymru train operating company at: Severn Tunnel Junction on the London to Fishguard main line; Abergavenny on the Cardiff to Manchester/Marches line; and Caldicot and Chepstow on the Cardiff to Gloucester line. With the increasing emphasis on improvements to public transport in the Assembly Government’s award of Transport Grant, there are greater opportunities to make significant improvements to these stations in partnership with the rail industry and other interested parties. Details of these stations are as follows: -

Severn Tunnel Junction: This busy station has good facilities for its level of patronage. There is a car park (estimated 70 spaces), but since the introduction of car park charges there is a problem of vehicles parking on the access road and local streets. Network Rail and Arriva Trains Wales / Trenau Arriva Cymru carried out major improvements to the platforms and waiting areas in 1998/9. However, further improvements have been identified and proposed from the TIGER interchange study completed in 2002. These proposals include improving the vehicular access and providing a dedicated turning area and passenger shelter for the rail feeder local bus service and improving cycling and walking access through Transport Grant funding. In partnership with the train operating company it is also proposed to resurface and extend the car park, provide a new station building and upgrade the general appearance of the station environs subject to obtaining the necessary permissions and the availability of funding.

Abergavenny: A busy station that has all the major facilities commensurate with its status and level of patronage. Network Rail and Arriva Trains Wales / Trenau Arriva Cymru have refurbished the station buildings and improved the layout of the station forecourt, with a private café also being established. However, following the completion of a TIGER interchange study in 2002 further improvements are proposed. These include the provision of better cycling and walking access, a safe bus turning area (to allow rail feeder bus services) and the resurfacing and extension of public car parking facilities under Transport Grant funding. In partnership with the train operating company it is also proposed to secure improvements to the station building and footbridge, a passenger shelter and better public transport information subject to obtaining the necessary permissions and the availability of funding. The former goods yard to the south of the station has partly been developed for light industrial units, including several public car parking spaces to serve the train station and upgrade the general appearance of the station environs. An application for additional light industrial units was refused on the grounds that it may prejudice future car parking/transport interchange provision. A further application was withdrawn and it is the Council’s preference that this final phase is retained for transport purposes.

Caldicot: This station has moderate usage and facilities, but has no car park. Cars currently park in adjacent streets without causing problems and park & ride facilities are provided at Severn Tunnel Junction nearby.

Chepstow: A busy station with good facilities for its level of patronage. As part of the 1998 Tesco’s development a new free car park has been provided adjacent to the railway station. A rail feeder bus service was introduced to the station in April 1998, subsidised by the Council, but could not be sustained because of the poor patronage. Again improvements are required to the general environs of the station as well as the provision of better cycling and walking access, a safe bus turning area, passenger shelter and public transport information. The Council, through Sewta and in partnership with Network Rail and Arriva Trains Wales / Trenau Arriva Cymru, has completed an interchange study for the station.

9.4.5 The Council supports the principle of a new station on the Cardiff to Gloucester and London to Fishguard lines to serve the Magor/Undy area, as well as the reopening of all the old stations on the Chepstow line, although there are no firm proposals at present. The TIGER Rail Strategy (published in January 2004) and Sewta Rail Strategy consider that, besides improving the existing train stations, only a new train station at Undy Halt is feasible within Monmouthshire on economic and operational grounds. This report has yet to be considered by the Council, but if the Undy Halt scheme is supported it will be taken forward in consultation with all interested parties, especially the local community. The study also makes suggestions on how to improve local train services; especially increased frequency, and this was used to lobby the Strategic Rail Authority in its deliberations over the refranchising of the all Wales rail network.

9.4.6 There is no airport within the County, although Cardiff and Bristol international airports, which have United Kingdom and international destinations, are within easy reach.

9.4.7 Since the early 1980’s, there has been a proposal (originally by the former Gwent County Council and now by the private sector) for the construction of a new Severnside Airport on land largely reclaimed from the Severn Estuary in the vicinity of Goldcliff and Redwick, to the south-east of Newport. The majority of the scheme lies within Newport City Council’s area and part lies within Monmouthshire. The Severn Estuary is a Site of Special Scientific Interest (SSSI) and a proposed Special Area of Conservation (SAC) of international importance under the European Habitats Directive. The Council has expressed concern about the scheme, as it is unsubstantiated regarding economic, environmental and other key concerns. Indeed, this Council’s Planning, Economic Development and Tourism Committee on 14th May 1998 resolved that “The Council is against the proposed Severnside Airport Development on principle because of the disruption to the area’s environment which will also spill over into Monmouthshire”, as the project is in conflict with the authority’s Economic Development Strategy vision that the principal purpose of the Strategy was to maintain and enhance the quality of life in the County.

9.5 FOOTPATHS, BRIDLEWAYS AND CYCLEWAYS

9.5.1 The Council has the responsibility for maintaining the Definitive Map and the Statement of Public Rights of Way, maintaining the majority of public rights of way and altering the network as appropriate. The development of improved rights of way networks can form an important part of rural strategies, which, based on the framework of the UDP, can embrace a wide range of transport, countryside recreation, agriculture, forestry, landscape and conservation issues, and benefit the rural economy. Landowners will be consulted on proposed extensions to the rights of way network.

9.5.2 The ‘Countryside Environment Strategy and Action Plan for Monmouthshire, 1998 – 2002’, was produced in partnership with all interested parties in the Countryside Environment Forum, and has four mains aims relating to nature conservation, landscape, awareness and understanding and access & enjoyment. With regard to the latter, the strategy aims “to enhance opportunities for countryside access and enjoyment for all sections of the community and for visitors, in ways which sustain the quality of the countryside environment”. Also, a long list of further objectives and actions are made on the rights of way network, walking, cycling, horse riding, green lanes, access for disabled people, community routes, motorised activity & mountain biking and public transport in rural areas.

Recreation Matters:

9.5.3 Walking - The Offa's Dyke long distance footpath crosses the north of the County and follows the River Wye southwards. Regional Routes include: the Usk and Wye Valley and Three Castles Walks; and the Monmouthshire and Brecon Canal Towpath/Footpath. Local Routes can be found in the Wye Valley Area of Outstanding Natural Beauty, Llandegfedd Reservoir, Usk, Monmouth, Magor/Undy and Mitchel Troy areas and the Severn Estuary Coastal Footpath.

9.5.4 Bridleways - The bridleway network within the UDP area is fragmented. However, the Council hopes to carry out a comprehensive study to identify opportunities for improvement, either through development opportunities or through its own direct actions.

9.5.5 New Development - The development of sites can create opportunities to improve and provide new links in the existing rights of way network. Government Guidance (Welsh Office Circular 5/93 ‘Public Rights of Way’) states that the effect of development on public rights of way is a material consideration in the determination of planning applications. Early consultation with the planning authority on outline planning applications that affect rights of way is advised. Existing rights of way on a site should be integrated into the layout, or an appropriate diversion order obtained from the Council, as the grant of planning permission does not entitle developers to obstruct a right of way. The Council has produced a guidance note ‘Public Rights of Way and Development’ for applicants for planning permission. Details regarding the provision of rights of way on larger development sites will be given in Design Briefs prepared as Supplementary Planning Guidance. The ‘Access to the Gwent Countryside: A Strategy for Linear Access including Public Rights of Way, February 1996’ produced by Gwent County Council, and adopted by this Council contains further information and provides criteria for assessing diversion proposals.

9.5.6 The Monmouth Town Centre Plan, 1981 identified a Riverside Walk (footpath) from the new River Monnow Bridge to the former Slaughterhouse Arches, Priory Street. The development of the Monmouth Flood Alleviation Scheme has provided part of this route along the side of the cattle market to the ancient Monnow Bridge, to connect into the cattle market section. The development of the proposed Nailers Lane residential site will include the provision of a public footpath along its river frontage. The Council aims to complete the walk by extending the footpath north past the Vauxhall Bridge to the former Slaughterhouse Arches. However, this final section presents technical difficulties, so the Council will carry out a detailed feasibility study, enter into negotiations with landowners and developers and, subject to finance being available, seek to implement a scheme to complete the walk.

9.5.7 The Chepstow Local Plan, 1988 identified an extension to the Wye Valley Walk from the Chepstow Castle car park, down to the old Wye Bridge, along the edge of the River Wye, past the Fairfield Mabey site, up through Beaufort Quarry, past the historic Bulwark Camp, down Raglan Way, through the bottom of the Warren Slade site, under the railway arch, along the side of the railway line (Footpath No.14) and through the Thornwell site to Thornwell Road. The first section of the route has been provided to the Town slipway at The Back. The section from the top of Beaufort Quarry to Warren Slade Woodlands already exists on right of way or Council owned land. The end section was provided via the development of the Thornwell site, with a footpath through the Warren Slade and Parc Redding Woodlands replacing the railway line section as the defined route of the Walk. The remaining section from the Town slipway to Beaufort Quarry will be provided by the private sector, in the long term, through the development of the Fairfield Mabey and adjoining sites that lie on the route of the Walk. However, the implications of completing this route on the River Wye which is an SSSI and SAC will need to be considered before it is finally implemented.

Transport Matters:

9.5.8 Walking - Walking should be encouraged as a means of making complete journeys and as a way of changing between different modes of transport. Similar factors apply in either case; pedestrian routes should be as direct as possible, with minimum changes in level and safe and convenient ways of crossing busy roads; well maintained and free of obstructions; and adequately signed and lit.

9.5.9 Cycling - Cycling is not just a recreational activity; the Council recognises that it also has potential for replacing the use of the private car, especially for trips of up to 8 kilometres (5 miles), which account for 79% of all journeys nationally. It could therefore play an important role in the towns and villages in the County. Some facilities support both elements of cycling, but others may be needed mainly to encourage cycling as a means of transport. Many, such as bicycle routes along existing highways or other rights of way have no direct land-use implications, but others such as the provision of cycle access to new development sites will be secured where appropriate and identified in development briefs.

9.5.10 Cycling is increasing in popularity for transport, leisure and sport uses and provides a mode of travel that is available to people of all ages, incomes, locations and abilities. In line with Government Policy it also has the benefit of reducing traffic congestion, pollution and parking needs as well as being a healthy exercise. It is Government policy to promote cycling as a non-polluting alternative to motorised transport. An increase in cycling's modal share could help reduce both traffic congestion and pollution. The 1996 UK National Cycling Strategy established targets of doubling the number of trips by bicycle by 2002, and doubling them again by 2012. The Strategy involves national and local government, cycle groups and other organisations in establishing a culture that encourages the increased use of bicycles, by developing good practice and identifying innovative, practical and effective ways of improving facilities for cyclists. The critical features that encourage cycling are safety, security and convenience. Local authorities can take steps to influence all three. The Council aims to protect, improve and achieve the provision of safe facilities for cyclists within the County, through its own schemes, partnerships and the planning and development process.

9.5.11 It is now recognised that parents taking children to and from school is a major contributor to road congestion, and that children’s health is suffering as a consequence of the resultant lack of exercise. The Council fully supports the Sustrans “Safe Routes to Schools” initiative, which aims to encourage children to walk and cycle to school and leisure facilities. This is a particular issue in both the rural and urban areas where car use is causing safety concerns adjacent to schools. The Assembly Government annually allocates Transport Grant for such projects and, using this and other funds, the County Council has or will soon implement schemes in Abergavenny, Caldicot, Chepstow and Magor with Undy.

9.5.12 The Council, with Blaenau Gwent and Torfaen County Borough Councils, has adopted and is implementing the 1994 ‘Gwent Cycling Strategy’. The Strategy sets out proposals for a network of cycle routes, both on and off road, and related facilities throughout the County, many of which are “cross-border”. This Strategy incorporates relevant national, regional and local policies relating to all aspects of cycling activity for leisure, tourism and transport purposes. Routes open or proposed in the area are listed under Policy MV4. It encourages the production of urban cycle networks, safe routes to schools and associated cycle and pedestrian facilities. The Council intends to implement these schemes as soon as possible, once route details have been agreed, finance and statutory procedures permitting.

9.5.13 As one of the ten local authorities who are members of the South East Wales Transport Alliance (Sewta), the Council adopted the Regional Cycling Strategy (September 2001) which: aims to ensure full integration with UDP’s and LTP’s; gives consideration to cycling schemes in the region; provides information on funding opportunities; local authority contacts; the National Cycling Network; safe routes to schools, colleges and train stations; technical advice on consultation, legal issues, land acquisition, design, construction, surveying & mapping and access arrangements; best practice with regard to maintenance, safety audit, cycle audit & review, travel plans, volunteers and SPG; healthy travel; strategic policy context; cycle tourism and marketing; and a comprehensive bibliography.

9.5.14 The Council has prepared Cycling Supplementary Planning Guidance to provide more details on the cycle routes listed in Policy MV4 within Monmouthshire; inform developers of the Council’s design and other requirements for cycling provision, including cycle parking standards and associated facilities; and provide a map (which will be kept up to date) of existing and potential routes.

9.5.15 Where road and traffic management schemes are proposed the Council will seek to ensure safe provision for cyclists. In addition, the developers of sites will be expected to provide appropriate cycle routes and facilities, preferably off-road, segregated from other users and overlooked to aid user safety. For example, safe routes to schools, town and village centres, recreation and tourist areas and the provision of facilities such as secure cycle stands at major destinations, and showers at places of employment, etc.

9.6 CANALS, REDUNDANT RAIL ROUTES

9.6.16 The Council has entered a partnership with Newport City Council, Torfaen County Borough Council and British Waterways with the aim of re-establishing navigation on the full length of the Monmouthshire and Brecon canal between Newport and Brecon. This would significantly enhance the future transport potential of the canal and open up the possibility of access via the River Severn to other navigable rivers and canals.

9.6.17 In rural areas, the track bed of redundant rail routes and associated facilities often remains undeveloped. However in places, particularly within settlements, the track bed and station yards have been removed to allow development to take place. Former railway lines and facilities should be protected from further piecemeal development to ensure that they remain available for sustainable future transport use including walking and cycling.

9.7 ACCESS FOR PEOPLE WITH DISABILITIES

9.7.1 A majority of people are ‘disabled’ at some time in their lives, through accident or illness, pregnancy or the infirmities of old age, by children's prams or pushchairs and by shopping or luggage. Buildings designed to be accessible to people with disabilities will be welcomed by all.

9.7.2 The Council aims to help people with disabilities by promoting an environment that caters for their access requirements and has produced draft supplementary planning guidance entitled ‘Access for All’ to guide developers on how to provide for the needs of people with disabilities. This includes information on external circulation including the provision of dropped kerbs, handrails, ramps and steps where appropriate and parking standards.

9.7.3. The South Wales Parking Guidelines (Revised Edition 1993) provide guidance on levels of parking provision for disabled persons in developments and will be a material consideration in the determination of planning applications. In addition, proposals for accessible and sheltered housing will be expected to give consideration to the desirability of providing secure storage for mobility scooters.

9.8 REAR ACCESS/SERVICE AREAS

9.8.1 As outlined previously the Council is committed to the implementation of traffic management measures in town centres and larger settlements by removing non-essential traffic and rationalising parking. The provision of rear servicing will help to achieve this aim. It is difficult to provide rear access and servicing in historic settlements unless they are part of a larger redevelopment scheme eg. Cibi Walk, Abergavenny. However, there are opportunities for such facilities in small-scale developments e.g. the extension to the rear access and servicing roads at Nailers Lane and Chippenham, Monmouth.

9.9 RAIL FREIGHT

9.9.1 The County's rail network provides a strategic transport link both at a local and national level. The Channel Tunnel offers an opportunity of extending these links to and from the European Community. The economic prosperity and attractiveness of the whole region to inward investment will be highly influenced by the quality and efficiency of these rail links, especially with the rest of Europe. The existing rail network may also provide opportunities to develop road / rail transfer points, the development of which could contribute to the reduction of heavy road freight traffic. All such schemes will be considered against appropriate criteria of Policy MV1 and other detailed planning considerations. The Euro-Freight terminal at Wentloog in Cardiff is now open and the Council still supports the principle of a rail freight terminal at Gwent Euro-Park, near Magor. Road freight is covered by Policy MV1, especially criterion (d).

9.10 PROPOSED DEVELOPMENTS AND HIGHWAY, PARKING AND CYCLING PROVISION

9.10.1 The Council will generally wish to adopt and maintain all new roads within developments. It is necessary therefore that they are built to appropriate standards of design, construction, capacity, safety and amenity. In determining whether proposed highway details are appropriate the Council will have regard, as a material planning consideration, to the Council’s ‘Estate Development Highway Design Guide’, which was adopted in July 1996 and gives advice on general matters applicable to all new road development, residential roads and industrial estate roads. It is, however, intended that these standards should be applied in a flexible way, sensitive to individual circumstances, particularly in areas where landscape, townscape or other amenity considerations are a high priority. The Design Guide will be reviewed periodically to keep it up to date with best practice.

9.10.2 Parked vehicles on the edge of the carriageway, or in some instances the pavement, give rise to congestion, environmental problems and vehicular and pedestrian conflict. The majority of these problems are identified and dealt with by the County Highway Authority through traffic management schemes. However, the Council can ensure through the development control process that these problems are minimised in newly developed areas by requiring adequate provision for off-street parking and rear servicing.

9.10.3 In determining whether proposed parking provision is adequate the Council will have regard, to the Standing Conference on Regional Policy in South Wales Parking Guidelines (as amended 1993) which is supplementary planning guidance and as such is a material planning consideration. These Guidelines have been reviewed, to reflect changes in Government policy and best practice. At a meeting of the South East Wales Transport Forum (now Sewta), in March 2001, the Council resolved to adopt an ‘Addendum’ to the Parking Guidelines. This Addendum made no changes to the residential parking guidelines, but considers the recommendation for non-operational parking to be a maximum level of provision, including the top of any ranges; gives further consideration for facilities for disabled people and requires the level of parking spaces for disabled people to be based upon the maximum of any range; requires the provision of travel plans and transport assessments of demand and impact to be carried out for major developments with thresholds being defined by the type and size of development and traffic generation / flow levels; considers the use of and need for developer contributions in lieu of on site parking provision; and requires cycle parking to be provided in new developments, noting that the Council has adopted its own standard in the Cycling SPG.

9.10.4 Within Central Shopping Areas, it may be possible, in exceptional circumstances, for the Council to allow new small scale retail and office schemes which cannot provide for the majority of their on-site parking requirements. This involves entering a Section 106 Obligation, to ensure that the remainder of the parking is provided in the vicinity on a site acceptable to the Council, or the commensurate finance is provided to bring a Council parking scheme in the vicinity forward, or a contribution towards traffic management/reduction measures connected to the proposed development is made. This may include public transport provision. Where developers make such payments in lieu of on-site provision, the corresponding measure(s) will be provided at an early opportunity.

9.11 PROPOSED DEVELOPMENTS AND HIGHWAY IMPROVEMENTS OR TRAFFIC MANAGEMENT/REDUCTION MEASURES

9.11.1 Where proposed development will contribute significantly and unacceptably to traffic growth, contrary to the Council’s adopted Local Transport Plan traffic reduction aim of ‘neutral development’ in terms of trip generation, or place burdens on the road system the developer will be expected to contribute to the solution of those problems. These solutions can either be by direct investment in appropriate improvement(s) to the highway system under Section 278 of the Highways Act 1980, or other suitable statutory provision, or where appropriate, by contribution towards traffic management/reduction measures connected to the proposed development, with the later option being considered in the first instance. The measures may include public transport provision. The contribution required would be fairly and reasonably related in scale and kind to the proposed development, and will be repaid to the developer if not used for the agreed purposes within a specified time period, thereby reflecting Government advice on planning obligations. Supplementary Planning Guidance will be issued for consultation on this topic in due course.

9.12 TRAFFIC MANAGEMENT MEASURES

9.12.1 Traffic management measures control the use made by vehicles of the highway and include one way systems, weight limits/lorry bans, double yellow lines, speed limits, pedestrian crossings, junction priorities. The approval of statutory orders under the Road Traffic Acts is required.

9.12.2 Traffic calming schemes give priority to the needs of the pedestrians rather than the motor vehicle and aims to provide a safer and environmentally improved highway and street space. They can also be used to slow traffic speeds or reduce traffic flows. Such schemes have been pioneered in mainland Europe and involve narrowing the carriageway, building out corners, road humps, speed tables, chicanes, hard and soft landscaping and other physical design measures to reduce vehicular speeds down to 20 mph, in residential streets, town centres and areas where children or the elderly are present. For example, such schemes have been implemented in the Magor Home Zone and ‘gateway features’ have been provided in villages such as Llangybi. The Council has had requests for over 70 such schemes, but only has funds to provide a few per year. Under Policy MV10 above such schemes could be provided in association with new development.

9.13 PEDESTRIANISATION AND TRAFFIC MANAGEMENT SCHEMES

9.13.1 It is now widely evidenced that pedestrianisation schemes can increase the economic viability of a town centre allowing it to compete against other centres and edge of town retailing. The reduction of traffic in these schemes improves pedestrian safety, the streetscape and enjoyment of the shopping environment, to the benefit of residents and tourists alike. Pedestrianisation schemes should be of the highest quality of design and materials and in character with the County’s historic settlements. However any scheme will have to critically examine the implications regarding car parking, bus routes, cycling and general vehicular movement in town centres. The main problem in introducing pedestrianisation schemes in historic settlements is the removal of delivery lorries from the street, which can only be fully achieved by rear servicing. Where rear servicing is not possible, through traffic can be found an alternative route around the area and vehicle access is limited to deliveries and collections only, and possibly restricted to certain times of the day. Therefore, most of the schemes within the Plan area will be limited access only, due to the historic character of the settlements. The Council recognises the difficulties faced by disabled people with pedestrianisation schemes. Many ambulant disabled people can only walk short distances or may take a long time to cover a short distance, which is uncomfortable especially at times of inclement weather. Similarly limited access traffic orders cause problems with people who need to driver up to the shop as a customer or need to park near their place of work and there are often dangerous conflicts as pedestrians, wheelchairs, cars and delivery vehicles try to use the same road space. Shopmobilty schemes and road trains for example offer solutions to some of these problems and it is recognised that the location of orange badge car parking spaces is a critical factor. The Council will seek to ensure that essential service access to commercial and residential properties is not hindered by any of the proposed pedestrianisation and traffic management schemes. Prior to the implementation of any proposals there will be close consultation with local commercial and community interests, including the Post Office, local bus operators and disabled people, in order to establish the full consequences and implications associated with the proposals. The Council has previously implemented pedestrianisation schemes for Church Street, Monmouth; St. Mary's Street - Chepstow, Newport Road - Caldicot and Abergavenny Phases I, II and IIIA(part).

The details of the schemes identified in Policy MV12 above are as follows:

9.13.2 Abergavenny Phase III and St. John's Square, Abergavenny: The idea of a pedestrianisation / traffic management scheme was first introduced in 1976, although little actually happened until September 1982 when Traffic Regulation Orders were proposed to limit vehicular usage of High Street, St. John's Street and Flannel Street to access only and prohibit through traffic. Four alternative areas were put forward and the public favoured the scheme that covered the largest area. This area has been divided into three phases for the purposes of implementation. Phase I was completed in the Summer of 1987 and comprised High Street, St. John's Street and Flannel Street. Phase II, Nevill Street (from St. John's Street to High Street) and Frogmore Street (from High Street to Lion Street) plus some environmental works, was completed in the summer of 1989. In June 2001 part of Phase IIIA was completed from the Angel Hotel to the junction with High Street and Market Street. Existing footways were widened; a ‘gateway feature’ was introduced at the entrance into Cross Street and an enlarged civic space was created outside the Town Hall. The scheme has improved accessibility, parking, loading and pedestrian movement through the street. As with Phases I and II, the proposed Phase III is in the centre of the Abergavenny Conservation Area, and would comprise both primary and secondary shopping frontages. The older urban spaces of the town centre are small and congested, leading to conflict between pedestrians and vehicles. It is proposed that this last Phase be completed in three further stages. The first stage (Stage A) has seen the implementation of Traffic Regulation Orders covering Upper Cross Street, High Street, Nevill Street, St. John Street, Flannel Street and part of Frogmore Street, to its junction with Lion Street, preventing traffic from entering the area between 11.00am and 4.00pm. If this proves successful, paving and ancillary works will follow, subject to available funding.

Stage B repaving of Frogmore Street from the Lion Street junction to its junction with Baker Street and Lion Street, adjacent to the old cinema, to the junction with Frogmore Street.

Stage C traffic management and environmental works to St. John's Square including repaving and redesign.

When finance permits the Council will give consideration to completing Phase III which will address traffic management measures for the existing pedestrianised area to improve the control of traffic and parking restrictions, as well as the needs of people with disabilities, cyclists, pedestrians and public transport and be the subject of public participation.

9.13.3 Bank Street, High Street, Hocker Hill Street and Beaufort Square, Chepstow: The 1988 Draft Chepstow Local Plan identified the potential for the pedestrianisation of Chepstow town centre. The Plan envisaged that the pedestrianisation scheme would be in three Phases, dependant on satisfactory detailed feasibility investigations.

Phase I the introduction of a Traffic Order in St. Mary's Street to limit vehicular usage to access only and prohibit through traffic, the repaving of the whole street and the provision of landscaping, new lighting and street furniture. This Phase was brought forward through the Chepstow Local Enterprise and Development (LEAD) initiative and was completed in July 1991.

Phase II the introduction in High Street of a one-way system and environmental improvements as implemented in St. Mary's Street. Works in Bank Street were completed in 2004/05.

The Chepstow LEAD Initiative Programme increased the scope of the traffic management scheme further by including Beaufort Square and Hocker Hill Street. Hocker Hill Street was refurbished whilst maintaining and enhancing its historic character. In 1995 Monmouth Borough Council consulted the general public on a scheme for Beaufort Square and Bank Street to recreate a central focal point for the town, which included traffic management and hard and soft landscaping works and a small market hall. The scheme will be implemented as finance and statutory procedures permit and is the subject of further consultation.

9.13.4 Monnow Bridge, Monmouth: Proposal T(c) 1981 Monmouth Town Centre Plan provided for the pedestrianisation of the existing Monnow Bridge following the completion of the proposed new crossing to the east. The old Bridge will then be closed to all traffic except cyclists and emergency vehicles and the highway pedestrianised from St. Thomas Square to the Monnow Street junction with the cattle market / new crossing access road. The new bridge was completed in early 2004. The Old Monnow Bridge has now been closed to vehicular traffic, with the pedestrianisation works implemented as a separate scheme. A Design Study for a Welcome Centre on the site of the former cattle market is currently being prepared.

9.14 CAR, COACH AND LORRY PARKING SCHEMES

9.14.1 The Council is responsible for the provision and maintenance of public car parks within the County. A charge is made for parking in some car parks, which provides the ability to impose management measures, i.e. long or short stay parking. The Council has a rolling programme of providing new car parks and is enhancing access to its car parks by improving the sign posting to them. The Council also operates on street ‘residents parking schemes’ in Abergavenny, Monmouth and Chepstow.

The details of the parking schemes identified in Policy MV13 above are as follows:

9.14.2 Caerwent Car Park: The 1987 Draft Caerwent Village Local Plan identified the tourism potential of Caerwent's Roman Town and in order to meet the parking needs of tourists. Policies T2 and T3 of the Draft Caerwent Local Plan allocated a 30 space car park adjacent to the old infant school. Cadw recently provided a small car/coach park at the site of the old barns near the west gate and will implement the main car park when finance permits. The provision of these parking facilities are specified exceptions to Policy CH13 of this Plan, which severely limits development within the Roman Town on archaeological grounds. Their construction must not damage any archaeological remains worthy of preservation.

9.14.3 Tintern Abbey Car And Coach Parks: The former Borough and County Councils, and Cadw identified a scheme to improve parking arrangements around this major tourist attraction. The scheme involves: the provision of a new access off the main road between the excavated area and the football pitch, the extension and reorganisation of the riverside car park to increase its capacity: a new nine-space sunken coach park in the end of the Anchor Hotel garden, surfaced in high quality materials; the former car parks and access road in front of the Abbey are to be dug up and grassed over to provide a high quality setting for the Abbey; the area of the excavation will be tidied up; and the Anchor Hotel garden will be extended towards the football pitch; Phase 1 of this scheme was carried out by the Borough in 1992/93 following the award of grant aid under the Welsh Office Rural Initiative based on the 1984 proposals. Phase 1 works included improvements to the Riverside car park and the provision of additional toilet facilities. The Council is currently liaising with Cadw to further the implementation of Phase 2 of the scheme.

9.15 ROAD HIERARCHY

9.15.1 Traffic segregation is necessary in the interests of traffic safety and the efficiency of the road system. Inter-urban traffic requires routes that have relatively fast design speeds and are relatively uninterrupted by junctions, turning traffic and slow moving local traffic. In contrast access routes are usually unsuitable for through traffic, particularly HGV’s.

9.15.2 The road hierarchy will be used to assess the merits of requests for additional accesses to the network. The County Council will also have regard to the hierarchy in assessing priorities for improvement. It will pay particular regard to the role of the strategic and County routes in supporting the economy. However, in all cases the implications for residential amenity, landscape and nature conservation interests will be taken into account.

9.16 SAFEGUARDING OF PROPOSED HIGHWAY SCHEMES

9.16.1 Highway responsibilities within the UDP area lie with the Welsh Assembly Government and Monmouthshire County Council as Highway Authorities. The Welsh Assembly Government is concerned with motorways and trunk roads and the Council is responsible for all other adopted (maintained at the public expense) roads and public rights of way. The details of the above schemes are shown below. However, it should be noted that the Council is concerned that new trunk roads in the past have been constructed from light coloured and noisy concrete that has a detrimental effect on the character and amenity of the County. Therefore, the Council will seek all new road schemes in the County to be built of ‘quiet’ materials and in a colour that respects the character of the landscape. The potential impact of all proposed highway schemes on designated sites should also be given serious consideration.

9.16.2 (a) The new M4 Motorway around Newport - Magor to Castleton: Motorways are intended and designed to carry traffic between major centres of population and geographical regions. However, the existing M4 on the northern side of Newport from Magor to Castleton has seven junctions including connection to major strategic routes, intermittent dual two-lane sections and a bottleneck at the Brynglas Tunnels. As a result this section of the M4 suffers from congestion, delay, is at or near capacity at peak time and this will worsen with traffic growth in the foreseeable future. Following two consultation exercises, the then Secretary of State for Wales announced the preferred route for the relief motorway in July 1995. This leaves the approach to the Second Severn Crossing, running north of the existing M4 for a short distance north of Magor before crossing it just east of junction 23 to pass between Magor and Llandevenny, continuing along the south-eastern edge of the Llanwern steelworks. This is a Welsh Assembly Government scheme for which Orders have been issued and the Plan is required to protect, notwithstanding the Council’s objection to the scheme. The Council does not support the building of this road, but consider that major improvements to public transport and traffic reduction/management measures should be tried first. However, if the road does go ahead it will seek the incorporation of mitigating measures in respect of noise and other pollution into the scheme. In keeping with Government policy the Welsh Assembly Government engaged consultants to carry out a review, using a common appraisal framework, of the options for dealing with the problems around Newport through road and/or public transport enhancements. The 1998 Strategic Review of the Trunk Road Programme deferred a decision on this scheme to a later date until the Welsh Assembly Government had the opportunity to take into account the conclusions of the common appraisal framework study, which also took account of the recently developed European railfreight terminal at Wentloog near Cardiff. The Welsh Assembly Government’s Trunk Road Forward Programme 2002 confirms commitment to improvements in public transport, (including the Ebbw Vale railway line). In December 2004, the WAG announced proposals to develop a new M4 between Magor and Castleton with a view to starting construction within the next five years, subject to the completion of the normal statutory processes.

9.16.3 (b) Dualling the A456T Heads of the Valleys Road: The existing A465T Heads of the Valleys Trunk Road is three-lane, suffers from congestion at times and has steep gradients in several sections. In May1991 the Secretary of State for Wales announced plans to expand the Welsh motorway and trunk road network, which included the dualling of a 25-mile section of the A465 Heads of the Valleys Trunk Road between Abergavenny and Hirwaun. In July 1995, following a feasibility study and public consultation, the Secretary of State announced the preferred route for the scheme. Within the UDP area, this follows the line of the existing road. The Council supports the aims of the proposed scheme in principle, but has objected to matters of detail. Draft Orders for the whole line of the route and side road orders to enable the construction of the Abergavenny to Gilwern Section were issued in October 1997 by the Secretary of State. A Public Inquiry into the scheme was held in June - August 1998 and the subsequent Inspector’s report and Secretary of State’s decision on the scheme confirmed its acceptability. The 1998 Trunk Roads Review accepted the legitimate environmental concerns of those who have questioned the need for the scheme, but considered that these can be effectively mitigated and its contribution to the economic regeneration of the upper Valleys and safety criteria are so strong that "dualling of the A465 from Abergavenny to Hirwaun, on a phased basis for traffic management reasons, should commence in the short term". Dualling of the first section of the A465 between Tredegar and Dowlais Top is now complete. The section between Abergavenny and Gilwern commenced in 2005 and is due for completion in 2007.

9.16.4 (c) New Monnow Bridge and Approach Roads, B4293: Construction of the new bridge was completed in 2004, with the old bridge closed to traffic and now restricted to pedestrian use.

9.16.5 (d) Magor/Undy Bypass, B4245: There is a long-standing proposal for a bypass to the north of Magor and Undy on the B4245. This road forms the route between the town of Caldicot and the M4 west of Magor and is used by a considerable amount of traffic much of it industrial. Although only a Class B route it is of enough strategic importance to be a County Route and merit a bypass. It is likely that the B4245 will exceed its theoretical highway capacity within the UDP period, and it is considered to have already exceeded its environmental capacity. The opening of the Second Severn Crossing in 1996 led to a noticeable increase in traffic levels on the route, which exacerbated the difficulties of exiting side roads and turning right across the oncoming traffic flows, with the increased potential for accidents. It is likely that the bypass will be a single lane in each direction, and not a dual carriageway, with a new roundabout at each end. The new roundabout to the west of the settlement is likely to be between the existing built edge and the recently constructed roundabout adjacent to the County salt barn. The new eastern roundabout is likely to be on the bend on the B4245 just beyond the eastern limits of the settlement. No detailed design work has yet been carried out on the scheme, although the County Council does own the majority of the land for its construction. When the scheme is progressed it will undergo public consultation, and if appropriate an independent inspector appointed by the Welsh Assembly Government will hold a public inquiry into the relevant statutory orders for its construction. However, if a new junction is built on the M48 Motorway at Crick to serve Caldicot, see paragraph 9.17.1 below, then the need for the Magor/Undy Bypass may be reduced or even negated.

9.16.6 Abergavenny A40T Western Bypass: This scheme is under longer-term consideration by the Welsh Assembly Government. At this stage resources are not being committed to bring it to a start of works and preparation has been suspended at an early suitable point in its development. It will in future be subject to annual review with consideration given to adding it to the ‘in preparation’ or ‘programmed’ categories or to deleting it from the programme. The A40T is a holiday route and passes through the centre of this historic market town, serving both local and through traffic. On summer holiday weekends the A40T operates at or close to its capacity causing severe congestion and delay, which can only worsen with the forecast increase in traffic flow over the Plan period. In 1983 the Secretary of State for Wales announced his intentions to publish a proposal for a link between the A465T Heads of the Valleys trunk road west of the Llanfoist junction and the A40T west of Nevill Hall Hospital to form a single carriageway western bypass. In 1987 the Welsh Office held a public participation exercise on this route, which was expected to reduce traffic flows through Abergavenny by about 10% - 25%, with a greater reduction in heavy goods vehicles. The Secretary of State for Wales announced his preferred route in 1988 and issued draft orders to enable the construction of the bypass in 1992. A Public Inquiry into the scheme was held in 1993 and the Inspector recommended that the Orders be made. However, in 1994, as part of the “Roads Review” the Secretary of State decided not to make the Orders and the scheme was deferred for longer-term consideration. The 1998 Trunk Road Review confirmed that the scheme is still deferred for longer-term consideration. There is no change to the status of this scheme under the Trunk Road Forward Programme 2002, but in the meantime a scheme to upgrade the A4143 between Nevill Hall and Llanfoist to remove the need for through traffic to pass through Abergavenny will be investigated.

Deleted Schemes:

9.16.7 A4042T Llanellen and Penperlleni Bypasses: The Secretary of State for Wales has previously reallocated the Llanellen and Penperlleni bypasses to a no immediate status in the trunk road programme. The Welsh Assembly Government’s Trunk Road Forward Programme 2002 confirms that this scheme has been allocated to the long-term programme with no resources being applied to its development.

9.16.8 A472 Improvements, A4042 to A449 (Including the Little Mill and Usk Bypasses): These improvements are long term aspirations of the Council, but are unlikely to be implemented during the Plan period. The Welsh Assembly Government’s Trunk Road Programme 2002 adds the A472 from Usk to Pontypool to the trunk road network. These improvements and changes to the trunk road network will be kept under review by the Local Transport Plan.

9.16.9 Chepstow Outer Bypass, A48T: This scheme is unlikely to be implemented during the Plan period; however, the scheme remains an aspiration of the Local Transport Plan. Land required for the construction of a bypass on the Welsh side is in public (County Council) ownership and is secured for this purpose if the situation were to change. The WAG has published proposals to de-trunk the A48 and it is believed that that the A48 has been detrunked in England. These changes to the trunk road network will be kept under review by the Local Transport Plan.

9.17 POTENTIAL HIGHWAY SCHEMES

9.17.1 New junction and associated approach roads on the M48 to serve the Caldicot area: The Council has, for many years, had aspirations for a new junction and associated approach roads on the M48 to serve the Caldicot area. This would stimulate economic development in the area and provide significant environmental and safety benefits by removing traffic from the B4245 through Rogiet, Llanfihangel Rogiet, Magor and Undy and from the A48 through Pwllmeyric. The Welsh Assembly Government has no plans at present to construct these works and it is unlikely that the scheme will be implemented during the plan period. Nevertheless, it remains a very high priority for the Council who will continue to use all available measures to encourage and facilitate its implementation at the earliest opportunity.

9.17.2 The A4136 road from Monmouth to Staunton: This scheme is an aspiration of the Council but is unlikely to be implemented during the Plan period. The scheme will be kept under review by the Local Transport Plan.

9.17.3 M4 Motorway Junction 23A, Steelworks Access Road and B4245 improvements: Whilst no schemes have yet been safeguarded the Council recognises that these roads/junctions may be improved in due course. The B4245 junctions with the ‘Steelworks Access Road’ / Junction 23A are substandard. The proposed eastern expansion of Newport is likely to require the dualling of the Steelworks Access Road and improvement of Junction 23A. Finally, existing capacity problems at the Coldra M4 Junction 24 could be overcome by improving the access into Newport via Junction 23A; an option that may be considered in a future Welsh Assembly Government study of Junction 24. It is expected that the Council, relevant Community Councils, other appropriate bodies and the general public will be consulted on any scheme, including its traffic impact, before it is finalised.

9.18 CYCLE / MOTORCYCLE SECURE PARKING AND STORAGE FACILITIES

9.18.1 Journeys by cycle and powered two wheel vehicles provide alternative forms of transport to the car. These may be encouraged by the provision of safe and conveniently located parking and storage facilities in town centres, transport interchanges, educational establishments and major new developments.

9.18.2 The Council’s draft supplementary planning guidance on Cycling (September 2001) provides further detailed guidance on cycle parking which will be taken into consideration in the determination of planning applications.

9.19 PROTECTED COUNTRY LANES

9.19.1 Supplementary Planning Guidance will be prepared that identifies lanes of Historic, Nature Conservation or Landscape value that will be designated as Protected Country Lanes. Some of these lanes will be unmetalled and not included on the definitive rights of way map. Lanes identified, as being a Protected Country Lane should have their character preserved by protecting their banks, ditches and verges as far as possible. Trees and hedgerows will be protected along these lanes where they are on Council land. Where they are on private land all practicable steps will be taken to ensure the co-operation of the landowner and those with rights of access.

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