Part 1 - Initial Draft (February 2015)

Ended on the 26th March 2015
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10.1 This section of the Plan addresses infrastructure that will be needed to support the development identified in the Plan. Infrastructure can be physical (such as transport and water supply), social (such as education and community buildings) and green (such as public open space and wildlife habitats). The focus here is primarily on green infrastructure, social infrastructure, and transport infrastructure, as well as setting out how infrastructure to support new development will be delivered. Minerals and waste infrastructure is dealt with in the County Council’s Minerals and Waste Local Plans.

10.2 The provision of infrastructure is managed by a wide range of public and commercial organisations, not just the District Council. The Council is continuing to work with statutory undertakers, utility companies and other agencies to prepare an Infrastructure Delivery Plan which will support the proposed development identified in the Local Plan. This will ensure the delivery of essential infrastructure to serve existing and proposed development, as well as ensuring the objectives of the Local Plan can be met. This will complement the strategic work undertaken by Derbyshire County Council in the Derbyshire Infrastructure Plan (DIP); this focuses on strategic infrastructure, including highways and transport, surface water flood management, waste, green infrastructure, broadband, education and social care. The DIP provides evidence on the condition of and investment currently taking place in existing strategic infrastructure and services in the County. It also sets out strategic priority projects across the County, including identifying specific needs in North East Derbyshire, delivery schedules for future investment and potential sources of funding. The Local Plan, supported by infrastructure planning, will play a key role in securing private sector involvement in infrastructure delivery, and in aligning the programmes of various providers.

10.3 Potential sources of funding for strategic infrastructure could include Local Enterprise Partnerships and the Regional Growth Fund and Growing Places Fund, central government, and County and District capital and revenue programmes, and developer contributions, generated either through Section 106 agreements (planning obligations) and consideration of a Community Infrastructure Levy (CIL). Policy LP37 (Developer Contributions) provides more detail in the Council’s use of Section 106 agreements (planning obligations) and consideration of a CIL, to secure contributions towards infrastructure provision. These mechanisms will enable the Council to deliver infrastructure, facilities, and other benefits to support and serve new development.

Green Infrastructure

10.4 Green Infrastructure is the network of agricultural land, green spaces and corridors that exist, around, within and between settlements. As well as public open space, it includes wildlife sites, river corridors, moorland, and woodland. Collectively these areas contribute to the ecological network of the District

10.5 Green Infrastructure fulfils a numbers of important functions, including:

  • Access and recreation – public open spaces, and the public rights of way network provide a free recreational resource as well as formal playing pitches for more active sports
  • Agriculture - Farmland provides food and energy crops as well as helping to define the character of the countryside
  • Biodiversity and geodiversity – providing habitat within towns and countryside
  • Economic development – green infrastructure improves the setting and image of towns and villages, making them more attractive places to live, work and invest
  • Energy – the natural environment provides a resource for renewable energy
  • Health and well being - well-planned green infrastructure promotes healthy lifestyles, with a positive impact on mental and physical health
  • Landscape – green infrastructure is a crucial element in defining and linking to the character of the surrounding landscape
  • Townscape – open spaces , street trees and other green infrastructure as a crucial element in defining the character of the urban areas
  • Sustainable Drainage - green infrastructure helps to manage water flow and quality by holding it in times of high rainfall and realising it slowly, reducing the likelihood of flood and drought; and can prevent pollution by filtration of surface water runoff, thereby contributing to improvements in quality of watercourses; and
  • Climate change mitigation – plants and trees absorb carbon dioxide. Trees act as windbreaks and provide shade and flood management mechanisms to reduce the impact of climate change on the local environment

10.6 The Council published a Green Infrastructure Strategy March 2012 which identifies the existing Green Infrastructure assets across the District, identifies the external linkages of the Green Infrastructure network, and considers how they could be extended and improved.

10.7 For the purposes of Policy LP33 (Green Infrastructure) public open space is dealt with as part of green infrastructure. Current local recreation and open space standards are set out in the Recreation and Open Space SPD. These will be reviewed in Local Plan Part 2. In assessing whether a site is surplus to local requirements, and to inform whether the compensatory amount of open space is of an equivalent or better quality, regard should be had to any relevant assessments or strategies, and any changes in circumstances that have taken place since they were produced or which would take place as a consequence of the development.

10.8 ‘Local Green Spaces’ are green spaces of particular importance to the local community. National policy makes provision for these to be identified through local and neighbourhood plans. The Local Plan does not designate Local Green Spaces, but any forthcoming Neighbourhood Plans may do so.

10.9 Where new Green Infrastructure is proposed, clear funding and delivery mechanisms must be in place for its long term management and maintenance

(10) Policy LP33: Green Infrastructure

Development proposals should conserve, and where required improve and extend, the Green Infrastructure Network running through and beyond North East Derbyshire.

Development proposals that would result in the loss or isolation of existing green infrastructure will not be permitted unless:

  1. The affected site or feature does not have a significant recreational, ecological, landscape or townscape value;
  2. The affected site can be demonstrated to be surplus to local requirements, or
  3. a compensatory amount of green infrastructure of an equivalent or better quality can be provided in the local area

Development proposals that would result in the loss of a Local Green Space (LGS) identified in a Neighbourhood Plan will be refused unless:

  1. It is for essential facilities for sport and recreation which do not compromise the function(s) of the LGS; or
  2. It consists of the replacement or limited extension of existing structures upon the site

Development will be expected to maintain or improve the permeability of the built environment and access to the countryside for walkers, cyclists and horse riders. Proposals that would result in the lost of or deterioration in the quality of existing Public Rights of Way (PROWs) will not be permitted unless equivalent alternative provision is made. Where diversions are required, new routes should be direct, convenient and attractive, and should not have an unacceptable adverse impact on environmental or heritage assets.

To ensure the quality of new or improved Green Infrastructure, new development proposals shall, where appropriate:

  1. Incorporate Green Infrastructure as an integral part of designs at an early stage in the planning process
  2. Enhance connectivity between green spaces and improve public access to green infrastructure particularly within walking distance of housing , employment, health, education and community facilities
  3. Contribute to the character and creation of high quality and locally distinctive places
  4. Be appropriate to its context having regard to the landscape , townscape and ecological character of the locality, and where appropriate, the setting of heritage assets,
  5. Protect ancient and other woodland and trees and hedges, and increase tree cover wherever possible and appropriate
  6. Incorporate native species and habitats appropriate to the surrounding landscape character contribute to local ecological networks
  7. Capitalise on any opportunities provided by rivers and streams in order to improve their ecological status.

Key Evidence Base

  • National Planning Policy Framework
  • Green Infrastructure Strategy (2012)
  • The Landscape Character of Derbyshire

You told us that...

The Plan should recognise, protect and enhance the District’s Green Infrastructure Network. Residents identified biodiversity, heritage, tranquillity, landscape quality and access to the countryside as key assets of living in the District.

The Plan should address requirements for open space, sports facilities and play spaces, and prevent the loss of existing facilities and spaces.

Alternative Options considered but not selected...

Not including a Green Infrastructure (GI) policy and relying on policies designed to protect public open space. This option was rejected because considering multifunctional GI rather than public open space alone allow the benefits of new and existing GI assets to be maximised by creating interlinked, multifunctional networks.

Having a GI policy which includes biodiversity, landscape, flood management, and other related environmental considerations. This option was rejected because it was considered that each of these topic areas is sufficiently important to require to be set out in separate policy.

The NPPF tells us that...

Local planning authorities should set out a strategic approach in their Local Plans, planning positively for the creation, protection, enhancement and management of networks of biodiversity and green infrastructure; They should aim to achieve places containing clear and legible pedestrian routes and high quality open space. Policies should be based on up to date assessments of the need for open space, sports and recreation facilities, and opportunities for new provision. LPAs should protect and enhance public rights of way and access, and should not permit development on existing open space except where it is surplus to requirements , or will be replace by equivalent of superior facilities (paragraphs 99, 109, &114).

Policy implements Local Plan Objectives: D5, D6, D8, D9, D13, D16

How will the policy be monitored? Amount of new GI that is approved and completed


Target: open space standard?

Trigger for Review: provision below open space standard?

Indicator: Amount of existing GI that is improved and completed

Target: None?

Trigger for Review:

Social infrastructure

10.10 Sustainable development has a social role in supporting strong, vibrant and healthy communities. Providing sufficient community and cultural facilities and services to meet local needs is a core planning principle of the NPPF.

10.11 Physical facilities for different groups, individuals and communities, including leisure, cultural, health, education and community facilities, local shops, public houses, and places of worship, can be collectively termed ‘social infrastructure. They include public, private and voluntary facilities. Such facilities are often at the heart of local communities and essential to the quality of life of the District’s residents, making a positive contribution to safe, healthy and active communities. They can provide a sense of local identity and encourage active participation in community life. It is important that facilities are available locally and are accessible. The Council in working with other partners will seek to ensure adequate provision of such services and facilities. Elements of green infrastructure, including open space and sport and recreation facilities, are dealt with in Policy LP33(Green Infrastructure).

10.12 Under the Localism Act, where a proposal seeks to convert an existing community facility (e.g. shops, public houses, cultural buildings, etc) this will have to conform with the Community Right to Bid procedure. This means that communities can nominate important local buildings and facilities for inclusion on a central list held by the Council. A six month moratorium is imposed on proposals that would affect such ‘assets of community value’ giving the community the opportunity to develop a proposal and raise the required capital to bid for the facility or site when it comes on to the open market at the end of the moratorium period. Proposals which would result in the loss of a community facility which is the last remaining facility of its type, (and would not trigger the Community Right to Bid procedure) will be resisted unless it can be demonstrated that the facility is no longer viable.

10.13 The Settlement Role & Function Study identifies the extent of existing provision of facilities and services in each settlement across the District (at a point in time). New facilities, and the enhancement of existing provision, will be encouraged in accessible locations, preferably within town and local centres. The loss of existing facilities can have a major impact on communities and existing social infrastructure assets therefore need be protected and enhanced, especially in areas that are not currently well served, as indicated by the Settlement Role and Function Study. The Study found that the District has a variable coverage of community facilities, affected in some areas by the quality of public transport accessibility.

10.14 The improvement of skills, training and education, particularly amongst young people and the long term unemployed, is also a key priority relating to social infrastructure and inclusivity, but also clearly related to the success of the District’s economy and inclusion of all sections of the community in the economic growth. To ensure convenient access to educational facilities for all residents across the District, any expansion of education or training facilities should be easily accessible by public transport in order to ensure that new development supports access to education and improvements in skills for local people to enable them to compete effectively in the job market.

(3) POLICY LP34: Social Infrastructure

Location of new development

Development proposals involving the provision, expansion, or improvement of social infrastructure facilities will be permitted where they:

  1. are accessible by public transport, walking and cycling, unless they are meeting a specific local need; and
  2. Are provided, wherever practicable, in multi-use, flexible and adaptable buildings, or co-located with other social infrastructure uses which encourage dual use and increase public access.

Loss of Existing Social Infrastructure

Development proposals which would result in the loss of a local community or recreational facility, or other social infrastructure will not be permitted unless:

  1. it can be shown that the facilities are no longer needed, or that the service could be adequately provided in an alternative way, or elsewhere in an alternative location that is equally accessible by public transport, walking and cycling; or
  2. It can be demonstrated through a viability assessment that the current use is economically unviable and all reasonable efforts have been made to let or sell the unit for the current use over a 12 month period.

Key Evidence Base

  • National Planning Policy Framework

You told us that...

The provision of community facilities and services is very important and their loss should be prevented where possible. Residents in particular noted the importance of suitable provision for young people.

Alternative Options considered but not selected...

Not including a policy and relying on more generic development policies would not address the particular issues associated with protection of community facilities.

The NPPF tells us that...

Providing sufficient community and cultural facilities and services to meet local needs is a core planning principle.

Policy implements Local Plan Objective: D2

How will the policy be monitored?



(2) Sustainable Travel

10.15 The rural nature of North East Derbyshire24, and its dispersed settlement pattern means that the majority of residents do not live, work or shop all in one place. The location of housing, employment, education, health, retail and leisure facilities can have a significant impact on patterns of travel, and accessibility, particularly for those without access to a car. The relationship between planning, transport and infrastructure is acknowledged as crucial in creating successful and sustainable places that work for everyone. Whilst the planning system cannot directly change people’s travel behaviour, it can provide the framework for more sustainable transport choices. It is crucial that the Council, developers, and other stakeholders work together to deliver such choices.

10.16 New development will put pressure on existing highway and public transport networks, services and facilities. The Derbyshire Infrastructure Plan sets out how planned strategic growth in and around settlements could impact on transport infrastructure, but there is an acknowledgment that this understanding will need to developed further through Local Plans and also through detailed assessments such as modelling and Transport Assessments. Potential mitigation measures are set out as strategic priority projects.

10.17 Derbyshire County Council is responsible for transportation, which includes producing the Local Transport Plan. The Derbyshire Local Transport Plan (2011)25 sets out the transport vision, goals and challenges, covering the period to 2026. Whilst the District Council has only limited control over highways or transport matters, its role as the Local Planning Authority is an important one in influencing transportation in the District through policies in the Local Plan and decisions on planning applications.

10.18 Sustainable modes of travel such as walking, cycling, public transport, car sharing, and alternative fuel vehicles can be provided through good planning and design, but also through travel planning. For major proposals, which are likely to generate significant additional journeys, (usually for developments of 80 dwellings or above, or a comparable scale of commercial development, a Transport Assessment (TA) is required26. A TA assesses the potential impact of a new development on existing transport networks, reflecting the scale of the development and the extent of the transport implications of the proposal. The TA should illustrate accessibility to the site by all modes of transport, and the likely modal split of journeys to and from the site. It should also give details of the proposed measures to improve access by sustainable modes, to reduce the need for car parking which would otherwise be generated by the proposal, and to mitigate transport impacts. Smaller developments will require a Transport Statement which should outline the transport aspects of a development proposal.

10.19 Travel Plans seek to change travel behaviour and have the potential to achieve significant value for money27. Benefits can include a reduction in congestion on both local and national roads, as well as a reduction in carbon emissions. Travel Plans can also include some softer measures to encourage alternatives to car based travel such as providing showers in new office development to encourage cycle based commuting. A Travel Plan focuses on solutions to any impacts on the transport network caused by new development.

10.20 Access to sustainable forms of transport must be integrated into the design of new development. All future development should be planned to maximise opportunities for walking, cycling, public transport, car sharing, and electric vehicles. The Plan does however, recognise that in some smaller settlements, particularly in rural areas, there is a greater reliance on private cars. This will be taken into consideration in determining planning applications.

(2) Walking and cycling

10.21 New development should incorporate a ‘pedestrian and cycle first’ principle. All transport journeys include an element of walking, whether it is walking to a bus stop or waling to a car park. All new developments must include pedestrian and cycle routes which are direct, convenient, and take priority over motor traffic. Walking and cycling routes provided through new developments must be permeable for users and allow greater accessibility to bus stops and connect with existing routes. New developments must provide direct links to new or existing footpath or cycling networks, where appropriate, as well as to nearby local attractors, such as schools and shops, thereby negating the need for short trips by car.

10.22 Cycling provides great potential to reduce reliance on the private car. The Local Transport Plan 2011-2026 identifies walking and cycling as a priority, including for new infrastructure provision, focusing on strategic and local cycle networks. Proposals for promoting and supporting cycling will be further developed in a Derbyshire Cycling Strategy, led by Derbyshire County Council. Where appropriate, opportunities should be taken to link with strategic cycle routes for Chesterfield28.

Public transport

10.23 Bus travel is by far the most used form of public transport across North East Derbyshire. When allocating proposed development sites, accessibility to bus services has been a key consideration. When submitting planning applications, developers must consider the impact of the development on local bus routes. Where possible, bus routes should penetrate new development sites through permeable routes and bus priority measures will be considered. As a minimum, a Transport Statement should be provided which describes the local public transport network and service provision, and a full description of how the development will incorporate access to this network. Where appropriate, developers will be asked for a financial contribution so the Council and bus operators can work together to improve bus provision for a particular site. The County Council’s capital programme and LTP3 Investment Protocol commit funding for the maintenance and improvement of physical infrastructure to support bus services.

10.24 Where applicable, proximity and access to rail services should also form part of planning applications. At present, the rail network in North East Derbyshire is limited to connecting Dronfield to Sheffield and Chesterfield via the Midland Mainline. The potential remains to re-open a railway station at Clay Cross which would serve to connect Clay Cross, as one of the District’s main towns, and the wider southern sub-area, with Chesterfield and the East Midlands, via a sustainable transport route. The Local Transport Plan identifies this as a long term project, which would require further appraisal.

10.25 The Government’s National Infrastructure Plan includes £14 billion of funding for National Rail to support maintenance and major improvements. National Rail recognises the Midland Mainline as a vitally important network for passengers and freight and improvements are included in LTP3.


10.26 Funding for roads and highways is split between the Highways Agency, for trunk roads, and Derbyshire County Council for non-trunk roads (with LTP3 setting out the County Council’s capital programme).

10.27 The Derbyshire Infrastructure Plan indicates that, depending on the scale and location of development proposed, growth could require additional highway capacity. The A61 has been identified as a critical transport corridor through Chesterfield and North East Derbyshire which is central to supporting the growth ambitions of the Local Plan. The A61 Growth Corridor Strategy is being developed by the District Council in partnership with Derbyshire County Council (DCC), and Chesterfield Borough Council (CBC), focussing on the A61 corridor between the Sheepbridge junction in the north and Clay Cross in the south. Whilst focussed upon the road it is, by design, multi-modal and has a core objective of supporting a strong economy through managing and accommodating the movement of people and goods, rather than simply managing highway traffic. The strategy will set out the intention of the authorities to work in partnership to deliver the best outcome for the social and economic wellbeing of the area. Development proposals planned adjacent to the A61 will increase the demand for movement along the corridor and the adjacent roads. No ‘engineering’ solution would deal fully with the impacts, and nor would it be appropriate to approach the issue in this way. The Strategy recognises the need for a balanced approach, with traffic management and control being put in place where the demand for movement cannot be met through other means.

10.28 In addition to strategic growth within and around settlements proposed in the Local Plan, there are a number of situations where investment in transport infrastructure could be important in supporting regeneration and economic development at strategic sites. The Derbyshire Infrastructure Plan identifies specifically the former Biwaters site and Markham Vale (allocated as strategic sites in Policies LP4 and LP5 respectively).

Car Parking

10.29 As part of the objective of promoting sustainable forms of transport, the Local Plan seeks to reduce the adverse impact of transport on the environment (Objective D14). The growth in car ownership has led to an increasing need to mitigate the worst effects of increased traffic movement. The availability of car parking has a major influence on the choice of means of transport.

10.30 Parking provision for new development and other on or off street parking proposals sought by the Council will reflect the need to balance the legitimate operational requirements of any development with wider environmental considerations. The previous national policy guidance (PPG13) advocated restricting parking supply at origin and destination. The consequences of limiting parking supply on residential estates however were often parking in non-designated areas such as verges and gardens, leading to visual clutter and localised traffic management problems. The future focus will therefore be on limiting parking supply at destination. All new developments must provide parking as part of new development. The detailed design implications relating to this policy are detailed in the Parking Standards. Derbyshire County Council’s guidance on car parking is included in the 6C’s Guide29.

(1) Alternative fuel vehicles and car sharing

10.31 Passenger cars are often the only practical choice for residents living in some parts of the District, particularly rural areas. Therefore it is important that that the Plan supports the growth of alternative fuel vehicles and actively discourages the number and frequency of single occupancy car journeys through the provision of car sharing bays in new development. Promotion of car sharing and alternative fuel vehicles will be delivered through the Travel Plan process.

(5) Policy LP35: Sustainable Travel

The Council will seek to maximise walking, cycling, and the use of public transport through the location and design of new development, with the aim of reducing congestion, and improving air quality and health.

The Council will expect all new development proposals to promote sustainable travel by:

  1. Prioritising, accommodating and promoting pedestrian and cycle access, and providing convenient and secure cycle parking;
  2. Protecting and improving the pedestrian and cycle network
  3. Protecting and improving public transport provision and facilities
  4. Manage demand by providing appropriate parking provision (in line with current car parking standards), facilitating car clubs, and promoting car sharing and the provision of car share spaces
  5. Providing charging infrastructure for electric vehicles where appropriate
  6. Ensuring that any traffic generated by new development can be accommodated safely on the local and strategic highway network, or can be made safe by appropriate transport improvements

All major development should be supported by a Transport Statement or Transport Assessment, and Travel Plan, with provisions secured through planning conditions or legal agreements.

Key Evidence Base

  • National Planning Policy Framework
  • Local Transport Plan 3 2011-2026

You told us that...

The Plan should aim to reduce the use of the car and encourage walking, cycling the use of public transport. It is also considered that development should be located near existing settlements, community facilities and/or public transport links. There are concerns over commuting levels.

The Plan needs to recognise the difficulties of accessibility to jobs and services, and the constraints on public transport, particularly in rural areas of the District.

Alternative Options considered but not selected...


The NPPF tells us that...

The transport system needs to be balanced in favour of sustainable transport modes, giving people a real choice about how they travel (para 29)

Encouragement should be given to solutions which suggest reductions in greenhouse gas emissions, and reduce congestion (para 30)

All developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment (para 32)

Policy implements Local Plan Objective: D14

How will the policy be monitored?

Indicator: Percentage of approved and completed schemes that comply with current car parking standards

Target: 100%

(2) Provision of new Transport Infrastructure

10.32 Transport infrastructure improvements are a key element in delivering the Plan strategy. They will support economic growth, sustainable transport, and the regeneration of previously developed land, helping to improve connectivity between North East Derbyshire, Chesterfield, Sheffield and the Sheffield City Region, and towns and communities across Derbyshire, the East Midlands and further afield. Funding or developers contributions will be sought, as appropriate, to support the delivery of key transport infrastructure improvements, informed by the Infrastructure Delivery Plan.

10.33 The safe efficient and free flowing movement of people and vehicles across the highway network is critical to achieving the Council’s ambitions for the local economy and for more sustainable communities. Proposals for improvements to transport infrastructure will be supported where it can be demonstrated to be necessary, support sustainable travel, and contribute to improving economic prosperity. There will be a particular focus on addressing the current capacity issues and unlocking development potential along the A61 corridor between Chesterfield and Clay Cross, working with Derbyshire County Council, Chesterfield Borough Council and the Sheffield City Region LEP.

10.34 The County Council has commissioned work to look at the impacts of future development on strategic transport networks, particularly focussing on the A61 corridor, securing of funding to identify priorities and a programme of funding to address these in supporting growth. This District Council will continue to work in partnership with the County Council, and with Chesterfield Borough and Bolsover District Council’s to support and develop this work.

10.35 National policy supports the protection of sites and routes which could be critical in developing infrastructure. The legacy of coal mining has left a number of disused rail routes throughout the District, which have the potential to be returned to beneficial use to reduce the number of journeys made by road, increase the movement of freight by rail, or increase opportunities for recreation.

10.36 The Local Transport Plan 3 identifies potential major transport projects. Clay Cross Railway station is included as a project for further appraisal as a County Council scheme, whilst the A61/A617 Avenue link road, with potential to support the regeneration of the Avenue site, is included as a project for further appraisal in association with the Local Plan.

(2) Policy LP36: Provision and safeguarding of Transport Infrastructure

New transport infrastructure will be permitted where the proposals:

  1. Are necessary to improve the existing highway or rail network, or improve connectivity; and
  2. Support economic growth or unlock future development sites; and
  3. Minimise and mitigate any harmful impact on the environment and the amenity of local communities; and
  4. Make safe and proper provision for the movement of pedestrians, cyclists, and public transport.

Sustainable Transport Measures and Highway Improvements:

The A61 corridor, south of Chesterfield to Clay Cross, is identified as a priority area for a combination of sustainable transport measures and highway improvements.

Safeguarded Transport Routes and Facilities:

Clay Cross station will be safeguarded from development which would prejudice the re-establishment of its original use for passenger or freight rail movements. The Council will support initiatives that seek to secure the re-opening of Clay Cross station.

Key Evidence Base

  • National Planning Policy Framework
  • Local Transport Plan

You told us that...

The Plan should provide and safeguard transport infrastructure to support the proposed levels of growth. Local residents are particularly concerned about highway capacity and congestion in the District.

The Plan needs to recognise the difficulties of accessibility to jobs and services, and the constraints on public transport, particularly in rural areas of the District.

Alternative Options considered but not selected...


The NPPF tells us that...

  • Plans should protect and exploit opportunities for the use of sustainable transport modes
  • Local Authorities should work with transport providers to develop strategies for the provision of viable infrastructure
  • Local planning authorities should identify and protect, where there is robust evidence, sites and routes which could be critical in developing infrastructure to widen transport choice. (para 41)

Policy implements Local Plan Objective: D15

How will the policy be monitored?

Indicator: Number of approved and completed transport infrastructure schemes

Target: Schemes identified in Infrastructure Delivery Plan

High Speed Rail (HS2)

10.37 The Government is committed to delivering High Speed Rail Phase 2 (HS2). A high speed rail extension from London to Birmingham and onto South Yorkshire and Leeds is planned. In January 2013, the initial Phase two route was published. The route passes through North East Derbyshire but the proposals do not provide for a station in the District. A station is proposed for the East Midlands at Toton, close to Long Eaton, but the nearest stopping point to North East Derbyshire would be at Meadowhall, Sheffield. The Leeds bound leg would affect the eastern parishes of North East Derbyshire running roughly parallel with the M1 through Heath & Holmewood and Sutton-Cum-Duckmanton and along the route of the Trans-Pennine Trail and part of the Chesterfield Canal through Eckington and Killamarsh.

10.38 The Government’s consultation on the proposed route ran to January 2014. The Secretary of State for Transport decision on the alignment of the route and the location of stations and depots is awaited. Detailed design issues, which will be addressed later in the process.

Midland Mainline improvements and electrification

10.39 The East Midlands is well connected to other areas of the country by rail but journey times to London and other major centres do not compare well with other parts of the country. A programme of works has now been developed to address this, involving the electrification of the line, improving capacity, removing rail bottlenecks. The District Council will work with partners to ensure that the benefits and opportunities of this programme are maximised.

(1) Broadband

10.40 Currently access to the internet is mainly through the national telephone network infrastructure. In rural areas, access to broadband is very limited and is a major barrier to the ability of rural business to grow and for such areas to attract new business. The Housing and Economic Development Strategy includes Improved Access to Superfast Broadband as a strategic priority for supporting the rural economy. Nationally, the government is committed to investing in the UK’s broadband network with the objective of delivering 90% coverage of superfast broadband. Digital Derbyshire is a £27.67 million programme to delivery broadband infrastructure and services across the County. The project has identified areas of poor broadband access (many of them in North East Derbyshire) and has been allocated funding from the Government to improve the situation.The Derbyshire Infrastructure Plan provides details of how this will be rolled out. The Council will work with Derbyshire County Council to ensure that superfast broadband in North East Derbyshire is improved as a priority. In designing new development, developers can help to anticipate the future needs of residents and businesses and prevent having to retrofit properties in the future by providing for the delivery of broadband infrastructure.

(2) Education

10.41 Derbyshire County Council is responsible for ensuring the adequate provision of primary and secondary school places. Each year, Derbyshire County Council produces pupil projection information based on the current pupil census data and information provided by the Local Health Authority. When analysing an individual school’s pupil projections, no account is taken in the modelling of proposed housing development in the school’s normal area (formerly catchment area of that school. Such information has to be considered separately for individual schools on a case by case basis.

10.42 Large scale population growth can trigger a need for additional investment in education. The County Council normally seeks developer contributions towards the provision of necessary primary and secondary school places through S.106 Agreements, on a case by case basis. As a gulde, development proposals of around 1,000 dwellings will normally require provision of a new 1-form entry primary school and around 6,000 dwellings will normally require provision of a new secondary school. Developments of a smaller scale may also trigger a need for new schools if the existing normal area schools are expected to have no surplus capacity and are unable to expand.

10.43 The Derbyshire Infrastructure Plan identifies that strategic growth at the former Avenue (a strategic site allocation in Policy LP3) would require a new one form entry primary school and an extension to the existing Tupton Hall Secondary School. However, it concludes that residential development elsewhere in North East Derbyshire could potentially be accommodated through capacity and expansion (subject to funding) of existing schools.

(2) Water Supply and Waste Water Treatment

10.44 Water supply and waste water treatment are crucial to supporting new development and to attracting inward investment. The Derbyshire Infrastructure Plan identifies that water stress (where demand for water is a high proportion of the available freshwater resource) is low in the north of the District (supplied by Yorkshire Water), to moderate further south (supplied by Severn Trent). The Derbyshire Infrastructure Plan also includes details of the current available capacity at each of Yorkshire Water’s main water treatment works in North East Derbyshire, and any planned or potential investment

24 North East Derbyshire is categorised as a Rural 50 district by Defra, which means that between 50 - 79.9% of its population live in rural census output areas. 25 26 Department for Transport’s Guidance on Transport Assessment provides further details. 27 28 29
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