Consultation Draft (February 2017)

Ended on the 7th April 2017
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9. INFRASTRUCTURE & DELIVERY

(4) Introduction

9.1 This section of the Plan addresses infrastructure that will be needed to support the development identified in the Plan and how it will be funded. In order to achieve sustainable development it is essential that new development is supported by the necessary infrastructure it needs to function, and that it does not place undue strain on the district's existing infrastructure, services and facilities.

9.2 The term infrastructure is broadly used for planning purposes to define all of the requirements that are needed to make places function efficiently and in a way that creates sustainable communities. 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.

9.3 In general, infrastructure requirements relate to strategic and local need. Strategic infrastructure refers to facilities or services serving a wide area that may include several communities, the whole District, or further afield.  For example improvements to the M1, or investment in water, sewerage, and ITC networks. The infrastructure may be required where broader strategies are pursued to accommodate the cumulative impacts of growth, for example in a sub-region, rather than simply to accommodate the needs of the development proposals of a particular town or village.

9.4 Local infrastructure includes facilities or services that are essential to meet the day-to-day needs of specific communities - for example schools, health facilities, community facilities and local green spaces. These are often essential for a development to occur and/or are needed to mitigate the impact of development at the site or neighbourhood level and to help integration into local surroundings.

9.5 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.

However, it is important to note that the Council's Infrastructure Delivery Plan will be carried out after consultation on the Draft Local Plan in February/ March 2017. The outcome of this work will be published in the next iteration of the Plan.

9.6 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 ID8 (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

9.7 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 and canal corridors, moorland, and woodland.  Collectively these areas contribute to the ecological network of the District.

9.8 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  releasing 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

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

However, the evidence base for this Study will be updated to take account of more recent data. The outcome of this work will be published in the next iteration of the Plan.

Greenways & Multi-User Routes

9.10 As part of the development of a co-ordinated network of high quality multi-user routes for walking, cycling and horse riding across the County Derbyshire County Council has sought to promote the Derbyshire Greenways Network. Since the publication of the Derbyshire Greenways Strategy (1998), Derbyshire County Council has with various partners brought back into beneficial use as greenways a number of disused railway lines including the Five Pits Trail and Trans-Pennine Trail. These routes have been carried forward from the 2005 Adopted Local Plan and are shown as multi-user routes on the Policies Map and as part of the Green Infrastructure Network the Policy ID1 applies to them.

9.11 However, a fully linked network is yet to be established. A number of future strategic routes were prioritised in the 1998 Derbyshire Greenways Strategy including a route linking Dronfield, Eckington and Killamarsh in the north of the District. Such a route would meet the need for a link between the three towns, but could also feed a route to Chesterfield and the Staveley-Long Eaton via Pinxton route. It would also act as a link from the Trans-Pennine Trail to Hardwick Hall, Chesterfield and the southern part of the Peak District.  As part of the preparation of the Infrastructure Delivery Plan the Council will collaborate with Derbyshire County Council to identify proposed routes that are considered to be deliverable over the plan period.

9.12 Beyond the Greenways network, Public Rights of Way (PROWs) provide considerable opportunities for people to enjoy the countryside. Where they exist within settlements they can provide good links between areas of housing, places of employment, shops and community facilities. It is important to ensure that development does not have an adverse impact upon the integrity of these routes.

9.13 The Council will support the use and improvement of all public rights of way and encourage additional provision and links as opportunities arise and safeguard them against development likely to prejudice their integrity.  If an alternative route for a footpath is sought an application for footpath diversion must be made. Approval of a planning application affecting the route of a footpath cannot be implemented without first obtaining and implementing a diversion order.

(7) Policy ID1: Green Infrastructure

Development proposals should conserve and where appropriate 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:

a) The affected site or feature does not have a significant recreational, ecological, landscape or townscape value; or

b) The affected site can be demonstrated to be surplus to local requirements, or

c) A compensatory amount of green infrastructure of an equivalent or better quality can be provided in the local area

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 loss 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:

d) Incorporate Green Infrastructure as an integral part of designs at an early stage in the planning process

e) Enhance connectivity between green spaces and improve public access to green infrastructure particularly within walking distance of housing , employment, health, education and community facilities

f) Contribute to the character and creation of high quality and locally distinctive places

g) 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,

h) Protect ancient and other woodland and trees and hedges, and increase tree cover wherever possible and appropriate

i) Incorporate native species and habitats appropriate to the surrounding landscape character and contribute to local ecological networks

j) Capitalise on any opportunities provided by rivers, streams, ditches, drains and canals in order to improve their ecological status.

Key Evidence Base

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

You told us that...

The Plan should recognise, protect and enhance the District's Green Infrastructure Network. Residents identifiedbiodiversity, heritage, tranquillity, landscape quality and access to the countryside as key assets of living in the District. The Plan should also address requirements for open space, sports facilities and play spaces, and prevent the loss of existing facilities and spaces. This should be based on an evidence base and considered whether a Neighbourhood Plan designation is in place or not.

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 75, 99, 109, &114).

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

How will the policy be monitored?

Indicator:

  • Quantity of new GI that is approved and completed

Target:

  • None

Trigger for Review:

  • None

Indicator:

  • Protection of existing GI

Target:

  • No loss of existing GI

Trigger for Review:

  • Significant loss of existing GI within short term

(1) Chesterfield Canal

9.14 Generally, canals and canal routes are an important element of green infrastructure, linking homes and communities, workplaces and services, and providing access to the wider countryside. They often provide a role on linking fragmented habitats over degraded land.

9.15 The Chesterfield Canal is a route of cross boundary strategic significance passing through Nottinghamshire, Derbyshire and South Yorkshire. In North East Derbyshire the Chesterfield Canal crosses the north east of the District and runs through Killamarsh and Renishaw.  The Chesterfield Canal Partnership, formed in 1995, is a working group whose membership includes the Canal & River Trust, the Chesterfield Canal Trust and the Local Authorities through which the canal passes. The Partnership ensures a co-ordinated approach to the restoration, protection and management of the canal route.  Work on restoration is well underway and a significant part of the route is now navigable and once fully restored could be reconnected to the national network.

9.16 The Council alongside other Partners (through the Chesterfield Canal Partnership) is committed to securing the restoration of the canal through the district and improving the canal towpath as an important part of the GI network. Both the original route of the Chesterfield Canal through the District and the identified preferred alternative route from the 2005 Adopted Plan through Killamarsh are identified on the Policies Map under Policy ID2 in order to ensure they are protected from development that could prejudice the restoration of the Chesterfield Canal

9.17 The Chesterfield Canal Partnership is currently re-examining the alternative route through Killamarsh in light of further information concerning the problematic and extensive engineering requirements associated with the current preferred alternative route. Following  further consultation with the community it is likely that a different route will be recommended for  safeguarding.  The outcome of this would be included in the next iteration of the Local Plan. , however in the meantime the original preferred route will continue to be safeguarded in line with Policy ID2.

(4) Policy ID2: Chesterfield Canal

The original route of the Chesterfield Canal as identified on the Policies Map will be safeguarded from development likely to prejudice its future restoration and its existing function of providing a quality green space and leisure route.

The preferred alternative route through Killamarsh as identified on the Policies Map will be safeguarded from development that is likely to prejudice its implementation.

Proposals for development associated with the recreational, leisure, nature conservation and historical potential of the Chesterfield Canal will be encouraged along its route.

Key Evidence Base

  • National Planning Policy Framework

You told us that...

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 and restoration of the Chesterfield Canal. Therefore, an own policy is included.

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;

Policy implements Local Plan Objective: D11

How will the policy be monitored?

Indicator:

  • Protection of the original route of
  • the Chesterfield Canal and the preferred alternative route through Killamarsh

Target:

  • No loss of the existing Chesterfield Canal and the preferred alternative route

Trigger for Review:

  • Significant loss of the existing Chesterfield Canal and the preferred alternative route within short term

Open Space, Sports and Recreation Facilities

(3) Existing Facilities

9.18 Open space, sports and recreations facilities all contribute to the health and well-being of communities in and around North East Derbyshire. A key aim of the Council's Corporate Plan 2015-2019 is focussed on "Supporting Our Communities to be Healthier, Safer, Cleaner and Greener". To achieve this the Corporate Plan prioritises "contributing to improving health and well-being" and "increasing participation in sport and leisure activities". The planning system has an important role to play in ensuring that there are sufficient facilities, that they are in the right location and that they are of high quality.

9.19 The Council is committed to the protection and enhancement of open space, sports and recreation facilities which contribute to creating high quality environments and sustainable communities.  This will be achieved by the implementation of Policy ID3 which seeks to protect and enhance existing sites and secure additional provision to meet identified needs.

9.20 In some cases a development related to the use of a recreation facility, such as changing rooms, may improve the quality of the facility overall and may be acceptable.  However, such proposals should be of a high standard and respect the character of the facility and the area in which it is located.  In addition, some recreation facilities include land that cannot be used for recreational purposes because of its nature, for example where the land includes a steep slope. In these cases, it might be acceptable to use the land for non-recreational purposes.

9.21 Outdoor sport facilities include a wide range of formal outdoor facilities such as pitch sports (eg football), hard court sports (eg tennis, basketball), bowls, water sports and athletics, or less formal facilities such as kick about areas. It also includes school playing fields which are open to the general public outside school hours. These facilities are identified on the Policies Map and covered by Policy ID3.

9.22 Indoor sports facilities include mainly sports halls and swimming pools which are located in the district's towns like Dronfield Sports Centre, Killamarsh Sports Centre and Sharley Park Leisure Centre. The Council has commissioned a Playing Pitch Strategy and an Indoor Sports Facilities Strategy to assess current levels and quality of provision in relation to demand.  The Council is also in the process of reviewing open spaces, recreation sites and facilities. The outcome of this work will inform the next iteration of the Local Plan.  However in the meantime the sites identified on the Policies Map have been carried forward from the 2005 Local Plan, this includes Urban Green Spaces and recreation facilities such as children's play spaces and outdoor youth facilities.

9.23 Urban Green Spaces are larger informal open spaces that contribute to the form and character of the settlement, often providing a pleasant setting or view. These include parks, green corridors, woodland, churchyards and cemeteries and amenity green space and commons. In addition to these areas, smaller informal open spaces such as incidental open spaces associated with housing estates (housing green spaces), highway verges and small pockets of open space are not shown on the Policies Map. However, the Council seeks to protect all forms of informal open space provision from inappropriate development.

9.24 Children's play spaces are designated areas of equipped play for children and outdoor youth facilities are areas designated for play and social interaction of young people, such as skate parks, BMX tracks, Basketball hoops and teenage shelters.

9.25 Allotments, when in active use, are important to those residents with little or no garden space relating to their homes. A flexible supply of allotment space should be retained in order to accommodate fluctuating demand. A recent survey shows that demand for and the supply of allotments varies significantly between settlements in North East Derbyshire and is linked to the type and tenure of housing.  Therefore, any development proposal that would result in the loss of an allotment site would be required to demonstrate to the Council's satisfaction that the allotment is no longer in active use and is surplus to local requirements.  The Council will require evidence of the survey work, including the sample size, response rate and survey results.

9.26 If in active use, it would be necessary to demonstrate that a compensatory amount of allotments of an equivalent or better quality can be provided in the local area that is equally accessible to users. Quality will be measured in terms of size, usefulness and attractiveness. The replacement facility should be made available prior to the loss of the existing facility.

However, it is important to note that this evidence base work is in the process of being updated to take account of more recent data.  The outcome of this work and any policy implications will be published in the next iteration of the Plan.


(1) New Facilities

9.27 New major residential developments and employment and educational developments will be required to provide or contribute towards open space, sports and recreation facilities in line with the standards set out in the North East Derbyshire Recreation and Open Space Supplementary Planning Document[37] (SPD), including:

  • Green open spaces,
  • Outdoor sports facilities,
  • Equipped children's play spaces, and
  • Outdoor youth facilities

9.28 The North East Derbyshire Recreation and Open Space SPD seeks to ensure that the district has sufficient provision of recreation facilities and open spaces for existing and future residents and provides facilities that are accessible by means other than the private car. It includes local recreation and open space standards which determine the existing level of open space and recreation provision in the District against that required. The Recreation and Open Space SPD also contains a methodology for calculating recreation and open space provision and determining whether on-site facilities, financial contributions towards off-site facilities, or financial contributions for the enhancement of an existing facility are required and determines which types of facilities are needed.

(6) Policy ID3: Open Space, Sports and Recreation Facilities

The Council will seek to protect and enhance existing open spaces, sports and recreation facilities, shown on the Policies Map as:

  1. Urban Green Spaces,
  2. Outdoor Sports Facilities,
  3. Indoor Sports Facilities,
  4. Equipped Children's Play Spaces,
  5. Outdoor Youth Facilities, and
  6. Allotments

Development proposals that would result in the loss or isolation of existing open spaces, sports and recreation facilities will not be permitted unless:

a) An assessment has been undertaken that clearly shows the open space, land or facilities to be surplus to requirements; or

b) The loss resulting from the proposed development would be replaced by equivalent or better provision in terms of quantity and quality in a suitable location; or

c) The development is for alternative sports and recreational provision, the benefits of which clearly outweigh the loss; or

d) The proposed development is ancillary to the recreational use of the site and does not adversely affect the quality of the sites in terms of its recreational use; or

e) The proposed development only affects land that is incapable of performing a recreational function.

Major development proposals should provide or contribute towards new or upgraded open spaces, sports and recreation facilities in line with the North East Derbyshire Recreation and Open Space Supplementary Planning Document.

Key Evidence Base

  • National Planning Policy Framework
  • National Planning Practice Guidance
  • Sport England's Playing Pitch Strategy Guidance

You told us that...

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 open space, outdoor sports and recreation facilities. The initial approach of including these facilities within Policy ID1: Green Infrastructure was rejected because open space, outdoor sports and recreation facilities are connected closely with development proposals. Therefore, they need own policies for protection and provision.

The NPPF tells us that...Access to high quality open spaces and opportunities for sport and recreation can make an important contribution to the health and well-being of communities. Planning policies should be based on robust and up-to-date assessments of open space, sports and recreation facilities and should identify specific needs and deficits and surpluses. They also should indicate which open spaces, sports and recreation facilities are required in future.  The Planning Practice Guidance refers to Sports England's guidance on how to assess the needs for sports and recreation facilities.  On existing open space, sports and recreation facilities should not be built on unless specific criteria are fulfilled (paragraphs 73 and 74).

Policy implements Local Plan Objective: D2, D18

How will the policy be monitored?

Indicator:

  • Protection of existing open space, sports and recreation facilities

Target:

  • No loss of existing facilities, unless in line with policy

Trigger for Review:

  • Significant loss of existing open space, sports and recreation facilities within short term

Indicator:

  • Improvement to quality of existing open space, sports and recreation facilities

Target:

  • Open space local standard/recreation survey report
  • Playing Pitch Strategy/Indoors Sports Strategy

Trigger for Review:

  • No improvementsof quality within the next 5 years from adoption

Indicator:

  • Amount of new open space, sports and recreation facilities that is completed

Target:

  • Open space local standard/recreation survey report
  • Playing Pitch Strategy/Indoors Sports Strategy

Trigger for Review:

  • Despite new provision below local standard/quantitative deficit remains within the next 5 years from adoption

(1) Local Green Spaces

9.29 '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.

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


(3) Policy ID4: Local Green Spaces

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

a) It is for essential facilities for sport and recreation which do not compromise the function(s) of the Local Green Space; or

b) It consists of the replacement or limited extension of existing structures upon the site

Key Evidence Base

  • National Planning Policy Framework
  • National Planning Practice Guidance

You told us that...

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 land which has a special value for a local community.

The NPPF tells us that...

Local Green Spaces are special protection green areas which rule out new development other than in very special circumstances. Identifying Local Green Space should be consistent with planning and provision of new homes, jobs and other essential services. The designation should only be used where it is in close proximity to the community it serves, where the green area is demonstrably special to a local community and where the green area concerned is local in character (paragraphs 76 and 77).

Policy implements Local Plan Objective: D2, D13 and D18

How will the policy be monitored?

Indicator:

  • Protection of existing Local Green Space that is designated

Target:

  • No loss of existing Local Green Space

Trigger for Review:

  • Significant loss of Local Green Space within short term


Social infrastructure

9.31 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.

9.32 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.

9.33 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 in the local area, (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 and not protected by other policies in the Local Plan.

9.34 The 2016 Settlement Hierarchy Study identifies the extent of existing provision of facilities and services in each settlement across the District . 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 Hierarchy Study.

9.35 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.

(1) POLICY ID5: Social Infrastructure

New Social Infrastructure

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

a) Are accessible by public transport, walking and cycling, unless they are meeting a specific local need; and

b) 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 facility, or other social infrastructure will not be permitted unless:

c) it can be shown that the facility is 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

d) It can be demonstrated through a viability assessment that the current use is not economically viable and all reasonable efforts have been made to let or sell the facility 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.  There is a need for a comprehensive evidence base for indoor and outdoor sport facilities.  Changes to the policy in accordance to the NPPF paragraph 74 have been suggested.

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?

Indicator:

  • Protection of existing local community facilities

Target:

  • No loss of existing local community facilities

Trigger for Review:

  • Significant loss of existing social infrastructure within short term

(2) Sustainable Travel

9.36 The rural nature of North East Derbyshire[38], 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.

9.37 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 be 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.

9.38 Derbyshire County Council is responsible for transportation, which includes producing the Local Transport Plan. The Derbyshire Local Transport Plan 3[39] (LTP3) sets out the transport vision, goals and challenges, covering the period 2011 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.

9.39 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), the Council would require a Transport Assessment (TA) . The necessary requirements are laid out in the 6Cs Design Guide[40]. A TA will focus on reducing the need to travel (especially by car), promoting access to the development by all sustainable modes of travel and dealing with residual car trips and how their impacts can be mitigated or reduced. Smaller developments will require a Transport Statement which should normally be a relatively short document, indicating amongst other things, the steps taken to reduce car travel and promote sustainable modes of travel.

9.40 Travel Plans seek to change travel behaviour and have the potential to achieve significant value for money[41].  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.

9.41 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.

(1) Walking and cycling

9.42 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  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.

9.43 Cycling provides great potential to reduce reliance on the private car. The Local Transport Plan 3 identifies walking and cycling as a priority, including for new infrastructure provision, focusing on strategic and local cycle networks.  The recently published Derbyshire Cycling Plan 2016-2030 has great ambitions to promote and support cycling in Derbyshire. This should be mainly achieved through improvements to the connectivity of cycle infrastructure as well as measures to increase participation such as through  marketing, communication  and lobbying for change. Where appropriate, opportunities should be taken to link with strategic cycle routes for Chesterfield[42].

(3) Public Transport

9.44 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.

9.45 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.

9.46 The Government's National Infrastructure Delivery Plan 2016 – 2021 prioritises the Network Rail enhancement programme. This includes ongoing development work to allow further electrification to Nottingham, Derby and Sheffield in Control Period 6 (2019 – 2024). Overall Network Rail plans to spend nationwide over £15 billion on enhancement during Control Period 5 (2014 – 2019).

(2) Highways

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

9.48 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 plays an important role to deliver housing and employment growth in the south of the district. 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. Instead, the Strategy recognises the need for a balanced approach, a combination of sustainable transport measures and highway improvements.

9.49 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 SS5 and SS6 respectively).

Car Parking

9.50 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 D12). 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.

9.51 10.40Parking 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 Guide[43].

Alternative Fuel Vehicles and Car Sharing

9.52 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 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.

(8) Policy ID6: 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 in line with the Derbyshire Cycling Plan 2016-2030;
  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; and
  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 and on the impact of increased vehicle movements on country lanes. 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. 

The provision of pedestrian and cycle routes may allow for opportunities to link to the wider green infrastructure network through green verges and natural footpaths. A need for more parking at Dronfield railway station and the improvement of bus connectivity to and from the station has also been suggested.

Alternative Options considered but not selected...

None

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: D12

How will the policy be monitored?

Indicator:

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

  • 100%

Trigger for Review:

  • Permissions granted contrary to current parking standards


(1) Provision of New Transport Infrastructure

9.53 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.

9.54 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. The Council is committed to working in partnership with Derbyshire County Council and other neighbouring authorities to ensure a co-ordinated approach to transport infrastructure, recognising that transport issues to not stop at administrative boundaries. 

9.55 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 D2N2 LEP.  The County Council is leading on the production of strategy and investment plan for the A61 Growth Corridor, looking at the impacts of future planned development on the strategic transport network. This will identify priority projects and interventions and a programme of funding to support growth.  This District Council will continue to work in partnership with the County Council and Chesterfield Borough Council to support and develop this work.

9.56 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.

9.57 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.


(5) Policy ID7: Provision and Safeguarding of Transport Infrastructure

New transport infrastructure will be permitted where the proposals:

a) Are necessary to improve the existing highway or rail network, or improve connectivity; and

b) Support economic growth or unlock future development sites; and

c) Minimise and mitigate any harmful impact on the environment and the amenity of local communities; and

d) 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.

Key Evidence Base

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

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.

There are concerns over how the growth to the east of Chesterfield Borough has the potential to significantly increase traffic on key routes including the A617, A619 and A632. It is suggested that these routes be acknowledged in the plan as sustainable travel improvements.

Alternative Options considered but not selected...

None

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

Trigger for Review:

  • None

High Speed Rail (HS2)

9.58 The Government is committed to delivering High Speed Rail Phase 2 (HS2) and announced on 15th November 2016 the preferred route for Phase 2b.  The route runsfrom the West Midlands to Leeds (Eastern leg) and Manchester (Western Leg), with connections onto the existing network and new stations in Manchester, Leeds and the East Midlands.

9.59 The Eastern Leg passes through North East Derbyshire affecting the eastern parishes of North East Derbyshire running roughly parallel with the M1 to the east of Heath & Holmewood and Sutton-Cum-Duckmanton and Killamarsh.   A connection is also proposed into the existing rail network with a link to the Midland Mainline to the east of Stonebroom serving Chesterfield and Sheffield.

9.60 In order to protect the preferred route from conflicting development, the Secretary of State for Transport has safeguarded this section of HS2 using safeguarding directions[44]. The route and safeguarded area are identified on the Policies Map for information, however they are not proposals of the LPA and the route will not be determined through the development plan process. The route will be considered in Parliament under hybrid Bill procedures, which will provide appropriate opportunities for petitions to be made to Parliament by those directly affected by the scheme.

9.61 Safeguarding provides a statutory mechanism by which Local Planning Authorities (LPAs) must consult High Speed Two (HS2) Ltd on new and undecided planning applications which fall within the safeguarded area, and provides HS2 Ltd with a statutory remit to comment on such applications. The Safeguarding Directions also put in place statutory blight provisions, whereby owners of land or property within the safeguarded area can serve a blight or purchase notice on the Secretary of State for Transport or LPA respectively.

Midland Mainline Improvements and Electrification

9.62 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.

Broadband

9.63 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.

Education

9.64 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.

9.65 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 S106 Agreements, on a case by case basis. As a guide, development proposals of around 1,000 dwellings will normally require provision of a new single 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.

9.66 The Derbyshire Infrastructure Plan identifies that strategic growth at the former Avenue (a strategic site allocation in Policy SS4) would require a new single 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.

Water Supply and Waste Water Treatment

9.67 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.

(4) Plan Delivery and the Role of Developer Contributions

9.68 Where new development necessitates new or improved infrastructure or where mitigation is required to make a development acceptable in planning terms the Council will require developers to contribute towards any necessary site specific infrastructure and planning obligations in line with policies ID1, 3, 5 to 7. Depending upon the application this may include contributions towards infrastructure needs generated by development such as highway improvements, new open space, schools, GP facilities, or other requirements such as contributing to local employment, skills and training initiatives. Requirements for affordable housing are separate to this and are covered in Policy LC2.

9.69 Developer contributions help to fund the infrastructure that is needed to make development acceptable in planning terms.  Required infrastructure or community benefits must make development sites acceptable and mitigate the impact of additional demand caused by one or more new development sites.  Benefits can be provided either on site or off site, depending on the local circumstances, but wherever possible, provision should be made on-site for facilities required through a planning obligation. All infrastructure improvements, where appropriate, will also need to be in accordance with Policy SS1 to ensure that any potentially adverse impacts are mitigated and the goal of sustainable development is achieved.

9.70 In order to provide clarity to the development industry, stakeholders and local communities regarding the basis on which planning obligations will be sought the Council has adopted the Developer Contributions Supplementary Planning Document (SPD). This SPD provides further guidance on the Council's approach for using planning obligations to seek developer contributions. Once the Local Plan is adopted the Council will review and update this SPD as necessary taking account of any related decisions regarding the introduction of a Community Infrastructure Levy (CIL).

(2) Infrastructure Delivery Plan

9.71 National policy states that the Local Plan should be supported by evidence of what physical, social and green infrastructure is needed to support the overall quantum and distribution of growth proposed in the Plan. To this end, the Council will before the publication version of the Plan prepare an Infrastructure Delivery Plan (IDP). The IDP will provide a detailed assessment of the infrastructure needs of North East Derbyshire, and give indication of the specific requirements for the different types and scales of infrastructure needed across the district, within its neighbourhoods, and at a site-specific level.

9.72 Delivering infrastructure does not stand still and infrastructure requirements may change over time as development is brought forward and new infrastructure requirements are identified. Therefore, once prepared the IDP will be regularly monitored, reviewed and updated as a 'live' document during key stages in the plan period.

(1) Community Infrastructure Levy

9.73 The preparation of the IDP will be the first step in determining whether the introduction of a Community Infrastructure Levy (CIL) would be appropriate for the district.  However, the Council needs to ensure that the introduction of any CIL in North East Derbyshire would be viable and effective in generating sufficient income to deliver the infrastructure necessary to enable development to come forward and does not present a barrier to beneficial development across the District. In tandem with the IDP the Council will therefore also carry out work to assess the viability of the Plan as a whole, and whether there would be enough economic incentive to provide new development with infrastructure requirements in place. This work will help to inform whether a levy will be introduced and what rates would be applied.

9.74 The Council will make a decision on whether to implement CIL in advance of the publication version of the Local Plan on the basis of detailed evidence in the IDP on the types and scales of infrastructure needed to support new development and an assessment of viability to deliver it.


(1) Viability and Developer Contributions

9.75 In circumstances where the viability of a development is in question, the developer will be required to demonstrate that this is the case through a site specific financial evaluation undertaken to the Council's satisfaction at the earliest possible stage in the application process.

9.76 Where a scheme is agreed to be unviable or marginal, the Council will review the policy arrangements or the development and the timing or phasing of payments to assist the financial viability of the scheme. Where policy arrangements have been negotiated, review mechanisms and/or overage payment clauses will be built into Section 106 Agreements to ensure that the planning obligations can be periodically reviewed and updated to reflect any changes in circumstances or changes to market conditions.

9.77 In cases where essential site specific infrastructure and mitigation cannot be secured because of viability concerns and the infrastructure is an essential prerequisite to enable the development to proceed, schemes will not be supported.

(8) Policy ID8: Infrastructure Delivery and Developer Contributions

Proposals for development will only be permitted provided they can be made acceptable through:-

a) the provision of necessary physical, social and green infrastructure in accordance with Policies ID1, 3, 5 to 7;

b) suitable measures to mitigate the impacts of development.

Where new development will necessitate the provision of new or improved infrastructure, and / or when suitable mitigation is required the developer will be required:-

c) to make direct provision of such infrastructure on-site within the development, or

d) make a financial contribution to its funding through the use of a Planning Obligation, or the Community Infrastructure Levy (CIL), or any subsequent financial / levy based system that the Local Planning Authority may adopt in the future.

Such infrastructure should be provided in advance of, or alongside, the development unless it can be proven that there will be sufficient existing capacity. The appropriate phasing for the provision of infrastructure will however be determined on a case by case basis.

The Council will use the adopted Planning Obligations SPD, Section 106 agreements, unilateral undertakings, planning conditions, and if and when adopted the Council's CIL Charging Schedule to secure necessary infrastructure.

In all cases contributions must be necessary and ensure the viability of the development is maintained. Developers will be required to provide sufficient information to allow for independent assessment of site viability if necessary.

Key Evidence Base

  • National Planning Policy Framework
  • Planning Practice Guidance

You told us that...

The Plan should consider the infrastructure that is needed to accompany the proposed growth. One of the main concerns of local residents is the effect of development on the infrastructure such as community facilities and services and transport, and their ability to cope.

Alternative Options considered but not selected...

The Council is continuing to assess the alternative options of adopting a CIL of continuing to deal with planning obligations on a scheme by scheme basis.

The NPPF tells us that...

Pursuing sustainable development requires careful attention to viability and costs. Plans should be deliverable, and planning obligations should not threaten viability. However, it is also important to ensure that there is a reasonable prospect that planned infrastructure is deliverable in a timely fashion.

Policy implements Local Plan Objective: D1 and D4

How will the policy be monitored?

Indicator:

  • The number of successful appeals against requirement to deliver necessary infrastructure

Target:

  • None

Trigger for review:

  • Trend of successful appeals against developer contributions


[37] The current Recreation & Open Space SPD was adopted in October 2007. This will be updated to take account of new evidence derived from thePlaying Pitch Strategy, Indoor Sports Facilities Strategyand the current survey of open spaces, recreation sites and facilities once available.

[38] 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.https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/239063/2001-la-class-intro.pdf

[40] The 6Cs Design Guide is a regional design guide, which deals with highways and transportation infrastructure for new developments across the region of Derbyshire, Leicestershire and Nottinghamshire.  http://www.leics.gov.uk/index/6csdg/the_6cs_design_guide__6csdg__foreword_.htm

[43] http://www.leics.gov.uk/htd_part3.pdf

[44] The safeguarding maps and a copy of the formal Safeguarding Directions can be found at: https://www.gov.uk/government/collections/hs2-safeguarding.

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