Transport

61 County Structure Plan 1996 - 2016 12 TRANSPORT

Objectives To reduce the total amount of travel by the private car. To reduce delays suffered by road users in order to safeguard the prosperity of Northamptonshire. To improve access to workplaces and other facilities for all the population including people with disabilities, the very young, the elderly and people on lower incomes. To increase bus and rail patronage amongst former car users and people who currently experience low levels of access to facilities. To increase the number of trips made by cycling and walking. To minimise the impact of transport on the environment. To reduce the number and severity of road accidents.

12.1 The provision of transport has an important influence on economic prosperity and quality of life. Goods need to be moved efficiently and opportunities for work, education, shopping and social and recreational activity need to be accessible to people. Transport is therefore something that we depend on heavily to maintain our lifestyle, but some aspects, principally the growth in private car use, have environmental and social cost. This includes pollution, congestion and the social isolation that lack of car access can create. A balance needs to be found between the positive benefits of transport and its negative impacts.

12.2 The policies in the Structure Plan in relation to transport should not, therefore, simply be about policies that address particular transport issues in the County, but rather policies that identify how transport can contribute to the future economic and social well being of the County. Investment in transport infrastructure and services should not be an end in itself, but rather a means to an end, with that end being a Northamptonshire that has the most sustainable land-use disposition and movement patterns possible. Transport

Northamptonshire County Structure Plan 1996 - 2016 62 Countywide Integrated Transport Strategy

Policy T1 An integrated transport strategy will be pursued across the whole County, aimed at promoting means of transport other than the private car and reducing the growth in the number and length of motorised journeys.

The integrated strategic countywide proposals for implementation are as follows:

A high quality, inter-urban public transport network linked to key transport interchanges and the national network; A network of priority, express urban routes for public transport and a network of interchanges, including park-and-ride, serving these routes; Town centre multi-modal interchanges; An improved rural public transport network; Improved facilities for powered two-wheelers; A high quality cycle network; An improved pedestrian network; Safer routes to school; 20 mph local centre and home zones; Town centre and edge-of-town centre residential parking zones; and Restrictions on town centre and edge-of-town centre private non-residential parking.

12.3 Traffic on Northamptonshire’s roads is continuing to rise and at a rate higher than the national average. Some urban areas, notably , and some key road corridors are congested at key times of the day and this congestion will lengthen and spread due to predicted increases in road traffic.

12.4 Most of this increase in traffic has been through private car use, whereas over a long period that for buses and trains has declined. This has resulted in a situation where, although the need for geographical mobility has never been more important, there has been a reduction in transport opportunities for people without the use of a private car. About one quarter of all households in the County do not have access to a private car; individuals without access to a car particularly include those with disabilities, the young, the elderly, and those on lower incomes. In addition, as those with access to a car are Transport becoming more dependent on it, there has been a significant decline in walking and cycling, the two most environmentally friendly modes of movement.

63 Northamptonshire County Structure Plan 1996 - 2016 12.5 Transport priorities, and therefore transport investment, in the County should be focused on bringing about modal shift and reducing car dependency, and in doing so making a major contribution to realising the key aim of the Structure Plan of ensuring a sustainable Northamptonshire.

Integrated Transport Strategy Sub-Areas

Policy T2 Integrated transport strategies have been developed for five sub-areas of the County. The five sub-areas are as follows:

Northampton; Northern; Eastern; Southern; and Western.

A series of integrated strategic proposals have been identified for each of the five sub-areas. Detailed proposals and other local schemes will come forward through the local transport plan and the district-wide local plans. The integrated strategic proposals are set out below:

Northampton Sub-Area

Integrated strategic proposals for implementation:

Improved multi-modal interchanges at the rail and bus stations serving the town centre; and A new multi-modal interchange, including a rail station, on the Northampton loop-line, to the south of Northampton.

For implementation in association with the South of Northampton Strategic Development Area:

Priority routes for public transport and a network of interchanges including park-and-ride serving these routes;

A network of safe and convenient pedestrian and cycle routes segregated where necessary; and 20 mph home and local centre zones. Transport

Northamptonshire County Structure Plan 1996 - 2016 64 Northern Sub-Area

Integrated strategic proposals for implementation:

An improved multi-modal interchange at rail station; and A6 Rothwell-Desborough bypass.

For implementation in association with the Desborough/ Rothwell Strategic Development Area:

A new multi-modal interchange, including a rail station, at Desborough; Priority routes for public transport and a network of interchanges serving these routes; A network of safe and convenient pedestrian and cycle routes, segregated where necessary; and

20 mph home and local centre zones.

For implementation in association with the Corby Special Policy Area:

A high quality multi-modal interchange serving the town centre; A new multi-modal interchange, including a rail station, at Corby; Improved road links between Corby and Kettering including junction improvements on the A14; Rail-related development at the Corby strategic freight interchange; Priority routes for public transport and a network of interchanges serving these routes; A network of safe and convenient pedestrian and cycle routes, segregated where necessary; and 20 mph home and local centre zones. Transport

65 Northamptonshire County Structure Plan 1996 - 2016 Eastern Sub-Area

Integrated strategic proposals for implementation:

An improved multi-modal interchange at rail station; A6 and Higham Ferrers bypass; and A45 Stanwick-Thrapston dualling.

For implementation in association with the East of Wellingborough Strategic Development Area:

Priority routes for public transport and a network of interchanges serving these routes; A network of safe and convenient pedestrian and cycle routes segregated where necessary; 20 mph home and local centre zones; and A Wellingborough Eastern Relief Road.

Southern Sub-Area

Integrated strategic proposals for implementation:

A43 Silverstone bypass; and A43 Whitfield Turn to Brackley Hatch improvement.

For implementation in association with the Towcester Strategic Development Area:

Priority routes for public transport and a network of interchanges serving these routes; A network of safe and convenient pedestrian and cycle routes segregated where necessary; and 20 mph home and local centre zones. Transport

Northamptonshire County Structure Plan 1996 - 2016 66 Western Sub-Area

Integrated strategic proposals for implementation:

For implementation in association with the Daventry strategic freight interchange:

Rail-related distribution and warehousing development; A428 Crick bypass; and A428 West Haddon bypass.

For implementation in association with the Daventry Strategic Development Area:

Improvements to Long Buckby rail station; Priority routes for public transport and a network of interchanges serving these routes; A network of safe and convenient pedestrian and cycle routes segregated where necessary; and 20 mph home and local centre zones.

12.6 To support the strategic countywide transport investment priorities, a package of sub-area based strategic schemes to address the transport requirements of existing and future developments are proposed for implementation. The sub-areas have been drawn with regard to existing and proposed development, location of economic activity and patterns of movement, and in acknowledgement that issues between urban areas and rural areas are interlinked.

12.7 For each area different proposals have been developed depending upon the current characteristics and future proposed changes within each area and to encourage greater local integration on the ground particularly between transport and land-use. The sub-areas are:

Northampton (Around Northampton)

Northern (Around Kettering and Corby)

Eastern (Wellingborough and East Northamptonshire)

Southern (Around Brackley, Towcester and Middleton Cheney)

Western (largely Daventry District) Transport

67 Northamptonshire County Structure Plan 1996 - 2016 Northampton Sub-Area

12.8 The Northampton Sub-Area covers Northampton and a number of villages in the districts of Daventry, South Northamptonshire and Wellingborough in its hinterland, particularly to the south-east of the town. The sub-area is not the same as the Northampton Policy Area, whose boundaries will be fixed through the local plan preparation process.

12.9 The sub-area has the potential to provide a high-quality public transport service, particularly for the town and the south of the County, and thereby reduce dependency on the private car. It also has the added advantage of offering the opportunity for improving transport choice and encouraging sustainable mobility and inter-modality through a complementary proposal for a new multi-modal interchange, incorporating a rail station, south of Northampton.

Northern Sub-Area

12.10 The Northern Sub-Area covers the districts of Corby and Kettering and the north-western part of East Northamptonshire. It includes the towns of Desborough and Rothwell (and the SDA associated with them) and Burton Latimer.

12.11 The sub-area has the potential to provide a high-quality public transport service, particularly focused on the A6, linking Desborough and Rothwell to Kettering and other nearby towns and villages, and thereby reduce dependency on the private car. It also has the added advantage of offering the opportunity for improving transport choice and encouraging sustainable mobility and inter-modality through a complementary proposal for a new multi-modal interchange, incorporating a rail station, at Desborough on the Midland Main Line.

Eastern Sub-Area

12.12 The Eastern Sub-Area covers the majority of Wellingborough district and all but the north-western part of East Northamptonshire. It includes Wellingborough (and the proposed SDA to the east of the town), Rushden and Higham Ferrers, Irthlingborough, Raunds, Thrapston and Oundle. Transport

Northamptonshire County Structure Plan 1996 - 2016 68 12.13 The sub-area has the potential to provide a high-quality public transport service, linking Wellingborough with Northampton, Kettering, Rushden and other nearby towns and villages, and thereby reduce dependency on the private car. It also has the added advantage of offering the opportunity for improving transport choice and encouraging sustainable mobility and inter-modality through a complementary proposal for a new multi-modal interchange at Wellingborough Station, on the Midland Main Line railway, which is located adjacent to the proposed development area. It is also proposed that an Eastern Relief Road would be provided to serve the area. This would also have the potential to provide relief for existing residents in the east of the town and improve the connection between the A14 and A45 core trunk roads, as well as offering new bus-based public transport opportunities.

Southern Sub-Area

12.14 The Southern Sub-Area comprises the district of South Northamptonshire, minus the villages in the north and north-east part of the district that are in the Northampton Sub- Area. It includes Towcester and its proposed SDA and Brackley.

12.15 The sub-area has the potential to provide a high-quality public transport service, particularly focused on the A43, linking Towcester and Silverstone with Northampton, Brackley and other nearby towns and villages, and thereby reduce dependency on the private car. It also has the added advantage of offering good access to a complementary proposal for a new multi-modal interchange, including a rail station, to the south of Northampton.

Western Sub-Area

12.16 The Western Sub-Area comprises Daventry district minus the villages in the east of the district that are in the Northampton Sub-Area. It includes Daventry and the strategic freight interchange, DIRFT.

12.17 The sub-area has the potential to provide a high-quality public transport service linking Daventry and Long Buckby with Northampton, Rugby and other nearby towns and villages, and thereby reduce dependency on the private car. It also has the added advantage of improving transport choice and encouraging sustainable mobility and inter-

Transport modality through a complementary proposal for a new multi-modal interchange at Long Buckby Station, on the Northampton Loop Line railway.

69 Northamptonshire County Structure Plan 1996 - 2016 12.18 In each sub-area the integrated transport strategies consist of a package of measures designed to address the transport requirements of existing and future development. The proposals listed under this policy, and other local schemes not listed but which will also aid integration (for example, park and ride sites at SDAs), will come forward through the Local Transport Plan and district-wide local plans.

12.19 New development will contribute towards a number of these proposals. Other potential sources of funding include the Local Transport Plan bid process, the rural transport bus subsidy grant, the rural challenge fund, commuted payments in lieu of parking, congestion charging and workplace parking charges. Investment will also be sought from other authorities and the transport industry, for example through quality partnerships. Due to the complexities of progressing schemes, many of which include a number of implementation partners, and of financing them, no broad timescales for implementation of the particular proposals listed in the Policy are given.

12.20 During the plan period the A45 between Northampton and Thrapston will become a trunk road. This means the A45 Stanwick-Thrapston dualling proposal, included in the Eastern Sub-Area, will no longer be a County Council scheme and therefore its implementation will need to be through inclusion as a trunk road scheme.

Transport Requirements

Policy T3 Development will only be permitted where the local planning authority is satisfied how the transport requirements and access needs of the development will be accommodated.

12.21 The transport impact of development proposals will be carefully assessed in relation to the integrated transport strategies. Account will be taken of the impact that the development will have on the wider area, as well as in the immediate vicinity. It will also need to cater for the access needs of the residents or users of the development.

12.22 Developers of major proposals will be required to submit an impartial transport impact assessment. Developers will be expected to make financial or other contributions towards any transport improvements required as a result of travel movements generated by the development. Transport

Northamptonshire County Structure Plan 1996 - 2016 70 12.23 In addition, proposals for major travel generating development, such as employment development, will be required to be supported by a statement (known as a Travel Plan) which sets out the applicant or occupants company transport policy. Local planning authorities will seek to ensure that these travel plans promote choices by increasing the relative advantage of means of travel other than the private car, particularly walking, cycling and public transport.

12.24 Supplementary Planning Guidance will be prepared giving guidance on the preparation of transport impact assessments and transport policy statements.

Primary Road Network

Policy T4 Long and medium distance road traffic will be encouraged to use the Primary Road Network which is shown on the Key Diagram and comprises the following routes:

Motorways and Trunk Roads (Government responsibility) M1, M40, M45, A5, A6, A14, A43, A45 (west of Northampton), A47, A428 (east of Northampton); and Other Strategic Roads (County Council responsibility) A45 (east of Northampton), A422 (west of Brackley), A427 (west of Corby), A508, A509, A605, A6003, A6116.

12.25 The Primary Road Network are those roads in the County that have a greater than local importance. They are the roads that handle the great majority of longer distance, cross- country and inter-urban movements.

12.26 The Primary Road Network includes all trunk roads and motorways, which are the responsibility of central government through the Highways Agency, and other strategic roads, which are the responsibility of the County Council.

12.27 Arising out of the national review of trunk roads, which will result in the trunk road network becoming a core network of national, strategically important routes, there will be changes in Northamptonshire. All the roads in Policy T4 will remain a part of the Primary Road Network, but the A43 (north of the M1), A6, A428 (east of Northampton), A45 (west of Northampton) and the A47 will be de-trunked and become the responsibility of the County Council; the A45 between Northampton and the A14 at Thrapston will become a trunk road.

Transport 12.28 Resources in relation to highways will be concentrated on the Primary Road Network, and along with signing, freight and other strategies, this will encourage non-local traffic onto these roads and away from the local road network.

71 Northamptonshire County Structure Plan 1996 - 2016 Major New Road Improvements

Policy T5 Major new road improvements, including new road schemes, widening and traffic relief schemes, will only be permitted where they will provide an overall benefit taking account of the following five criteria:

Environmental impact; Safety; Economy; Accessibility; and Integration.

12.29 Despite considerable improvement to Northamptonshire’s road network over recent decades there remain problems of congestion and safety, particularly in certain locations and adversely impacting on particular communities.

12.30 There are still cases where improvements to the road network will be an appropriate response to issues of congestion and safety. Policy T2 outlines the programmed schemes, but others may be forthcoming for implementation during the plan period.

12.31 Proposals for improvement to the road network will undergo rigorous assessment and be considered against criteria relating to environmental impact (such as protecting the natural and built environment) and contribution to safety, sustainable economic growth, accessibility and, in particular, to integration, in ensuring that decisions on proposals are taken in line with the principles of integrated transport.

Provision for the Bus

Policy T6 Measures will be introduced to encourage greater use of the bus, these will include:

Concentrating new development where it is, or will be, well served by the bus; Making provision for the bus when planning development; Improving services; Introducing bus priority measures; and Improved bus facilities and infrastructure. Transport

Northamptonshire County Structure Plan 1996 - 2016 72 12.32 The bus is a vastly under-utilised and undervalued mode of transport that not only needs to be used much more effectively, but to play a fundamental role in integrated transport provision. This is especially true as regards its potential for local urban and inter-urban journeys, where it can help by reducing congestion and pollution by attracting people out of their cars. The bus also has an important part to play in enabling people without private means of transport, including those with disabilities, to gain access to as wide a range of facilities as possible.

12.33 Fast, frequent and convenient routes are required to make the bus more competitive with the private car. In order to achieve this park-and-ride sites, bus priority measures (such as bus lanes and selective vehicle detection at traffic signals), better passenger service information and improvements to interchanges (e.g. bus stops and bus stations) and to the buses themselves will be required. Detailed proposals should come forward through the Local Transport Plan and the district-wide local plans.

12.34 The Structure Plan proposes that new housing, workplaces and other activities will be concentrated in locations and corridors which are, or will be, well served by the bus. It is also important that the detailed layout and design of new development ensures that it can be served efficiently and effectively by the bus from the early stages. Where appropriate, contributions will be sought from developers towards facilities and infrastructure for bus use, including bus priority measures, associated with new development, and the support of bus services in the early stages of development of new locations such as strategic development areas.

The Rail Network

Policy T7

Improvements to the rail network will be supported subject to the following criteria:

Environmental impact; Safety; Economy; Accessibility; and Integration.

12.35 Rail can play a key role in reducing the congestion and pollution caused by road traffic. To Transport achieve this, investment and improvements to rail infrastructure and services will be encouraged for both passengers and freight movement, and better use made of existing facilities.

73 Northamptonshire County Structure Plan 1996 - 2016 12.36 Proposals for investment and improvement to the rail network should, however, minimise environmental impact, positively contribute to improving safety, promote sustainable economic growth, improve accessibility and be in line with the principles of transport integration.

12.37 Where appropriate, contributions will be sought from developers towards the provision of rail infrastructure associated with development.

Walking and Cycling

Policy T8 Measures will be introduced to encourage walking and cycling, these will include:

Concentrating development where a wide range of facilities are, or will be, easily accessible by walking and cycling; Providing safe and easy access for pedestrians and cyclists; Making provision for pedestrians and cyclists when planning development; and Identifying networks of pedestrian and cycle routes and supporting improvements to these networks.

12.38 Walking and cycling are the most environmentally friendly forms of movement and provision should be made to encourage and facilitate a far greater number of journeys to be made by these modes.

12.39 The Local Transport Plan and local plans will identify networks of pedestrian and cycle routes which will provide safe and easy access to housing, town centres, public transport facilities, shopping, employment, schools and community facilities, recreational areas, open spaces and other facilities.

12.40 Development should be planned with the pedestrian and cyclist in mind. Detailed layouts and design of new development will provide safe and easy access for pedestrians and cyclists. Where appropriate, contributions will be sought from developers towards the provision of facilities for pedestrians and cyclists (e.g. cycleways) associated with new development. Transport

Northamptonshire County Structure Plan 1996 - 2016 74 Parking Standards

Policy T9 Maximum standards for car parking will be identified for all forms of development, taking account of national and regional guidance. Minimum cycle parking standards (including standards for powered two-wheelers) will apply to all non-residential development.

12.41 To ensure a consistent approach to parking provision and standards across the County and to prevent car parking from being used as a tool in competition between locations, a countywide standard will be established. This will cover not only provision for private car parking, but also for motorcycles and cycles.

12.42 Parking standards will be set out in Supplementary Planning Guidance to be adopted by the County, Borough and District Councils. Local plans will be expected to reflect this guidance.

12.43 The standards for car parking are expressed as maximums. A lower provision than set out in the standards may be sought, particularly in locations accessible by means of transport other than the private car. In determining the amount of on-site parking provision regard should be had to the following considerations:

the availability, type and proximity of public parking;

the availability of alternative means of transport to the private car; the potential for environmental harm and adverse effect on road safety arising from parking demand being met elsewhere;

the scale, type and mix of development proposed;

the potential for the proposed development to benefit from multi-purpose trips;

the requirement of any transport assessment;

the content of any travel plan; and

other relevant planning policies.

12.44 Considerations of safety, security and access from car to buildings for the mobility- impaired, will be important in the provision of parking. Transport

75 Northamptonshire County Structure Plan 1996 - 2016 Parking for Housing

Policy T10 Residential developments that incorporate on average more than 1.5 car parking spaces per dwelling will not be permitted. Parking spaces can be provided on a communal basis.

12.45 The most sustainable use of land needs to be encouraged. This will mean that high density yet high quality development will be encouraged. As part of this approach the amount of parking in residential development should be limited. This will not only optimise the use of land, but should also be an encouragement to use other modes of travel.

12.46 Car parking for new and converted dwellings will be limited to an upper threshold of 1.5 off-street car parking spaces per dwelling. This threshold will be applied as an average on a site by site basis and is not a district or county average.

12.47 There may be exceptional circumstances where material considerations may necessitate that a different standard should be applied, but these will have to be specifically justified on an individual basis.

Private Non-Residential Parking

Policy T11 Within the urban areas, local plans will identify the following zones for private non-residential car parking:

A town centre zone (no further private non-residential car parking will be permitted in this zone); and An edge-of-town centre zone (private non-residential car parking will be restricted to 50 per cent of the standard in this zone).

Where provision is restricted, financial contributions or commuted payments will be expected towards the cost of alternative provision in accordance with the following hierarchy:

Pedestrian and cycle facilities; Public transport routes and services; Park-and-ride; and Improved public car parking. Transport

Northamptonshire County Structure Plan 1996 - 2016 76 12.48 Levels of car parking can be more influential than levels of alternative modes of transport when determining the means of travel, even in areas well served by public transport, such as town centres. Car parking can also take up large amounts of space in developments and reduce densities. Far from safeguarding and enhancing the role of town centres, excessive car parking (and in particular, parking for employees) can actually detract from it, and adversely affect vibrancy and vitality of central areas.

12.49 Within the centres of the urban areas restraint based car parking standards will apply. Local plans will identify two zones for each urban area: a Town Centre Zone; and an Edge- of-Town Centre Zone. In the town centre zone no further private non-residential parking should be provided. In the edge-of-centre zone private non-residential parking should be restricted to 50 per cent of the standard.

12.50 Northamptonshire has a variety of town centres and in defining these zones account should be taken of the size, layout and form of the urban area and of its town centre, the availability of alternative means of transport, the availability, types and proximity of public parking and other relevant planning policies.

12.51 Serving parking space will need to be allowed for the safe manoeuvring of service vehicles within the curtilage of the development. In exceptional circumstances, where there is no environmental harm, or adverse effect on traffic safety, developments may be served from the highway or other parking areas.

12.52 Where opportunities arise, local planning authorities will seek to encourage the reuse or redevelopment of existing private parking to bring provision in line with the new standards.

12.53 In exceptional circumstances, it may be appropriate to allow some on-site parking in town centres, subject to it being demonstrated that such provision is essential to the operation of the proposed development and that there will be no detrimental effects on the local environment or highway safety e.g. a retail development which might add to the vitality of a town centre may justify some on-site parking provision. Transport

77 Northamptonshire County Structure Plan 1996 - 2016 12.54 Where provision for car parking is restricted, a financial contribution will be expected towards the cost of alternative provision to meet the transportation needs of the development; for example, improved facilities for walking, cycling and public transport and, if appropriate, the provision of safe and convenient off-site parking. Any contribution should be fairly and reasonably related in scale and kind to the proposed development. It should also take account of the requirements of any transport assessment.

Aviation-Related Development

Policy T12 Aviation-related development proposals, at both existing aerodromes and any proposed new ones, will be considered against the following criteria:

The scale and nature of the proposed development, taking particular account of the existing amount of activity at the site; The economic and employment benefits of the development; The impact upon residential and other noise sensitive properties; Traffic generation; Other environmental impacts; Safety; Integration with other modes; and Accessibility from main centres of employment and population.

12.55 There are a number of existing aviation facilities in Northamptonshire. As well as providing recreational flying these can also help serve local business needs.

12.56 Two of these facilities, Aerodrome and Silverstone, are licensed by the Civil Aviation Authority. Sywell is a long established facility where the amount of activity is not subject to planning control, and includes flying tuition, aircraft maintenance, high value freight movements, corporate flights, business charter flights and recreational flying. Silverstone is used primarily in conjunction with motor-racing events at Silverstone Circuit. Aviation facilities are also in use at Deenethorpe, Hinton-in-the Hedges and Spanhoe, and there are other former facilities that are currently used for a variety of non-aviation related purposes including car storage. Transport

Northamptonshire County Structure Plan 1996 - 2016 78 12.57 Aviation-related development of both a and commercial aviation nature at existing, former and new aerodromes will be considered against the criteria listed in Policy T12. One of the criteria listed in T12 is safety, reflecting the importance of considering the implications for air safety of land uses at or near aviation facilities, although it is acknowledged that air safety is covered by other legislation (the Civil Aviation Act 1982). Another criterion in Policy T12 is integration with other modes. The inclusion of this criterion reflects the need to ensure surface access to aerodromes is planned as a wider transport strategy for the local area within the context of the Local Transport Plan. Measures to ensure integration with other modes could include the introduction and, or improvement of pedestrian facilities, cycling facilities, bus services, rail services and the development of a travel plan for the aerodrome, covering journeys by employees and users of the aerodrome.

12.58 In order to provide a baseline against which to assess aviation-related development proposals in the future the local plans should include information about existing aviation- related developments in their area. This information should include:

History of the facility;

Nature of current planning controls, e.g. conditions;

Aviation-related uses and other uses;

Physical characteristics, e.g. runway surface, length, width;

Status, e.g. licensed;

Number and types of movements; and

Noise levels. Transport

79 Northamptonshire County Structure Plan 1996 - 2016 Canals and Other Inland Waterways

Policy T13 Provision will be made for the use of canals and other inland waterways for freight, provided that it will not have an unacceptable impact on the environment or local amenity.

12.59 The navigable rivers and canals in Northamptonshire provide opportunities for the movement of freight. This should be facilitated subject to environmental and local amenity considerations.

Safeguarding Disused Transport Routes

Policy T14 Disused transport routes (such as old canals, railways and railway sidings) will be protected from development, particularly where there is a reasonable chance that such routes may be put to use in the future.

12.60 Disused transport routes (such as old canals and railways) may offer the potential for eventual re-use. This can only be achieved if their integrity is not compromised by unnecessary severance by new development. Local plans will indicate specific former transport routes, railway sidings and related land that should be protected from such development. Transport

Northamptonshire County Structure Plan 1996 - 2016 80