Chapter 15 - Highways, Transportation & Communications

15.1 Transportation forms a central function in the UDP as a result of the need for closer integration of land use and transportation planning. Transportation is also a key element in moving towards sustainability by reducing the number of journeys by private car and encouraging a move towards alternatives such as public transport, cycling and walking. At a time of increasing public awareness of and concern for the environment there is a general consensus that the projected increase in car usage cannot be accommodated without severe environmental degradation.

15.2 Transportation issues are particularly important in Denbighshire in view of its dispersed population across a large and sometimes physically difficult geographical area. Most households therefore rely on the car as their main or only method of transport. Despite this, a large number of people in the County do not own a car and have to rely on limited public transport which needs to be encouraged and developed.

15.3 The UDP aims to locate most new development in main centres whereby the level and length of private car travel can potentially be reduced and increased choice and usage can be made of public transport or walking and cycling. The Council will take into account the government’s stated aim of promoting and developing public transport in preference to the private motorist. Another area of concern is road safety and the need to meet the government’s target of reducing the number of road traffic accidents which occurred from 1991 to 1994 by one - third by the year 2001.

15.4 Transport covers the movement of goods, people and information. Telecommunications covers the movement of information which can contribute to reducing transport by physical means. Technical advances are resulting in the rapid emergence of new and improved forms of telecommunications, including satellite, television, and mobile ‘phone networks amongst others. Development ranges from domestic and other satellite dishes to major telecommunications masts and installations.

15.5 Given the size of the County and its dispersed population, telecommunications are likely to play an increasingly important role, for example with home based working. The UDP will ensure that Denbighshire is well served by telecommunications but not at the expense of its high quality built and natural environment.

15.7 The UDP is required under S(12) of the Town and Country Planning Act 1990, to contain policies and proposals for "strategic transport and highway facilities and other infrastructure requirements". In line with Planning Policy Wales (2002) Part 1 of the UDP sets out strategic policies in respect of highways, transportation and communications and provides a context and framework for the more detailed policies in Part 2.

15.8 National guidance is provided in the form of Planning Policy Wales (2002) and Technical Advice Note No. 18 ‘Transport’. The Government’s aims are "extend choice in transport and secure accessibility in a way which supports sustainable" development by encouraging the establishment of an integrated transport system which is safe, efficient, clean and fair."

15.10 In accordance with national planning guidance the Plan’s detailed policies and proposals are set within the framework provided by the General Development Strategy. This comprises the following strategic objectives which are relevant to highways, transportation and communications:

15.11 The overall land use/transport strategy in accordance with government guidance seeks to reduce road travel demand and to cater for as much as possible of the demand that remains by public transport, cycling or walking. Denbighshire is a predominantly rural county where private transport will continue to be important. Many main centres, main villages, villages and residential areas suffering from the effects of through traffic can be assisted either by traffic management and traffic calming schemes, or, as a last resort, by road construction. Road improvement priorities have changed, with greater emphasis on safety whilst reducing any environmental impacts.

15.13 The availability of car parking is a known influence on the choice of transport mode. However, in addressing the issue of parking, the Council faces a dilemma where, on the one hand, sufficient parking is provided to address the needs of shoppers, workers, tourists and residents whilst on the other hand, not unduly encouraging private car usage. Parking policy must be part of a comprehensive and integrated approach involving public transport, traffic management and traffic calming measures and creating the conditions which will facilitate increased levels of walking and cycling, including the provision of cycle parking. The local planning and highway authority will ensure that their parking policies, controls and charges address the provision and management of on street parking, and public off street parking and complement land use planning policies. In the case of new development maximum parking standards will be applied as well as alternatives such as car sharing, public and private bus services, walking and cycling.

15.14 An objective will be to ensure that the most efficient use of existing parking facilities is made through better signposting and improved layouts and access routes and general management. New and improved facilities will be provided as and when site opportunities and resources permit, particularly for coach parking. Adequate provision will be sought for parking for people with disabilities. The loss of established car parking provision will only be permitted where the spaces are no longer required where they can be replaced in a convenient location or where alternative arrangements such as public transport, walking and cycling routes replace or reduce the need for parking.

15.16 Overall the policies in this chapter seek to work towards a reduction in car usage and encouragement of public transport and walking and cycling which will be beneficial to the environment. It is inevitable that new roads and improvements to existing roads will have some environmental dis-benefits although proposals such as the Ruthin northern relief road will improve the quality of life and public safety by reducing through traffic in and around the town centre. Policies generally seek to make the best use of existing roads through traffic management / calming.

Any new / improvement schemes which are necessary will be required to contribute positively to the locality. The development of telecommunications will make an important contribution towards sustainability but policies will minimise landscape and other environmental impacts.

PUBLIC TRANSPORT FACILITIES WILL BE MAINTAINED AND ENHANCED. THE FOLLOWING DEVELOPMENTS WILL BE PERMITTED PROVIDED THEY ARE CONSISTENT WITH OTHER PLAN POLICIES:

i) NEW OR IMPROVED INTERCHANGE FACILITIES AND IMPROVEMENTS TO ANY ASSOCIATED CAR PARKS, CYCLE PARKING FACILITIES AND PEDESTRIAN/ CYCLIST/DISABLED ACCESSIBILITY;

ii) BUILT DEVELOPMENT WHICH HAS A BENEFICIAL EFFECT ON BUS OR RAIL USAGE AND OPERATION OR THE USE OF WATER TRANSPORT;

iii) FACILITIES FOR THE TRANSFER OF FREIGHT FROM ROAD TO RAIL OR WATER;

iv) THE RE-OPENING OF RAILWAY STATIONS AND ABANDONED LINES OR THE CREATION OF NEW LINES FOR ALTERNATIVE MEANS OF TRANSPORT. THE LOSS OF EXISTING FORMER RAILWAY LINES WILL BE RESISTED WHERE THERE IS A REASONABLE PROSPECT OF THE ROUTE BEING RE-USED FOR TRANSPORT PURPOSES.

The policy aim is to facilitate and encourage the use of public transport, both bus and rail, in recognition that the continued growth in private journeys is not sustainable. Public transport is also vitally important for people without use of a car, if they are to have access to facilities and services.

The improvement of interchange facilities and accessibility for pedestrians and cyclists, i.e. bus and rail stations, would encourage the use of public transport. Improved car parking and cycle storage facilities would furthermore enhance the attractiveness and convenience of public transport as part of a multi-mode journey. Improvements have already been made to Rhyl (railway and bus stations). Consideration will also be given to possible transfer of freight from road to rail e.g. at Rhyl or Prestatyn. Although limited to the Llangollen Canal and Foryd Harbour in Rhyl, possibilities may exist over the Plan period for the use of water based transport, both for passengers and freight, or the movement of waste.

The County Council’s policy, in the light of current financial circumstances, is to maintain bus service levels and to update the base level of service on an incremental basis, to take account of evolving public transport needs. Denbighshire will work with the various rail companies to improve the level and quality of rail services and will continue to press for the electrification of the North Wales Coast Rail Line. Although the public transport infrastructure is operated by commercial operators in accordance with the Transport Act 1985 the County Council also supports rail services through the North Wales Economic Forum which acts as consultant OPRAF with respect to rail service provision.

In the county there are a number of former railway lines and stations. These have potential for recreational and community use as detailed in Policy REC 8 or to enable consideration of future alternative means of transport e.g. tramways and light railways. The loss of existing former railway lines will be resisted where it is likely that they are capable of being reused for transport purposes. In all cases consultation will be undertaken with Public Transport Operators, the general public and relevant interest groups over public transport proposals.

SYSTEMATIC AREA TRAFFIC MANAGEMENT AND CALMING SCHEMES WILL BE DEVELOPED AND IMPLEMENTED IN DENBIGHSHIRE’S SETTLEMENTS, RESIDENTIAL AND RURAL ROADS. THE FOLLOWING PROPOSALS WILL BE PERMITTED PROVIDED THEY ARE CONSISTENT WITH OTHER PLAN POLICIES:

i) MEASURES TO REDUCE PEDESTRIAN/VEHICLE/CYCLE CONFLICT;

ii) PROVISION FOR CYCLISTS IN TERMS OF PRIORITY ROUTES AND PARKING FACILITIES;

iii) THE CONTROL AND MANAGEMENT OF HEAVY COMMERCIAL TRAFFIC;

iv) PEDESTRIANISATION SCHEMES;

v) THE ADEQUATE PROVISION OF LONG AND SHORT STAY CAR AND COACH PARKING AND THE PROVISION OF PARK AND RIDE FACILITIES WHERE APPROPRIATE;

vi) IMPROVED ACCESSIBILITY TO TOWN CENTRES BY PUBLIC TRANSPORT INCLUDING BUS PRIORITY;

vii) OTHER PROPOSALS WHICH INVOLVE TRAFFIC CALMING OR MANAGEMENT MEASURES.

The policy will work towards enhancing road safety and amenity and improve the environment and attractiveness of settlement centres, residential and rural areas by facilitating traffic management and calming measures. This will be particularly important in the main centres by tackling the negative aspects of private car usage as part of an integrated transport and land use planning strategy. The maintenance, and improvement of Denbighshire’s settlement centres as multifunction facilities is a key UDP objective.

Parking policy has an important influence on a settlement centre’s prosperity. The County Council will work towards an adequate and appropriate provision which addresses the needs of shoppers, workers, residents and tourists and which is effectively utilised and managed.

NEW HIGHWAYS AND HIGHWAY IMPROVEMENT SCHEMES TO EXISTING HIGHWAYS WILL ONLY BE PERMITTED WHERE TRAFFIC MANAGEMENT AND CALMING MEASURES ARE SHOWN TO BE INAPPROPRIATE OR INEFFECTIVE AND WILL BE BASED ON THE FOLLOWING PRIORITIES:

i) FIRST PRIORITY - SCHEMES WHICH IMPROVE HIGHWAY SAFETY SET OUT IN THE COUNTY COUNCIL’S ROAD SAFETY PLAN;

ii) SECOND PRIORITY - SCHEMES WHICH WILL ENHANCE ENVIRONMENTAL CONDITIONS IN MAIN CENTRES, MAIN VILLAGES, VILLAGES AND RESIDENTIAL AREAS;

iii) THIRD PRIORITY - SCHEMES WHICH WILL IMPROVE THE ACCESSIBILITY OF SETTLEMENTS OR MAJOR EMPLOYMENT AREAS TO THE MAIN DISTRIBUTOR NETWORK.

In future, all highway schemes involving new highways or improvements to existing highways will only be considered where problems cannot be overcome by traffic calming or management measures. Highway schemes will be programmed according to safety, environmental and accessibility/economic considerations in decreasing order of priority.

First priority schemes will work towards ensuring the safety of highway users. Second priority schemes are those which can bring major environmental benefits to areas at present congested or affected by through traffic. Third priority schemes are intended to spread economic benefits by improving connections to settlements with weak economies to the trunk road network. Similar schemes might enhance the marketing and development potential of key employment sites.

LAND REQUIRED FOR THE FOLLOWING ROAD IMPROVEMENT SCHEMES AND IDENTIFIED ON THE PROPOSALS MAPS WILL BE SAFEGUARDED FROM DEVELOPMENT WHICH WOULD PREJUDICE THE IMPLEMENTATION OF THE SCHEME.

TRUNK ROADS:

A494 (T) TAFARN Y GELYN - W.O. Trunk Road - now completed.

COUNTY ROADS:

A525/A494(T) RUTHIN NORTHERN LINK ROAD - now programmed.

A525/A494(T) RUTHIN WESTERN LINK - not programmed.

The Trunk road improvement schemes are under the jurisdiction of the Welsh Assembly Government). Following the Welsh Office Trunk Road Review in July 1998 the A5(T) by-passes at Llangollen and Corwen have been dropped from the programme and are no longer safeguarded on the proposals maps. The A494(T) Tafarn y Gelyn Road Improvement (near Llanferres) is now completed. The A494(T) Llanbedr DC bypass has been deferred for consideration in the longer term and is not safeguarded on the proposals map.

Land has also been safeguarded for two County Road Schemes involving improvements to the A525 and A494(T). Both the Ruthin Northern Relief Road, which is part of the Major Mixed Development Area (MDA 2) at Glasdir, and the Ruthin Western by-pass will substantially reduce through traffic in Ruthin and take pressure off substandard junctions.

The County Council has commissioned and approved (June / July 1997) a Feasibility Report on the A525 Route Corridor Study. As a result of that Report further consideration is being given to the need, feasibility, cost effectiveness and suitability of improvements to the A525 and A55, to make these roads safer and also make the South of the County more accessible to the national / strategic highway network. The Council is aware of current problems arising from traffic levels in St Asaph and will assess options to overcome such problems in the form of traffic management, improvements to existing roads or a bypass.

DEVELOPMENT WILL BE REQUIRED TO HAVE REGARD TO THE FOLLOWING PRINCIPLES UPON WHICH ROAD DESIGN AND TRAFFIC MANAGEMENT WILL BE BASED:

i) PRIMARY AND MAIN DISTRIBUTOR ROUTES - TRAFFIC ON SUCH ROUTES WILL NORMALLY TAKE PRECEDENCE OVER LESSER ROUTES AT INTERSECTIONS. IMPROVEMENTS WILL BE TO A HIGH STANDARD WITH LIMITATIONS ON ACCESS, PARKING AND CROSSING AND TURNING MOVEMENTS;

ii) DISTRICT DISTRIBUTOR ROUTES - IMPROVEMENTS TO THESE ROUTES MAY BE TO A LOWER STANDARD THAN ON PRIMARY AND MAIN DISTRIBUTOR ROUTES WITH SOME LIMITATIONS ON ACCESS, PARKING, CROSSING AND TURNING MOVEMENTS;

iii) LOCAL ROADS - IMPROVEMENTS TO THESE ROADS WILL BE CONFINED TO PLACES WHERE THERE ARE SPECIAL SAFETY OR OPERATIONAL REQUIREMENTS AND TRAFFIC MANAGEMENT WOULD BE INADEQUATE.

This policy provides a clear distinction in policy terms of the land use basis for road hierarchy. It defines the primary and main distributor network and sets out the principles to be taken on board in considering development proposals and their relationship with the highway network.

DEVELOPMENT WILL BE PERMITTED, SUBJECT TO OTHER PLAN POLICIES, PROVIDED THAT:

i) THE PROPOSAL DOES NOT UNACCEPTABLY AFFECT THE SAFE AND FREE FLOW OF TRAFFIC;

ii) THE CAPACITY OF AND TRAFFIC CONDITIONS ON THE SURROUNDING ROAD NETWORK ARE SATISFACTORY.

IN CONSIDERING DEVELOPMENT PROPOSALS, THE COUNCIL WILL REQUIRE WHERE NECESSARY A TRAFFIC IMPACT ASSESSMENT AND ASSESS THE ADEQUACY OF ANY MITIGATION MEASURES.

Throughout the County there are roads which suffer congestion either through the sheer volume of traffic or through pinch points or other inadequate arrangements or features. In such instances, the Council may refuse new development proposals where it can be shown that traffic generated would be detrimental to highway safety, efficiency and the environment. The adequacy of any mitigation measures accompanying proposals will be carefully assessed in terms of overcoming inadequate road arrangements, reducing or managing congestion and reducing environmental impacts in terms of noise, vibration, dust and fumes. Reference should also be made to Policy TRA 8.

NEW ROAD SCHEMES OR IMPROVEMENTS TO EXISTING ROADS WHERE APPROPRIATE WILL BE DESIGNED TO:

i) NOT UNACCEPTABLY HARM THE LANDSCAPE, TOWNSCAPE AND TOPOGRAPHY OF THE LOCALITY;

ii) SAFEGUARD THE BUILT ENVIRONMENT INCLUDING LISTED BUILDINGS, CONSERVATION AREAS, HISTORIC GARDENS AND THEIR SETTING;

iii) SAFEGUARD THE EXISTING NATURAL ENVIRONMENT INCLUDING FEATURES HABITATS AND SPECIES AND WHERE POSSIBLE REPLACE OR CREATE NEW HABITATS OR FEATURES;

iv) RETAIN OR REINSTATE TRADITIONAL BOUNDARY FEATURES, SUPPLEMENTED BY LANDSCAPING;

v) MAKE POSITIVE SAFE AND SATISFACTORY PROVISION FOR PUBLIC TRANSPORT, CYCLISTS, PEDESTRIANS, PEOPLE WITH DISABILITIES AND ALL OTHER HIGHWAY USERS;

vi) SAFEGUARD BEST AND MOST VERSATILE AGRICULTURAL LAND AND NOT IMPAIR THE EFFICIENCY OF FARM UNITS;

vii) HAVE REGARD TO LAND EITHER SAFEGUARDED, ALLOCATED OR HAVING PLANNING PERMISSION FOR OTHER DEVELOPMENT OR LAND USES;

viii) HAVE REGARD TO IMPLICATIONS AND PRECEDENT FOR FURTHER DEVELOPMENT.

Where new roads or improvements to existing roads are essential, they must be designed in a way which takes environmental considerations and the needs of non car users into account. In view of the very high quality landscape and built environment of the Plan area, special care must be exercised in the design and implementation of road improvements to ensure that they are sympathetic to their surroundings. Particular care will be required with those schemes which are prominent in the AONB and AOB or which would affect other important built and natural features or areas. When designing and carrying out road improvements, regard should be had to making positive provision to the needs of pedestrians, cyclists and public transport. In rural areas or where there is specific evidence of need or usage, provision will be given to horse riders and horse transport.

DEVELOPMENT WHICH IS LIKELY TO GENERATE A SUBSTANTIAL NUMBER OF TRIPS SHOULD BE ADEQUATELY SERVED BY PUBLIC TRANSPORT. IF EXISTING PUBLIC TRANSPORT FACILITIES AND SERVICES, PEDESTRIAN AND CYCLING ROUTES DO NOT ALREADY EXIST THE DEVELOPMENT WILL BE REQUIRED TO:

i) MAKE PROPER PROVISION FOR PUBLIC TRANSPORT FACILITIES AND SERVICES OR OTHER ARRANGEMENTS SUCH AS FORMAL CAR SHARING OR PRIVATE BUS SERVICES;

ii) MAKE PROPER PROVISION FOR SAFE AND CONVENIENT CYCLE LANES AND WALKING ROUTES.

PLANNING APPLICATIONS SHOULD BE ACCOMPANIED BY A SUPPORTING STATEMENT SETTING OUT WHAT MEASURES WILL BE INCORPORATED INTO THE DEVELOPMENT TO REDUCE TRAVEL BY CAR.

Many large developments such as employment, retail, leisure and tourism can generate substantial levels of car based trips. However, if appropriately located and designed, a significant proportion of these trips could be undertaken by public transport, walking or cycling. Where such alternative means of travel are not present in and around the site, the development should make sure such appropriate facilities are provided or alternative measures such as formal car sharing or private bus arrangements. A supporting statement should accompany planning applications setting out how the development will seek to reduce the level of car based trips being generated.

DEVELOPMENT WILL BE REQUIRED TO PROVIDE APPROPRIATE CAR AND CYCLE PARKING, SERVICING AND MANOEUVRING FACILITIES IN ACCORDANCE WITH COUNTY COUNCIL STANDARDS UNLESS:

i) ON-SITE PARKING IS NOT REQUIRED BY THE DEVELOPMENT;

ii) PARKING CAN BE SATISFACTORILY PROVIDED OFF-SITE BY DIRECT PROVISION OR BY COMMUTED PAYMENTS;

iii) AS AN ALTERNATIVE TO CRITERIA (ii) PROVISION IS MADE FOR PUBLIC TRANSPORT, CYCLING OR PEDESTRIAN FACILITIES OR OTHER ARRANGEMENTS INCLUDING PRIVATE WORK BUS SERVICES AND CAR SHARING;

THE COUNCIL’S PARKING STANDARDS REPRESENT A ‘MAXIMUM’ AND PROVISION FOR PARKING SPACES WILL NOT BE ALLOWED TO EXCEED THIS STANDARD.

ROADS TO DEVELOPMENT LIKELY TO BE SERVED BY BUSES SHOULD BE DESIGNED TO BE SUITABLE FOR THEIR USE.

The County has adopted a set of car parking standards (including cycle provision) which will be applied to most forms of development. In respect of car parking, the standards represent a maximum and provision will not be allowed to exceed this standard in line with government guidance and the latest good practice. The objective is to ensure that sufficient car parking, manoeuvring and servicing provision is made on-site in the interests of both an efficient development and a safe highway network but recognising that the control of car parking can help to reduce the level of private car based travel by removing the ‘end point’. New developments will be assessed to ensure that they do not simply transfer on-site parking to surrounding streets and the local highway authority may require complementary on-street parking controls to prevent overspill parking.

In certain instances there may be a trade-off between parking provision and making a contribution (possibly through commuted sums) to the enhancement of public transport, pedestrian or cycling facilities. This could have benefits for promoting more sustainable forms of transport and lead to environmental improvements, especially in town centres.

Where developments are likely to be served by buses roads should be designed to be suitable for their use. Adequate bus/coach and cycle parking facilities will also be required depending on the circumstances. The Council’s car parking standards are contained in Supplementary Planning Guidance Series.

IN RESPECT OF PUBLIC RIGHTS OF WAY THE COUNCIL WILL:

i) RETAIN AND WHERE POSSIBLE EXTEND AND ENHANCE THE EXISTING PUBLIC RIGHTS OF WAY AND OTHER LEGITIMATE ACCESS RIGHTS;

ii) CAREFULLY ASSESS THE IMPACT OF DEVELOPMENT, REQUIRING THE SATISFACTORY INCORPORATION OF THE RIGHT OF WAY WITHIN THE DEVELOPMENT OR WHERE THIS IS NOT PRACTICABLE:

a) ADEQUATE PROVISION FOR RE-ROUTING OR REPLACING THE EXISTING PUBLIC ACCESS

OR

b) CREATING NEW PUBLIC ACCESS ROUTES;

iii) RESIST DEVELOPMENT WHICH WOULD PREVENT PROPOSALS FOR THE EXTENSION OF PUBLIC FOOTPATHS, CYCLEWAYS OR BRIDLEWAYS.

The public rights of way network within Denbighshire extends to some 1323 km and is valued as a recreational resource. The maintenance and enhancement of rights of way including footpaths, bridleways, roads used as public paths, and the definitive rights of way map etc., is primarily the responsibility of Denbighshire County Council as local highway authority. Assistance may be given in some instances by town and community councils and the DCC Countryside Service.

Wherever possible, the Council will examine opportunities to extend the rights of way network over the Plan period and will protect the network from development proposals. Preferably existing routes will be incorporated within new development or if disruption is unavoidable, then it will need to be re-routed or replaced in a convenient and appropriate manner prior to development commencing. In improving the public rights of way network careful consideration will be given to the multi-use section of routes. Discussions with various interest groups e.g. Ramblers Association, British Horse Society the Country Landowners Association and other landowners will help to identify needs and reduce conflicts.

IN DEVELOPING A COUNTY WIDE NETWORK OF CYCLING/WALKING ROUTES THROUGHOUT THE COUNTY, THE COUNCIL WILL:

i) SAFEGUARD LAND COMPRISING OR ADJOINING THE EXISTING PRESTATYN - DYSERTH RAILWAY ROUTE;

ii) PROMOTE THE RE-USE OF OTHER FORMER RAILWAY ROUTES AS AND WHEN OPPORTUNITIES AND RESOURCES ALLOW AND RESIST DEVELOPMENT WHICH WOULD UNACCEPTABLY HARM EXISTING AND PROPOSED RECREATIONAL ROUTES;

iii) SAFEGUARD LAND FORMING THE TRACKBED BETWEEN LLANGOLLEN AND TREVOR AND RESIST DEVELOPMENT WHICH WOULD PREJUDICE ITS USE AS A WALKWAY AND CYCLEWAY.

The former Dyserth - Prestatyn railway track-bed is currently in use as a county walk and nature trail, being used also by cyclists. The route is safeguarded to maintain this important recreational resource (Policy REC 8). There are several other former track beds throughout the County which have potential for re-use as a walking and cycling route, throughout the County and beyond. The trackbed between Llangollen and Trevor is safeguarded to enable a walkway and cycleway to be developed which links in with a similar initiative by Wrexham County Borough Council on the trackbed between Trevor and Ruabon. Any development which would prejudice the implementation of the route will be resisted. It will be necessary to identify safe and convenient links where the trackbed has been developed e.g. on the edge of Llangollen. Where the feasibility of a route has been established, the Council will resist any development which would place at risk such a scheme. Although those other routes are not safeguarded in the Plan, the Council will seek to promote their re-use as a recreational/community resource both between and within communities. Consideration will be given to the multi use of such routes for horses where this is appropriate. Reference should be made to the National Cycle Network in Policy CPZ 6.

The Llangollen Railway is an important tourism attraction in the Dee Valley providing diesel and steam services between Llangollen and Carrog. The line has considerable potential for further development and improvement, particularly the proposed extension to Corwen. Not only will this benefit the railway itself, but it will also considerably enhance the development of Corwen as a tourist centre. To allow for this development, land is allocated in Corwen for the railway station and terminus, associated car/coach parking, and tourist information centres. The former trackbed between Carrog and Corwen is also safeguarded to facilitate the extension of the line itself. By creating a terminus at Corwen, pressure for parking and congestion at Llangollen can be reduced. Development proposals likely to prejudice those plans will be resisted. The County Council will support the use of the Railway both for tourist purposes and as a means of public transport for the general public.

HGV FACILITIES ON THE A55 (T) WILL BE PERMITTED PROVIDED THAT:

i) THE NEED HAS BEEN ESTABLISHED IN THAT LOCALITY AND THERE IS NO FEASIBLE OR SUITABLE ALTERNATIVE;

ii) THE SCALE, SIZE, NATURE AND LOCATION OF THE FACILITY IS NOT VISUALLY INTRUSIVE IN THE LANDSCAPE;

iii) THE FACILITY PROVIDES SAFE ACCESS TO BOTH CARRIAGEWAYS;

iv) THE DEVELOPMENT IS ADEQUATELY LANDSCAPED;

v) THE DEVELOPMENT DOES NOT UNACCEPTABLY AFFECT THE AMENITY OF NEARBY RESIDENTIAL PROPERTIES BY VIRTUE OF CONGESTION, NOISE, VIBRATION, FUMES OR LIGHT;

vi) THE DEVELOPMENT IS LOW KEY AND DOES NOT INVOLVE SIGNIFICANT BUILT DEVELOPMENT.

A need has been identified generally along the A55 (T) for HGV facilities although no location or site has yet been identified for consideration and possible safeguarding in the Plan. A criteria based policy is put forward against which proposals can be judged as and when they arise. Possible locations are likely to be in open countryside at junctions or interchanges where access and egress to both carriageways can be secured. In such locations proposals should be low key only involving petrol and derv filling stations, toilet and washroom facilities, cafe or roadside restaurant and associated lorry parking areas. Proposals should not be visually intrusive in the landscape and should respect the amenity of residential properties in the locality. There is a clear preference for sites which are already partly developed and for the re-use of existing buildings.

TELECOMMUNICATIONS DEVELOPMENT WILL BE PERMITTED PROVIDED THAT:

i) THE DEVELOPMENT DOES NOT CAUSE UNACCEPTABLE HARM TO THE CHARACTER AND APPEARANCE OF THE LANDSCAPE, PARTICULARLY THE AONB OR AOB, LLA’s OR HISTORIC LANDSCAPES;

ii) THE DEVELOPER DEMONSTRATES THAT THERE ARE NO TECHNICALLY SUITABLE EXISTING SITES OR FACILITIES THAT CAN BE UTILISED;

iii) WHERE EQUIPMENT IS LOCATED ON BUILDINGS, ESPECIALLY OF HISTORIC OR ARCHITECTURAL INTEREST, IT SHOULD BE SITED, DESIGNED AND SCREENED SO AS NOT TO BE VISUALLY INTRUSIVE, PARTICULARLY ON LISTED BUILDINGS AND IN CONSERVATION AREAS;

iv) WHERE EQUIPMENT IS FREE STANDING, BOTH THE EQUIPMENT ITSELF AND ANY ASSOCIATED DEVELOPMENT, INCLUDING FENCING AND VEHICULAR ACCESS ROADS/PARKING AREAS, SHOULD BE SITED, DESIGNED AND SCREENED SO AS NOT TO BE VISUALLY INTRUSIVE IN THE LANDSCAPE OR HAVE AN UNACCEPTABLE IMPACT ON ANY OTHER BUILT OR NATURE FEATURE OF AREA, PARTICULARLY IN THE AONB, AOB AND LLA’S;

v) WHERE TELECOMMUNICATIONS EQUIPMENT IS NO LONGER REQUIRED IT BE REMOVED FROM THE SITE AND APPROPRIATE RESTORATION WORKS UNDERTAKEN.

IN LARGE DEVELOPMENTS OR IN SENSITIVE LOCATIONS, TELECOMMUNICATIONS SYSTEMS SHOULD WHERE TECHNICALLY PRACTICABLE, BE PROVIDED UNDERGROUND SO LONG AS THIS DOES NOT RESULT IN UNACCEPTABLE HARM TO NATURE OR ARCHAEOLOGICAL INTERESTS.

The Council recognises the importance of modern telecommunications both to the life of rural communities and as an aid to the economy of Denbighshire. Coverage of the mobile phone network is poor in parts of Denbighshire and operators are actively seeking to provide additional installations. The Council must balance this against the need to protect and enhance both the natural and built environment.

The impact of new telecommunications can be minimised by sharing installations and by careful siting, design and screening. Wherever technically possible, particularly in new developments, telecommunications systems should be provided underground. Further guidance is contained in the Supplementary Planning Guidance series.