HILLINGDON UNITARY DEVELOPMENT PLAN - London Borough ...

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11.10 If it can be shown that to meet demand for air passenger travel an expansion of terminal capacity at Heathrow is necessary in the national interest, every effort should be made to reduce the environmental impact of the airport in terms of traffic generation, noise and air pollution and general loss of amenity. This would accord with the priorities of sustainable development, which are assuming ever-increasing importance in government planning guidance and are reflected in the objectives of this UDP. 11.11 Survey results supplied by BAA plc indicate that the majority of airport employees live in areas to the south and west of the airport, areas which are not well served by public transport to the airport, although they do have good railway connections to Central London which pass relatively close to the airport. By contrast the majority of passenger journeys have stated origins or destinations in Greater London which is the area with the best existing and currently proposed public transport links with Heathrow. A majority of passenger journeys are by public transport or taxi, but only a minority of employee journeys are, and most of these are by Greater London based employees. HAL is trying to encourage car sharing by employees in order to limit demand for car parking space. TABLE 11.1 ORIGIN/DESTINATION OF HEATHROW SURFACE ACCESS PASSENGERS Origin/Destination % of Passengers Modal split % Passengers’ Car Trips Private/Public inc. Taxi To/From Heathrow Greater London 56 38:62 48.0 Rest of SE England 27 55:45 33.5 Rest of UK 17 48:52 18.5 UK Total 100 44.56 100.0 Source: CAA Survey (1987); BAA T5 Consultation Document ES1 11.12 Because Heathrow is the largest single traffic generator in the U.K., public transport is especially suitable as the principal surface carrier for both air passengers and employees. The Plan's policies for controlling development at the airport therefore seek to minimise growth in car journeys to and from the airport and to maximise public transport use by passengers and employees. In particular increases in passenger terminal capacity ought to be matched by equivalent increases in the capacity of public transport links to the airport (see Policy AM2). Use of such capacity increases could significantly increase the overall proportion of passengers using public transport. The Heathrow Express is likely to encourage greater use of public transport to and from central London. Additional public transport capacity, particularly links to the Intercity and Southern Region railway networks, would, for the first time, offer the majority of passengers and employees a real choice in mode of transport to the airport; there is also potential to improve access to the airport for bus passengers. Access by private transport would then only be necessary mainly (but not of course so limited) for shift workers, who start or finish work outside normal hours of public transport operation, and local users with no convenient bus service, as those from further afield could travel from strategically placed railway stations providing rapid transit to Heathrow. 11.13 The availability of good public transport cannot of itself secure the desired shift from private to public transport. The availability of car parking is a strong incentive to continue using a car. In addition to parking spaces for passengers and employees provided at Heathrow Airport there are additional off-airport car parks providing for demand for parking at Heathrow. Research into "fly parking" in the Heathrow area has found that on-street parking by airport employees contributes, to a limited extent, to highway and environmental problems. The provision of car parking at the airport and the use of parking off the airport, both on and off street, are factors that will have to be taken into consideration in the assessment of proposals for additional terminal capacity at the airport, as these have a direct impact on road traffic generation. A2 PLANNING APPLICATIONS FOR PROPOSALS WITHIN THE BOUNDARY OF HEATHROW AIRPORT WHICH ARE LIKELY TO (a) INCREASE DEMAND SIGNIFICANTLY FOR OFF-AIRPORT DEVELOPMENTS OR (b) HAVE SIGNIFICANT ADVERSE ENVIRONMENTAL IMPACT SHOULD BE ACCOMPANIED BY A JUSTIFICATION OF THE London Borough of Hillingdon Unitary Development Plan
NEED FOR THE DEVELOPMENT AND, WHERE APPROPRIATE, A FULL ENVIRONMENTAL ASSESSMENT. SUBJECT TO THE LIMITATIONS OF CIRCULARS 11/95 AND 1/97, THEY SHOULD INCLUDE SUFFICIENT MEASURES TO MITIGATE FOR OR REDRESS THE EFFECTS OF THE AIRPORT ON THE LOCAL ENVIRONMENT. WHERE APPROPRIATE, PROPOSALS SHOULD INCLUDE NEW PUBLIC TRANSPORT CAPACITY FOR PASSENGERS AND EMPLOYEES ABLE TO USE PUBLIC TRANSPORT AND SO MINIMISE ADDITIONAL ROAD TRAFFIC DEMAND. TO THIS END, THE LOCAL PLANNING AUTHORITY WILL SEEK ASSURANCES THAT THE NECESSARY CAPACITY IS AVAILABLE AT THE TIME THE DEVELOPMENT IS BROUGHT INTO USE. IN APPROPRIATE CASES THE LOCAL PLANNING AUTHORITY WILL SEEK A FINANCIAL CONTRIBUTION FROM THE DEVELOPER TO SECURE THE NECESSARY IMPROVEMENTS IN PUBLIC TRANSPORT. 11.14 In particular, it is considered that the predominantly open area of Northolt Airport fulfils important Green Belt functions in separating the residential areas of Ickenham and South Ruislip/Ruislip Gardens, and checking the unrestricted sprawl of large built-up areas. It is also important in maintaining the green appearance of the A40 corridor. Whilst there are no proposals to change the use of the area at the present, the Council wish to ensure that its open appearance is maintained. However, the Local Planning Authority accepts that development for reasons of national defence interest could arise in the future and would not oppose it in principle provided it could be demonstrated that all other options had been explored. However, the Council is concerned about the environmental impact, including air and noise pollution and traffic congestion, of any increase in civilian aviation and it is its policy to oppose any increase in the current limit of 7,000 atms a year. A3 AT NORTHOLT AERODROME, WITHIN THE AREA OF OPEN CHARACTER IDENTIFIED ON THE PROPOSALS MAP, PLANNING PERMISSION WILL NOT BE GRANTED EXCEPT FOR DEVELOPMENT ESSENTIAL FOR AIRCRAFT OPERATIONAL PURPOSES, OR FOR SAFETY, OR THE PURPOSES OF NATIONAL DEFENCE. SUBJECT TO THE OTHER POLICIES OF THE PLAN, OUTSIDE THE DEFINED AREA OF OPEN CHARACTER, PLANNING PERMISSION WILL NORMALLY BE GRANTED FOR DEVELOPMENT AT RAF NORTHOLT ONLY IF IT IS DIRECTLY ASSOCIATED WITH MILITARY OR CIVILIAN AVIATION OR FOR THE PURPOSES OF NATIONAL DEFENCE. 11.15 The Local Planning Authority will expect such proposals for the expansion of Heathrow or Northolt to include measures to compensate for or redress the effects of any:- - loss of green belt or open other land with agricultural, recreational or nature conservation potential; - increased exposure of residents to aircraft, road and railway traffic noise and intrusion, air pollution and other environmental disadvantages; - reduction in the benefits to residents of predicted improvements in the noise climate in the vicinity of the airport; - increase in road traffic beyond that which can be handled by the primary and secondary road network serving, or in the vicinity of, the airport; or - increased use of local roads by traffic generated or displaced from the primary and secondary road network by airport-related uses; or - new road building associated with such proposals. 11.16 Particular measures that the Local Planning Authority will seek to compensate for the impact, whilst taking account of the advice contained in Circular 1/97, will include: London Borough of Hillingdon Unitary Development Plan
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London Borough of Hillingdon HILLIN
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PR14 : Mahjacks Island Site PR15 :
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1. INTRODUCTION Purpose and Status
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Monitoring and Review 1.14 The poli
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2.7 Over the last few years Central
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2.17 The Government in its White Pa
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Hillingdon show that secondary scho
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-to secure a mix of house types and
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The Government aims to encourage ec
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concerning the characteristics of e
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connections to Stockley Park (RPG3
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Part One Policies This section of t
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Pt 1.34 To maintain the road hierar
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3. OPEN LAND AND COUNTRYSIDE Introd
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1992. The Local Planning Authority
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changes in landscape character and
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- to maintain and enhance the lands
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- the siting, design and external a
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OL18 WHERE APPROPRIATE NEW DEVELOPM
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Damaged; Land west of Springwell La
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(iii) (iv) (v) (vi) LANDSCAPE IMPRO
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designated as a SSSI for geological
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Sites of Borough Grade II Importanc
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5. BUILT ENVIRONMENT Introduction 5
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BE4 NEW DEVELOPMENT WITHIN OR ON TH
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BE11 THE DEMOLITION OF STATUTORY LI
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(ii) SUFFICIENT LAND HAS BEEN RESER
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5.30 The protection of privacy, par
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(ii) (iii) THEY DO NOT INTRODUCE AN
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(ii) (iii) (iv) (v) (vi) ENVIRONMEN
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(iii) (iv) (v) THERE IS NO REASONAB
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(ii) (iii) (iv) THE STORAGE OR DISP
Page 65 and 66: 6.13 In other areas suffering from
Page 67 and 68: Hazardous Substances and Contaminat
Page 69 and 70: PART 2 SECTION 2 : MEETING COMMUNIT
Page 71 and 72: 7.6 It is intended that the supply
Page 73 and 74: OF SURROUNDING DEVELOPMENT, THE PRO
Page 75 and 76: - internal planning for wheelchair
Page 77 and 78: this type. The Local Planning Autho
Page 79 and 80: accessible to more people and are l
Page 81 and 82: Uxbridge/Harefield Area 55-97 High
Page 83 and 84: also on sites with good road access
Page 85 and 86: S3 THE LOCAL PLANNING AUTHORITY WIL
Page 87 and 88: (b) Local Shops 8.20 PPG6 and PPG13
Page 89 and 90: shopping trips. Accordingly the Loc
Page 91 and 92: 9. RECREATION, LEISURE AND COMMUNIT
Page 93 and 94: or other areas of a specialist natu
Page 95 and 96: In assessing proposals the Local Pl
Page 97 and 98: Community Facilities (i) Religious
Page 99 and 100: use, planning, housing and social s
Page 101 and 102: facilities to be provided by GP's a
Page 103 and 104: PART 2 SECTION 3 : MAINTAINING A ST
Page 105 and 106: Economic Regeneration 10.4 Promotin
Page 107 and 108: **RIGBY LANE/SWALLOWFIELD WAY/ BETA
Page 109 and 110: need to be satisfied that there is
Page 111 and 112: (i) (ii) (iii) (iv) THE EXISTING US
Page 113 and 114: - buildings, open spaces, pedestria
Page 115: guidance, environmental disbenefits
Page 119 and 120: intended occupiers of developments
Page 121 and 122: 12. TOURISM Introduction 12.1 Curre
Page 123 and 124: T3 WITHIN EXISTING HOTEL BUILDINGS
Page 125 and 126: 13. MINERALS AND WASTE DISPOSAL Int
Page 127 and 128: exceptional circumstances prevail.'
Page 129 and 130: 13.17 In defining land which should
Page 131 and 132: crucial factor and the Minerals Pla
Page 133 and 134: (iii) THE RETENTION ON SITE OF ALL
Page 135 and 136: Waste Recycling and Disposal 13.35
Page 137 and 138: MIN19 THE MINERALS PLANNING AUTHORI
Page 139 and 140: that containing the potential growt
Page 141 and 142: PART 2 SECTION 4 : REDUCING TRAVEL
Page 143 and 144: The planning system can, however, i
Page 145 and 146: (i) (ii) (iii) (iv) (v) HAYES BY-PA
Page 147 and 148: justification is the improvement of
Page 149 and 150: towpath without a permit. RPG3 stat
Page 151 and 152: - attention to be given to the surf
Page 153 and 154: COMMERCIAL DEVELOPMENT SCHEMES IN T
Page 155 and 156: PART 2 SECTION 5 : 15. Proposals -
Page 157 and 158: 15.7 Despite these problems the Cor
Page 159 and 160: RETAILING, COMMERCIAL USE, LEISURE
Page 161 and 162: (ii) (iii) (iv) (v) THE ADEQUACY OF
Page 163 and 164: Land at Bourne Avenue, Hayes 15.23
Page 165 and 166: Pass and the new borough boundary a
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WILL BE SOUGHT. OTHER APPROPRIATE T
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ANY DEVELOPMENT WILL BE EXPECTED TO
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(v) (vi) PROVISION OF EMPLOYMENT GE
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(v) WHERE LAND AT NORTH WARDS SITE
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addition a new Hillingdon Station,
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Mount Vernon Hospital, Northwood 15
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CAR PARKING STANDARDS ANNEX 1 GENER
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CAR PARKING STANDARDS ANNEX 1 Use C
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CAR PARKING STANDARDS ANNEX 1 Use C
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CAR PARKING STANDARDS Use Class Des
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INDEX OF POLICIES Access Advertisem
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• Transport • General AM13 Pt 1
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Metropolitan Land Meeting Halls Min
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Safety General design Pt 1.33, BE18
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GLOSSARY Access Way or means of ent
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Greater London Development Plan Thi
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Proposals Map The map or maps withi
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enjoyment by the general public. Pe
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