Policy Statement on Development Management and Access to

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National Roads Authority <strong>Policy</strong> on Development Control and Access to National Roads on-line (where proposals are brought forward by local authorities in conjunction with the Authority) and at or close to interchanges (in the case of proposals promoted by commercial interests). Local authorities, acting in conjunction with the Authority, will arrange for a limited number of on-line motorway and dual carriageway service areas. These service areas will be provided in accordance with a conceptual design prepared by the Authority so as to achieve best practice in catering safely for traffic movements to and from such areas. 4
National Roads Authority <strong>Policy</strong> on Development Control and Access to National Roads Part 2 National Planning Policies and Guidelines 2.1 “Development Control Advice and Guidelines” (1982) and “<strong>Policy</strong> and Planning Framework for Roads” (1985). Official policy concerning developments involving access to national roads and developments along such roads, including ribbon development, is set out in the publications “Development Control Advice and Guidelines” and “<strong>Policy</strong> and Planning Framework for Roads” which were issued respectively in 1982 and 1985 by the Department of the Environment. The policy is given practical expression in the Department’s 1982 document which stipulates that “As a general policy, the location of new means of access to the National Primary Roads, or residential, commercial, industrial or other development dependent on such means of access, should not be permitted except in areas where a speed limit of 30-40 mph [equivalent to 50-60 kph] applies, or in the case of infilling, in the existing built-up areas”. The document points out that the same considerations also apply to National Secondary Roads. The 1985 <strong>Policy</strong> and Framework document states that it is “Government policy that this investment (in national roads) should be safeguarded by preventing the premature obsolescence of those roads as a result of inadequate control on frontage development. Experience and research has shown that failure to effectively control frontage development reduces traffic capacity of a particular road, shortens its useful life and requires its earlier than necessary replacement. This reduces the benefits to be derived from road investment, places an increased burden on taxpayers and diverts resources from other essential road works. Inadequate control of frontage development also adversely affects road safety. This leads to an increased road accident and casualty rate, which has a direct impact both in terms of the personal loss to families and the economic loss to the country”. 2.2 “Sustainable Rural Housing – Guidelines for Planning Authorities”. The national policies set out in “Development Control Advice and Guidelines” and “<strong>Policy</strong> and Planning Framework for Roads” were reiterated in the document “Sustainable Rural Housing – Guidelines for Planning Authorities” which was published by the Department of the Environment, Heritage and Local Government in April, 2005. 5
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