7.1.1 The Borough Council has adopted the following Local Plan aims with regard to transportation and communications:

(i) to minimise the number and length of trips made by motorised vehicles;

(ii) to reduce road traffic accidents and generally to improve road safety;

(iii) to encourage and facilitate the greater use of public transport, car sharing, cycling and walking;

(iv) to ensure the free flow of long distance traffic passing through the Borough, to avoid it diverting onto unsuitable local roads and through urban areas, Tonbridge Town Centre and the villages;

(v) to address the growing levels of traffic moving between the Medway Towns and the Maidstone and Medway Gap areas by the promotion of alternatives to the private car;

(vi) to provide appropriate public transport, pedestrian, cycle and road access to all major new development proposals in the Medway Gap area;

(vii) to improve environmental and safety conditions for pedestrians in Tonbridge Town Centre by diverting as much traffic as possible away from the High Street;

(viii) to improve the accessibility of Tonbridge Town Centre for short-stay users, whilst reducing overall traffic levels in the centre, particularly during peak periods;

(ix) to promote the greater commercial use of railways and the River Medway.

7.2.1 The main theme of the Transportation Strategy for the Borough is to achieve improvements in road safety and levels of pollution by pursuing policies which encourage the use of public transport and other alternatives to the private car. However, vehicular traffic will continue to make demands upon the road network which means that a strategy of traffic management and selective improvements, principally for environmental reasons, (for example, to bypass villages or other environmentally sensitive areas, or to improve conditions for pedestrians and cyclists) complements the public transport orientation of the plan. In this respect, it is only on the Primary (inter-urban) Routes that improvements will be designed to meet projected traffic levels. Elsewhere, any improvements which may be promoted will only be designed to match the capacity of the rest of the local network. The Transportation Strategy which is illustrated on Map D therefore comprises the following inter-related elements:

(i) Rail is the preferred transport mode for all long distance commuting trips. Nothing is to be done to undermine the attractiveness of the present facilities. Improved interchange and new park-and-ride facilities are to be promoted, and existing facilities are to be safeguarded and, where possible, enhanced;

(ii) Increased use of rail for local trips to and from Tonbridge and between Maidstone and the Medway Towns along the Medway Valley Line is to be encouraged by the retention of existing, or provision of new, car parking facilities at stations with reasonable access to the road network. Provision should also be made for adequate, secure and convenient cycle parking;

(iii) For the longer term, light rail operation using modern trams between Maidstone and the Medway Towns using the Medway Valley Line with a possible road-running extension to Kings Hill is being investigated;

(iv) Long distance, inter-regional, road traffic is to be concentrated on the motorways and trunk roads;

(v) The A228 primary route provides north south communications through the Borough, and access to all of the main development sites in the Medway Gap area (including Kings Hill). It also performs the function of an outer eastern bypass to Tonbridge and Hadlow. It is, therefore, an important complement to the Urban Transportation Strategy for Tonbridge (see (vii) below). It also relieves Wateringbury and Nettlestead of some traffic bound for Maidstone. Improvements on the A228 will be implemented where necessary, concentrating on the sections of the route where the need for improvement is greatest. Associated with these improvements, the B2016 between Wrotham Heath and the Alders roundabout will be reclassified as an "A" road and the A227 between Borough Green and Tonbridge will be down-graded to a "B" road. Following the construction of the Hale Street Bypass the Borough Council is now pressing the County Council to give the highest priority to the section of the route bypassing Colts Hill in Tunbridge Wells Borough. Only those sections with major land take and likely to be implemented before 2011 are shown on the Proposals Map and safeguarded in this Local Plan. The Borough Council will encourage the County Council to implement interim improvements for safety and amenity reasons on those parts of the A228 not otherwise to be improved before 2011, in particular the stretch of road between Kings Hill and Mereworth, and to introduce appropriate traffic calming measures on those sections of road where bypasses are proposed;

(vi) A comprehensive new and improved road, cycleway, pedestrian and public transport network is to be developed in association with the Medway Valley development proposals. These improvements, which will involve a series of new pedestrian and vehicular bridges across the Medway, will provide access to the areas of new development and will be aimed at minimising traffic impacts on existing villages, and maximising accessibility to public transport, principally the Medway Valley railway line (see Map A);

(vii) The Urban Transport Strategy for Tonbridge, which is complementary to that for Royal Tunbridge Wells and Southborough, carries forward from the Tonbridge and Vicinity Local Plan a number of improvements to the road network, including a new road connecting London Road with Hadlow Road, which will complete the Eastern Relief Route thereby diverting through traffic away from the Conservation Area and Town Centre and onto the A21 corridor. The future of the London Road/Hadlow Road Link is currently being reviewed by the County Council in the context of a comprehensive review of the Transport Strategy for the town. The results of this review will be taken into account in the next review of this Local Plan. The Borough Council will continue to press for priority to be afforded to this road, whilst at the same time investigating ways of achieving the greatest possible benefits to the town by making the best use of the existing road network. The Eastern Relief Route is complemented by a new rear access road on the west side of the High Street, which is aimed at facilitating pedestrian domination in the Lower High Street. However, until such time as the new highway network is complete the High Street will need to continue to be available for all traffic during peak periods. Furthermore, the County Council has yet to devise a solution to the severe traffic problems on the Hadlow Road, though it has concluded that a demand-management solution, rather than any form of new road relieving the congestion, will be the only form of solution likely to receive Government support. Under the circumstances, the County Council, in its review of the Transport Strategy, will be investigating various ways of restricting the level of traffic on this and other approaches to the town, including the possibility of Park-and-Ride with dedicated bus links to the town centre. Any proposals will need to be brought forward in the context of the next review of this Local Plan. Pending the review of the Transport Strategy, the Borough Council is not convinced that Park-and-Ride is necessarily a suitable solution for a town the size of Tonbridge, nor that it will solve the traffic problems of Hadlow Road. It will therefore expect the County Council to have properly considered all possible alternatives. Any proposals involving land in the Green Belt would need to be treated as a departure from the development plan;

(viii) The only other proposed improvement to the Borough’s road network, is a bypass to the A25 where it passes through Borough Green and Platt;

(ix) Measures are to be introduced to improve conditions for cyclists, particularly for local journeys to work and school. A network of cycle routes is to be developed throughout the Borough providing a framework within which individual proposals can be developed. This will be complemented by a network of recreational routes;

(x) Car parking policies and proposals, particularly in Tonbridge, are aimed at giving priority to short-stay shoppers and visitors and to rail commuters, with regard being paid to the needs of those with impaired mobility;

(xi) Existing rail sidings and riverside wharves are to be protected, and the provision of new facilities encouraged;

(xii) The long distance and local network of footpaths, footways and bridleways are to be protected and enhanced for recreational and everyday use, including the creation of a continuous footpath alongside at least one bank of the River Medway.

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7.3 Public Transport

Passenger Rail Network

7.3.1 The Local Plan area is well served by rail with two main lines to London, both also connecting with the continent via Ashford International Station. The Medway Valley Line from Tonbridge to Strood via Paddock Wood and Maidstone also provides a direct connection to Gatwick Airport via Redhill. This line offers significant opportunity for the improvement of services between the Medway Towns and Maidstone, serving the new developments proposed in the Medway Valley, especially if also used by light rail vehicles (see paragraph 7.3.5).

7.3.2 In the case of Tonbridge, a large amount of commuter parking is provided on land adjacent to the station. This is provided mainly for London-bound commuters, though some is used by those working in Tunbridge Wells or in Tonbridge itself. This Plan contains proposals for the redevelopment of the car parks north of the railway (Policy P5/15(e)). A net reduction in rail commuter parking as a result of redevelopment could deter people from using the train, contrary to the objective of maximising the use of public transport, particularly for long journeys. It is therefore a requirement of the policy that parking for rail commuters should either be retained on site or replaced on land to the south of the railway, perhaps by decking one of the existing car parks.

7.3.3 Subject to the availability of sufficient off-street car parking, Hildenborough Station provides the opportunity for local, short distance counter-commuting into Tonbridge or Tunbridge Wells for those living north of Tonbridge Town Centre as well as commuting to London. At Barming Station, existing facilities could usefully be enhanced and promoted with a view to complementing the bus-based park-and-ride facility at Allington as well as providing for London-bound commuters. Similar opportunities exist at Snodland and New Hythe Stations. Greater use of these facilities could help to reduce the amount of peak hour traffic in Tonbridge and Maidstone town centres, and complement measures aimed at reducing the level of long-stay parking in those centres. Elsewhere, the objective is to retain as much parking as possible at existing stations, and generally to encourage improvement in the appearance and accessibility of existing station facilities. In this connection, the Borough Council has specifically requested the County Council to investigate the possibility of providing an adequate access and egress to West Malling Station for private vehicles because of the current difficulties of access via Swan Street and Lucks Hill.

POLICY P7/1

Proposals for improvement to the appearance of railway stations in the Borough and the enhancement of their passenger facilities, including the provision of secure car and cycle parking, general security measures and all means of accessibility to such stations will be permitted, subject to satisfactory siting and access, adequate landscaping, and to no unacceptable adverse impact on residential amenity. Any proposals in the Green Belt will be subject to the terms of Policy P2/16.

POLICY P7/2

1. Unless there are exceptional circumstances, proposals involving the net loss of existing public car parking spaces at railway stations in the Borough will not be permitted.

2. Proposals for rationalising or extending the existing car parks at the following stations will be permitted subject to satisfactory access and adequate landscape screening:

(a) Barming;

(b) Snodland;

(c) West Malling, in association with improvements to bus interchange facilities.

7.3.4 The Medway Valley Line, in particular, has the potential to provide direct rail freight access to adjacent employment sites. It is an objective that optimum use should be made of these facilities provided there is a net benefit in terms of local road traffic movements. Wherever possible, existing facilities should be retained and new ones encouraged.

POLICY P7/3

Proposals involving the loss of, or otherwise prejudicing the future use of, existing rail sidings on employment sites will not be permitted unless exceptionally justified. Proposals for new rail sidings to serve existing or proposed employment development will be permitted, provided such use does not result in an unacceptable increase in road traffic to and from the site and is acceptable in terms of noise, dust or any other emissions.

7.3.5 In view of the heavy concentration and continuing growth of traffic movements within and between the Medway Towns and the Maidstone/Medway Gap area, feasibility studies are being undertaken into the introduction of a Light Rail service using modern trams. The initial indications are that the following routes could be viable in the longer term:

(i) the conversion of the Medway Valley Line between Maidstone West and Strood to light rail, with road-running extensions at either end to penetrate the commercial centres of Maidstone and Chatham with possible further extensions:-

(ii) to Gillingham and Chatham Maritime in the north;

(iii) to Park Wood, Maidstone in the east; and

(iv) to Larkfield and Kings Hill in the south.

Such a system would need to be designed to share the existing tracks with conventional passenger and freight services.

7.3.6 Whilst these proposals are currently at an embryonic stage, there is a clear commitment in principle to pursue their implementation if they are demonstrated to be feasible. It is, therefore, important that all other related development proposals pay due regard to the possible availability of a high capacity passenger network on the corridors identified. This is particularly relevant to the Medway Valley developments which need to make provision for good pedestrian and cycle connections to the Medway Valley Line stations. In the case of the route to Kings Hill, it will be important that the detailed internal layout of the Kings Hill development safeguards a light rail route from the A228 to its central area (see Policy P2/2.2(1)).

7.3.7 If the Medway Valley Line is converted to light rail operation, there will be an opportunity to further enhance its attraction by the provision of new stations. Such stations can be provided more easily than for conventional heavy rail, and because of the better operating characteristic of light rail vehicles, can be located more closely together. One such opportunity lies at Holborough. This would provide, within walking or cycling distance, a station attractive to longer-distance commuters living in the new Medway Valley developments. With adequate car parking this station could provide a useful out-of-town rail-based park-and-ride facility for those from further afield working in the Medway Towns and Maidstone. Although this can not be regarded as a firm commitment at this stage, it is important that the opportunity is recognised and that, as an exception to the policy of restraint applyingin this area, a site of sufficient size is safeguarded for the purpose. A site for a depot is also required at this mid-point on the line. A similar opportunity for a park-and-ride site potentially exists in the vicinity of Junction 5 on the M20, but this needs further investigation and no specific proposal is made in this Plan.

POLICY P7/4

Land is safeguarded at Holborough for the possible provision of a new light rail station and depot with an appropriate level of secure car parking and adequate, secure and convenient cycle parking to enable it to act as a Park-and-Ride facility. The provision of such a facility will be subject to the conversion of the railway to light rail operation and subject to the provision of satisfactory pedestrian, cycle and vehicular access, and to adequate landscape screening to minimise its impact on the countryside.

7.3.8 The route of the Channel Tunnel Rail Link is safeguarded by Directions made by the former Secretary of State for Transport under Articles 14 and 18 of the Town and Country Planning (General Development Procedure) Order 1995, and is shown on the Proposals Map for information only. Within Tonbridge and Malling, the safeguarded route passes beneath Blue Bell Hill in tunnel.

7.3.9 The Directions are not proposals of the Borough Council. The route and extent of land to be safeguarded has been determined in the context of the Channel Tunnel Rail Link Act 1996. The Directions define the proposed route and some additional land that might be required permanently or temporarily for works such as drainage, road diversions, environmental protection measures and construction sites. They distinguish between land safeguarded for the surface sections of the route (surface interests) and land above tunnels (sub-surface interests).

7.3.10 Within the safeguarded zone, Union Railways must be consulted by the Borough Council on all applications for planning permission. Union Railways will only recommend refusal or advise conditional approval where new development could prejudice the construction, safety or operation of the Rail Link. Applications which the Borough Council is minded to approve against Union Railways’ advice will be sent to the Secretary of State for the Environment, Transport and the Regions who will either notify the authority that there are no objections to permission being granted or will issue a Direction restricting the grant of planning permission. Where planning permission is refused or granted conditionally, there is a right of appeal to the Secretary of State.

7.3.11 Outline permission for the scheme has been granted by Parliament in the Channel Tunnel Rail Link Act 1996. The route is therefore safeguarded, and where necessary, compulsory land acquisition will commence. Details of the scheme are being dealt with in the context of a planning regime established under the Act. Construction started in October1998 with completion of the route through Kent anticipated in 2003.

7.3.12 There is an increasing tendency for London commuters to travel by coach or by means of car sharing, which has resulted in commuter parking wherever opportunities exist near the main intersections with motorways. This is evident at a number of locations in the Borough, and is particularly prevalent at Blue Bell Hill and on Castle Way, Leybourne. Whilst, as a more sustainable means of transport, this trend is to be encouraged, it should not be at the expense of local residential amenity. What is required are purpose-built, secure park-and-ride facilities planned in conjunction with the provision of coach services, and the introduction of on-street parking restrictions.

7.3.13 In the case of Leybourne, an opportunity may exist to provide such a facility on land close to the motorway junction, which could most appropriately be implemented following the construction of the bypass and as a complement to the planned environmental enhancements in Castle Way which may displace same of the existing on-street parking. No suitable site has been identified, and no proposal is, therefore, included in this Plan. Any proposal within the Green Belt would need to be treated as a departure from the Plan.

7.3.14 In the case of Blue Bell Hill, there is an opportunity to increase the size of the existing small facility on land within the proposed motorway intersection. This cannot be provided until the motorway works are complete, but it is important that this longer term opportunity is identified now so that it can be taken into account in the detailed design of the motorway intersection.

POLICY P7/5

Land within the proposed motorway junction at Blue Bell Hill is considered to be suitable in principle for an extension to the existing park-and-ride facility following the completion of the motorway junction improvement, and subject to its detailed design and boundaries not prejudicing a satisfactory landscaping scheme for the motorway.

7.3.15 For many short and medium length trips, buses offer the best alternative to the private car. However, since deregulation in 1986, which required all services to operate on a commercial basis, the County Council has had little effective influence over the supply and price of bus services. Nevertheless, it can still assist by supporting socially necessary services which would otherwise not be viable, and can introduce other measures to assist public transport to better compete with the private car. Such measures can include the provision of bus-only lanes, traffic signal priorities and park-and-ride facilities.

7.3.16 A fixed public transport system cannot meet all the varied needs of individuals and households. The taxi is a flexible form of quality public transport which is becoming increasingly popular and important. Taxis offer door-to-door transport, on demand, with fares equivalent to, or lower than, bus or rail services when shared between a number of passengers. They are increasingly used for journeys to school and shopping from locations remote from bus routes. They are particularly useful for elderly and disabled people. Provision for the safe and convenient setting down and picking up of passengers needs to be made for all buildings to which the public have access, and in some cases provision will need to be made for taxi ranks. The Borough Council will have regard to the latest advice from the Department of Environment, Transport and the Regions on taxi rank provision.

7.3.17 Buses are particularly important for journeys to work, shopping and schools in Tonbridge, where there is a good network of local radial services linking with the centre, as well as longer distance connections to Maidstone, Sevenoaks, Tunbridge Wells and the Medway Towns. In the Medway Gap area the main connections are to Maidstone and the Medway Towns. The increased use of buses for trips to school will be encouraged because much of the congestion in urban areas during peak periods is due to such journeys. The Kent and Sussex Weald NHS Trust is seeking to provide its services on a single site. If this proposal is implemented there will be a need for an improved public transport service, particularly if the chosen site is at Pembury.

7.3.18 It is important that the quality of bus services is maintained and/or enhanced particularly in Tonbridge as a corollary to the progressive reduction in available long-stay parking spaces in the town centre. In particular, the quality of bus service must not be impaired by the implementation of improvements to the pedestrian environment in Tonbridge High Street. If any alternative routings are proposed, these should be no less attractive and convenient to the bus users and operators than the existing route. Bus priority measures will be investigated on all the main approaches to Tonbridge where there is adequate road space. In the Medway Gap such measures will be considered where practicable along the A20, which is the principal transport artery through the main urban area.

7.3.19 Particular problems exist at the transport interchange at Tonbridge Station where conflicts between pedestrians, through traffic and vehicles stopping at the station cause congestion and safety problems. The Borough Council will require land to be safeguarded for the provision of a new bus/rail interchange as part of the redevelopment proposals for the area south of Vale Road (see Policy P5/15(e)).

7.3.20 It will also be important to encourage, and make specific provision for, buses to serve easily all of the major new developments proposed in the Medway Gap area. In particular, measures to improve public transport connections between West Malling Station and Kings Hill will be investigated as part of the detailed design of the West Malling Bypass widening scheme. The provision of a bus service from the new East Bank settlements connecting with existing and proposed stations on the Medway Valley line would also be appropriate, and will be sought as an integral part of the development proposals.

POLICY P7/6

1. The Borough Council will seek to ensure that the needs of buses and taxis are fully taken into account in new major development proposals, and in consultation with the bus operators, will require the provision of roads of adequate width, well designed bus stops, and shelters. Such facilities should be designed to be compatible with the operation of ultra-low-floor buses, which require unfettered parallel access.

2. Any development of the land south of Vale Road, Tonbridge (Policy P5/15(e)) shall safeguard adequate land for the provision of enhanced bus/rail interchange facilities.

3. Bus priority measures will be investigated, and implemented where practicable, on the following routes:

(a) A20 - West Malling to Coldharbour;

(b) Hadlow Road/Bordyke, Tonbridge;

(c) Quarry Hill Road, Tonbridge;

(d) Pembury Road, Tonbridge;

(e) Shipbourne Road, Tonbridge;

(f) London Road, Tonbridge;

and in association with the development of the network of Greenways proposed on the East Bank of the Medway under Policy P2/6 (4).

4. Measures to improve public transport connections between West Malling Station and Kings Hill, via West Malling bypass will be investigated, and implemented if practicable.

5. Planning obligations will be sought from the developers of the major sites on the East Bank of the Medway, to secure the provision of an adequate bus service linking the existing villages and main development areas with existing and proposed stations on the Medway Valley line.

7.4 Roads

Adopted Road Schemes

7.4.1 Whilst the overall transportation objective is one of encouraging alternatives to the use of the private car, a number of the transport needs identified under paragraph 7.1.1 can only be met by selective improvements to the existing road network. Improvements to the motorway and A21 (Trunk Road) network are set out in the Department of Transport’s road programme. Most of the other schemes are in the County Council’s short or medium term programme or in the preparation pool, as identified in Structure Plan Policy T2.

7.4.2 Improvements on Principal (inter-urban) Roads, like the A228, will be designed to accommodate predicted traffic levels. All other new roads will only be improved or provided where there is a clear environmental advantage. In these cases, the traffic capacity of such improvements will only be such as to match the rest of the route. The following policy seeks to safeguard those schemes essential to achieve the overall strategy, and which are likely to be built within the Plan period. They should be seen as complementary to other transportation proposals and to the overall development strategy.

POLICY P7/7

Any proposals for development within the areas safeguarded for the following road improvements, as shown on the Proposals Map, will not be permitted if likely to prejudice their implementation. Motorways and Trunk Roads:

(a) M2 (Junctions 1- 4) - widening;

(b) A21 Tonbridge to Pembury - dualling.

Other Primary and Secondary Routes:

(c) A228 Snodland Bypass - dualling;

(d) A228 Leybourne Bypass - new road;

(e) A228 West Malling Bypass - dualling;

(f) A228/A26 Junction, Mereworth - new roundabout;

(g) A227 (A25) Borough Green and Platt Bypass - new road;

(h) A20 Lunsford Lane/Winterfield Lane junction - improvement;

(i) A20 New Road/Station Road junction - improvement.

Tonbridge Urban Transport Strategy

(j) London Road to Hadlow Road Link - new road;

(k) Vale Road - widening (but see Policy P7/8 (g));

(l) River Lawn Road extension - new access road.

7.4.3 There are many locations in the Borough where the level and nature of traffic is a cause for environmental and safety concern, particularly, for example, in the vicinity of school entrances. The Borough Council will continue to press the County Council, as Highway Authority, to implement suitable traffic management and minor improvement schemes wherever the Borough Council perceives there to be a justified need.

7.4.4 A number of new road proposals will be necessary to access satisfactorily the new developments proposed on the East Bank of the Medway and at Leybourne Grange. It must be emphasised that the planning and highway authorities do not accept any financial liability in respect of the identification or implementation of any of these schemes. It would be expected that the full cost of implementation and any Blight or Purchase Notice liability which might arise will be underwritten by the landowners or developers of the sites dependent upon these roads for access.

7.4.5 The road alignments identified represent a satisfactory means of accessing the developments proposed. They are shown on the Proposals Map principally in order to advise third parties of the access proposals; so that the full environmental consequences of the new developments can be assessed; and to provide a context for considering any other development proposals in the vicinity. It is accepted that roads on the precise alignments shown may not be the only way of satisfactorily accessing the development areas. Alternative proposals may be put forward by others, or may emerge as detailed proposals for development evolve. For example, in some cases a commitment may be made to the provision of an improved public transport facility which may be considered an acceptable alternative to the provision of a particular road improvement. What is important is that nothing is done to prejudice satisfactory access to the proposed new developments.

POLICY P7/8

The following road proposals, as shown on the Proposals Map, are identified as being necessary to satisfactorily access the specific development proposals referred to. Development at these locations will not be permitted unless planning obligations are entered into to secure the provision of the relevant improvement at the time it is required.

Wouldham (see Policy P2/5):

(a) Suitable traffic calming and enhancement measures in Wouldham High Street and at the western end of Knowle Road and School Lane;

(b) If demonstrated by monitoring to be necessary in the interests of safety, the introduction of suitable traffic calming measures on Rochester Road through the village of Burham.

Peters Pit (see Policy P2/6(1)):

(c) Link to A228 - new road, bridge and junction with A228;

(d) Link to Burham Court - new road;

(e) Court Road - part new road/part improvement - to be aligned and designed so as to minimise any adverse impact on the setting of Little Culand.

Land in the vicinity of the Cattle Market Site, Tonbridge (see Policy P2/10(e)):

(f) Lansdowne Road Link - new road.

Land South of Vale Road,Tonbridge (see Policy P5/15(e)):

(g) Land to the north of Vale Road, as defined on the Proposals Map, is safeguarded for a potential revision to the alignment of the widening of Vale Road (see Policy P7/7 (k)) which would be required in conjunction with the development of land the subject of Policy P5/15(e). Any development which would compromise the future use of this land for highway purposes will not normally be permitted. Temporary use of this area for car parking and/or landscaping will be considered acceptable in principle.

Any alternatives put forward must be at least the equivalent of the identified proposal in terms of capacity, and no worse in terms of environmental impact. Any proposal for development which might conflict with the identified schemes must be able to demonstrate that an acceptable alternative exists which is capable of implementation by the developers of the site so accessed.

7.4.6 Where there are no proposals to carry out road improvements, it may still be possible in appropriate circumstances to improve the flow of traffic or otherwise reduce environmental intrusion by the carrying out of minor alterations to the existing road network. In some circumstances, for example, on the approaches to rural settlements, speed controls may be imposed to reinforce formal speed limits with a view to calming traffic entering sensitive areas. In locations where bypasses are proposed, namely Borough Green and Leybourne, it will be important that the new roads are complemented by traffic calming measures on the roads relieved of traffic, in order to reduce speeds on those roads and deter rat-running through the settlements. Similar considerations apply at Hadlow, aimed at encouraging the use of the A228 rather than the A26, and at Aylesford, to complement the replacement of the Bailey Bridge.

7.4.7 In residential areas and areas heavily used by pedestrians, quite significant environmental improvements can be made by traffic management measures such as the introduction of one-way streets, weight or width restrictions, speed limits, road surface treatment or local realignment, waiting restrictions, and improvements to signing or lighting. Such schemes can assist in deterring traffic from unsuitable roads or from entering congested areas and thus may assist in achieving restraint on traffic growth in line with the wider transportation objectives of reducing accidents and dependence on the motor vehicle, and achieving the targets recommended in the National Cycling Strategy. Traffic management measures, which are implemented under Highways Act procedures, usually take place within the existing highway limits and because they do not normally require planning permission or have any direct land-use implications, are not shown on the Proposals Map. Prior to the implementation of any traffic management measures, the Borough Council will consult all interested parties including local residents and businesses.

7.4.8 The Borough Council will require or promote, and will encourage the County Council as Highway Authority to implement, traffic calming and restraint measures:

(i) for all new residential roads;

(ii) for other roads where there will be demonstrable environmental or safety benefits;

(iii) for any existing roads relieved of traffic as an integral part of any schemes for new relief roads or bypasses.

7.4.9 The Structure Plan recognises the importance of making adequate provision for roadside services on Motorways and Primary Routes to facilitate rest and refreshment for drivers. This normally involves petrol filling stations, which may be supplemented by other facilities such as restaurants. Annex A to PPG13 gives detailed advice regarding Motorway and Roadside Service Areas. The policies of the Department of the Environment, Transport and the Regions with regard to the provision of service areas are set out in Roads Circular 1/94 for Motorways, and Roads Circular 4/88 for all-purpose Trunk Roads.

7.4.10 The existing and proposed Primary Route network is shown on Maps F and G. Within the Borough, most sections of Primary Route are relatively short in length and are already served by a variety of roadside services. However, it is recognised that the A228 only has services at Snodland and that the A21 has no refreshment facilities for drivers between Polhill, Sevenoaks, and Pembury. Any proposals for additional roadside service facilities on these roads or any other will be considered in the context of the following Policy. Policy P7/10 specifically identifies one site on the A228 at East Peckham. Within the Green Belt any such proposal would need to be treated as a departure from the Plan under the terms of Policy P2/16.

POLICY P7/9

Proposals for the provision of a range of roadside service facilities, including facilities for lorry drivers, will be permitted where:

(1) the proposal is located immediately adjacent to a Motorway or Primary Route;

(2) there is no conflict with countryside conservation policies, environmental pollution considerations and areas of identified landscape quality;

(3) they are acceptable in terms of siting, design and materials, in terms of impact on the rural character in the vicinity of the site and in the wider landscape;

(4) there is no undue duplication of facilities in terms of the distance between, and nature of, roadside service sites existing and proposed;

(5) there are no existing sites within reasonable proximity of the proposal which have scope for improvement in preference to the development of a new facility;

(6) the proposal provides for one-way working within the facility or otherwise avoids creating traffic movements which cross traffic flows.

Proposals on Secondary Routes and on Local Access Roads will not be permitted. Within the Green Belt, proposals will be considered under the terms of Policy P2/16.

POLICY P7/10

Land to the west of the Hale Street Bypass, East Peckham, as shown on the Proposals Map, is considered suitable for roadside services, including a petrol filling station, and is safeguarded for this purpose. The remainder of the site is considered suitable for employment use. Development of the site will need to be subject to provision of appropriate measures to attenuate flooding to the satisfaction of the Planning Authority.

7.5.1 The non-tidal section of the River Medway passes through the Borough at Tonbridge and Wateringbury with the tidal reaches being down-stream of Allington. Whilst the river is well used for recreational cruising, particularly the non-tidal section, there is now little commercial use of the river in the Borough for the transport of goods and materials. River transport is an effective and more environmentally sustainable form of transport for bulky goods than road. As such, it is a mode of transport to be encouraged. Several major employment sites with disused wharves abut the river downstream of Aylesford.

POLICY P7/11

Proposals in the area downstream of Aylesford for the reuse of existing riverside wharves, or the development of new wharves, to facilitate the import or export of goods or materials by river from adjacent employment sites will be permitted, provided such use does not result in an unacceptable increase in road traffic to and from the site, and is acceptable in terms of noise and dust emissions and impact on nature conservation interests.

7.6.1 As concerns grow about the impact of increasing vehicle emissions on the environment and on health, the potential which cycling offers as an alternative form of transport which does not have environmental side effects and which promotes good health becomes more significant. Cycling is particularly appropriate for local journeys to work and school, assisting with the easing of peak hour congestion, for shopping, and as a recreational activity in its own right. Cycling can be encouraged both by the use, and improvement, of existing facilities and by the creation of new opportunities.

7.6.2 The Borough Council has prepared a Cycling Strategy for the Borough which identifies a network of cycle routes aimed at providing a framework within which individual proposals can be developed as part of a rolling programme over the Plan period. It incorporates the existing cycleways in Tonbridge, relates these to other specific proposals which are under consideration, and highlights areas for further study. The network is intended to link residential areas with main destinations in the Borough, for example, schools, shopping, employment and recreational areas. This is complemented by a network of rural recreational routes. The Cycling Strategy for the Borough pays regard to the advice, and seeks to achieve the targets, contained in the National Cycling Strategy, and takes into account the Guidelines in the Institution of Highways and Transportation publication "Cycle-friendly Infrastructure : Guidelines for Planning and Design".

7.6.3 Cycle routes may be provided alongside roads, either on the carriageway or on the footway as appropriate, or, where possible and safe, as segregated cycleways often on part of a footpath. Bus Lanes also offer the opportunity for joint use by bicycles in those circumstances where it is safe to do so. Cycle routes can be provided by the Borough or County Council, or by developers in relation to specific major schemes. The Borough Council will have a programme for implementing cycling schemes within the overall framework of the Strategy. It will also require the provision of facilities as part of major new developments, for example at Kings Hill and the new settlements on the East Bank of the River Medway (see Policies P2/2 and P2/6).

7.6.4 The Borough Council will, through the implementation of its own schemes and those of the County Council, and in association with development proposals, seek improvements to the facilities available for safe and convenient cycling in the Borough. In line with the overall framework provided by its Cycling Strategy, the Borough Council will:

(i) aim to implement the specific route proposals identified in the Strategy;

(ii) seek to ensure the provision of additional routes within the corridors of interest identified in the Strategy;

(iii) seek to ensure the provision of additional cycle parking facilities at locations identified in the Cycling Strategy;

(iv) in the implementation of the highway proposals included under Policies P7/7 and P7/8, seek the provision of new cycle routes to assist separating cyclists from other modes of transport and other measures to ensure that cyclists are not unduly disadvantaged;

(v) seek to ensure that the needs of cyclists are taken into account in the design of any traffic management schemes;

(vi) allow access for cyclists in the creation of pedestrian priority areas, subject to reasonable standards of safety;

(vii) in appropriate cases, remove restrictions from public footpaths coupled with such local improvements as may be necessary for reasons of convenience and safety and negotiate the use of certain private rights of way by cyclists;

(viii) seek to ensure that where new pedestrian links are provided that these are designed to be both convenient and safe for joint use by cyclists, where this would show a demonstrable safety benefit or time saving for the cyclist over the use of an existing highway;

(ix) subject to safety audit, seek to secure the joint use by cyclists of any bus priority measures which may be provided.

The following Policy seeks to ensure that the needs of cyclists are taken into account in new development proposals.

POLICY P7/12

In new developments, the Borough Council will require, where necessary and practicable:

(1) the provision of satisfactory access for cyclists and adequate, secure, conveniently located, cycle parking facilities;

(2) the provision of cycle routes through or serving the development, or a financial contribution towards such provision.

Development proposals which sever, or otherwise adversely affect an existing cycle facility, will not be permitted unless satisfactory alternative provision is made.

7.7.1 A high proportion of all journeys are of a very short distance, many of which could potentially be made on foot. It is important, therefore, to ensure that provision is made for pedestrians to make trips free from the disturbance and potential dangers of vehicular traffic, and to cross roads and enter buildings safely and conveniently. This is important for those with restricted mobility particularly the very young, the elderly and parents with prams or pushchairs. The specific needs of pedestrians, including the disabled, will, therefore, be taken into account in the design of footways and roads, and in the consideration of development proposals, particularly proposals for buildings to which the public have access. The Building Regulations address access for the disabled in terms of the detailed internal design of buildings. Detailed design advice is contained in 'Designing for Accessibility - an introductory guide' published by the Centre for Accessible Environments.

7.7.2 This Local Plan contains a number of specific proposals aimed at improving conditions for pedestrians, including the creation of a number of pedestrian domination areas in Tonbridge Town Centre. Elsewhere in the Borough traffic management schemes in residential areas, and local shopping centres like Borough Green, are aimed at making life safer for the pedestrian and cyclist. The following policy addresses the needs of those with restricted mobility; the elderly, the infirm, those with prams or pushchairs, and pedestrians generally.

POLICY P7/13

Development proposals to which the general public have access, and proposals for employment and education development, should provide suitable and convenient means of access for all pedestrians. In particular, such developments should ensure that the needs of those with restricted mobility are adequately met with regard to:

(1) public entrances to buildings: including the provision of ramps, steps and exterior handrails;

(2) the layout and dimensions of footways, footpaths and pedestrianised areas: including appropriate lighting for safety and security purposes, and the use of non-slip firm surfaces with edges which can be easily identified;

(3) the location of crossing facilities: including dropped kerbs and tactile surfaces suitable for visually impaired people and for wheelchairs, prams and pushchairs;

(4) the choice and positioning of street furniture: which should be located so as not to create a security hazard or cause an obstruction or danger to pedestrians and should provide sufficient space for a wheelchair, pram or pushchair adjoining any seating;

(5) parking for the vehicles of disabled visitors to meet or exceed the provisions set out in the adopted parking standards, with parking spaces and setting down points which should be as close as possible to the principal access to the building with conveniently located ramps and dropped kerbs;

(6) the avoidance of low projecting signs and signs in the footway. All signs should be clear and accessible to those with impaired mobility.

7.7.3 There is an extensive network of public footpaths, bridleways and byways throughout the Borough providing good access to the countryside and within the urban areas. The North Downs Way Long Distance Footpath traverses the northern part of the Borough, and the Weald Way dissects the Borough north to south passing through Tonbridge. Other long distance paths include The Greensand Way, the Eden Valley Walk, the High Weald Walk and the London Country Way (see Map D). This public rights of way network is increasingly used for recreation purposes.

7.7.4 The Borough Council will continue to seek opportunities to extend and enhance this network, particularly in association with major development and infrastructure proposals. In this respect the development of Kings Hill provides a particular opportunity for the internal network of private paths to connect with public footpaths and bridleways which were closed when the former Airfield was built. The development of Leybourne Grange also creates the opportunity for a significant enhancement of local recreational footpaths and bridleways. The A228 West Malling Bypass proposal incorporates a new bridleway aimed at linking equestrian routes in the Kings Hill vicinity with those at Leybourne. Similar opportunities will arise at Holborough Quarry and on the East Bank of the Medway.

POLICY P7/14

The Borough Council will seek to promote the maintenance and improvement of the existing network of public rights of way and, as opportunities arise, will, in association with the County Council, seek the provision of new public rights of way where they either provide a shorter and more convenient route, or otherwise improve access to, and public enjoyment of, the countryside having regard to agriculture, forestry and nature conservation interests, to safety considerations, and other policies of the Plan. Satisfactory diversions will be sought if any existing rights of way are affected by development.

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7.7.5 It is the intention to provide a continuous footpath alongside the River Medway on at least one side throughout the Borough. Apart from its attractions to local users this will, if also completed within Maidstone Borough and the Medway Council area provide a long-distance footpath between the North Downs Way at Rochester and the Weald Way and Eden Valley Walk at Tonbridge. There is already a path along much of the riverbank, and there are a number of opportunities for the creation of new sections of path, some in association with development proposals. However, some of the existing sections of footpath also require considerable improvement.

POLICY P7/15

1. The Borough Council will, in association with the County Council and the Environment Agency, seek the improvement of public pedestrian access to the banks of the River Medway, and the provision of continuous riverside footpaths within the Local Plan area subject to compatibility with nature conservation interests.

2. In considering development proposals for riverside sites, the Borough Council will require riverside walks to be retained or provided wherever practicable, and landscaping, seating and other facilities to be provided to enhance public enjoyment of the riverside.

7.8.1 Telecommunications can help to reduce the need to travel, both in terms of journeys to work, by facilitating 'teleworking' from home, and in the transfer of information. It is national policy (PPG8) to facilitate the growth and development of new and existing systems.

7.8.2 The main impact of telecommunications relates to the visual intrusion of aerials and masts. Within the Borough there are major telecommunications facilities on Blue Bell Hill and Wrotham Hill, and at a number of other minor sites. In view of the availability of existing sites and facilities, and in order to minimise the amenity impact of new telecommunications developments, it is desirable that developers share sites and preferably facilities wherever feasible. A significant proportion of proposals for telecommunications equipment is likely to be carried out as "permitted development" in accordance with the General Permitted Development Order. In those cases where it is necessary to make an application to the local planning authority, the following policy will apply:

POLICY P7/16

Planning permission will be granted for telecommunications development where:

(1) there are no satisfactory alternative sites available for the proposed development;

(2) there is no reasonable possibility of sharing existing facilities;

(3) there is no reasonable possibility of erecting antennae on an existing building or other structure;

(4) the equipment is removed when no longer required;

(5) the benefits and wider implications of the development are more significant than any direct environmental impact;

(6) the development is sited and designed and incorporates appropriate measures to minimise its visual impact on amenity.

Full regard will be paid to the licence obligations and technical and operational constraints faced by telecommunications operators in the application of the above criteria.

7.8.3 The Borough Council will have regard to the tests set out in the above Policy in deciding cases where submission of details for prior approval will be required under the General Permitted Development Order, or in determining where, under exceptional circumstances, Article 4 Directions may be appropriate. Article 4 Directions will only be justified where there is a real and specific threat of serious harm to the amenity of the locality. In new developments, the Borough Council will seek the undergrounding of cables, or the provision of ducting to facilitate such action at a later date, in a manner which will avoid damage to tree roots. Elsewhere, the Borough Council will collaborate with cable and telecommunications suppliers to achieve these objectives.

7.9.1 Any development which will generate a significant increase in traffic should be well related to the major transport network in order to avoid long distance movements on inappropriate routes. Structure Plan Policy T18 therefore indicates that development which generates significant increases in traffic, particularly heavy goods vehicles, will be refused if it is not well related to the road and rail primary or secondary route network.

7.9.2 Although such development must be well related to the major route network, it is important in the interests of safety and efficiency to avoid a proliferation of accesses onto primary and secondary roads. Structure Plan Policy T19 indicates that development will be refused if it involves the construction of a new access onto the primary or secondary road network, or the increased use of an existing access directly onto that network, where an increased risk of accidents or significant traffic delays may result.

7.9.3 Although the Structure Plan only identifies a hierarchy of inter-urban roads, Policies T18 and T19 also apply within the urban areas. It is therefore a function of this Local Plan to define the road hierarchy within the urban areas. Maps F and G show the existing and future road hierarchy within Tonbridge and Malling Borough.

7.9.4 The Borough Council will consider the impact on the highway network and the environment of traffic generated by new development and will need to be satisfied that all proposed developments are adequately served by that network. In assessing the acceptability of development proposals and in applying Structure Plan Policies T18 and T19, the Borough Council will pay regard to the existing and proposed road hierarchies illustrated on Maps F and G and to the level of traffic generated by, or likely to be generated by, other proposals of the plan served by the same part of the highway network, having regard to the current or future availability of public transport.

7.9.5 Highway improvements directly resulting from a development proposal can have a significant impact on the character of an area. This is addressed with regard to Rural Lanes by the terms of Policy P6/19. Elsewhere, any necessary improvements should be designed to minimise their impact on the character of the area affected by the improvements.

POLICY P7/17

Development proposals which would lead to a significant increase in traffic or the number of Heavy Goods Vehicle movements will only be permitted where the proposal would not lead to conditions harmful to road safety and where there is evidence that the traffic generated can be adequately served by the highway network. In this respect, where significant traffic effects on the highway network and/or the environment are identified, then appropriate mitigation measures must be provided, in one or more of the following ways, before the development can be occupied:

(1) by the implementation of works within the application site and at its point of access to the highway;

(2) by the implementation of works to the highway, necessitated wholly or substantially by the development, either in proximity to the site or remote from it;

(3) by the bringing forward of highways or other works shown on the Proposals Map and/or identified by the Highway Authority in a road programme;

(4) by the making of a contribution towards the provision or enhancement of highway safety, traffic calming, cycling, pedestrian or public transport facilities as appropriate to the scale and nature of the development.

Where improvements are necessary to serve a development proposal, they should be designed to minimise impact on the character or appearance of the area and/or on wildlife habitats, particularly in areas recognised for their landscape importance or nature conservation interest.

7.9.6 In the above cases, the Borough Council will not only require that obligations are entered into which identify the measures necessary, but also that the funding of those measures is met by the developer. Structure Plan Policy T20 provides for such contributions to be sought where the need arises wholly or substantially from the new development.

7.9.7 The Department of Transport, Environment and the Regions has a strict policy of not allowing direct accesses from private development to Motorways or Motorway slip roads unless the development relates to Motorway service areas, road junctions or motorway maintenance compounds. The Secretary of State will direct Local Planning Authorities to refuse planning applications for development whose access arrangements breach this policy.

7.9.8 On all-purpose Trunk Roads it is necessary, in general, to restrict the formation of new accesses to them if they are to continue to perform their function as routes for the safe and expeditious movement of long distance through traffic. A particularly strict policy is appropriate to fast stretches of rural Trunk Roads, and to Trunk Roads of near motorway standard inside and outside urban areas.

7.9.9 Where a development is likely to generate a material increase in traffic (as defined in PPG13) either via an existing access (whether directly or indirectly via a local road) or via an otherwise acceptable new access to a Trunk Road, which would result in the access, or the main line of that Trunk Road, becoming overloaded, the Secretary of State would normally advise, and if necessary, direct, the Local Planning Authority to refuse the planning application. Alternatively, if improvements to the existing or proposed new access, or the Trunk Road, could be designed, consistent with the Secretary of State's 15 year design horizon normally applied to those schemes he initiates himself, to provide the additional capacity, the Secretary of State could advise or direct the Local Planning Authority to impose conditions on any planning permission that the development should not occur unless and until those improvements have been carried out.

7.9.10 The Highways Agency would thus not expect to object to developments consistent with the proposals in the local plan, subject to the completion of any highway works which it considered necessary and acceptable in relation to the Trunk Road network such that the traffic generated by the development, together with all other traffic, could be accommodated forward to the design year (normally 15 years from the full opening of the development taking into account any phasing).

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7.10.1 Parking takes place at the origin and destination of a trip, and therefore relates to, and is created by, the land uses at either end of that trip. The availability of convenient parking can have a significant effect on the number of trips generated. Managing the amount of available parking spaces in town centres is, therefore, one way of influencing the propensity of people to travel by public transport, but this must be balanced against the need to maintain the viability and vitality of the town or district centre. The only centre in the Local Plan area which is of sufficient size and with the potential to provide adequate public transport to justify this approach is Tonbridge. Here a lower standard of long-stay parking provision for certain town centre uses, in particular offices, is justified, consistent with the general reduction of long-stay parking in the town centre (See Policy P2/15). Elsewhere in the Borough, the normal countywide standards will apply, though it should be noted that the Borough Council has adopted a specific change to these standards in respect of Residents’ Preferred Parking Zones (see Policy Annex PA2/15).

7.10.2 The Vehicle Parking Standards need to be applied flexibly wherever there is good public transport, or exceptionally, where the benefits of a proposal are considered to be sufficient to outweigh objections to it on the grounds that full parking cannot be provided.

POLICY P7/18

All new development will be expected to make satisfactory provision for the off-street parking of vehicles in accordance with the adopted Vehicle Parking Standards, except within the Tonbridge Town Centre Parking Area, as defined on the Proposals Map, where the standards referred to in Policy P2/15 apply. However, the Borough Council may not require the provision of off-street parking to the full standard in the following circumstances:

(1) where the development is well served by public transport and where a contribution towards improving public transport, cycling or pedestrian facilities is offered in lieu of on-site parking;

(2) in order to secure affordable, high density, housing development in areas with good access to public transport facilities;

(3) where a specific proposal would serve to strengthen the viability and vitality of the Upper High Street, Tonbridge (as defined in Policy P2/12) or any district or local shopping centre where adequate public car parking is available within a reasonable distance of the site;

(4) where development is essential to ensure the successful restoration, refurbishment or re-use of a Listed Building or other building of importance in a Conservation Area;

(5) where the provision of full on-site vehicle parking would be detrimental to the character or setting of a Listed Building or Conservation Area, or would otherwise be injurious to town scape, landscape or nature conservation interests;

(6) where parking for non-residential development is proposed below the full standard and there are no significant road safety, residential amenity, or traffic management objections to that lower level of provision;

(7) in the case of a change of use where (except in the case of a change to residential use), an allowance will normally be made for the existing parking (whether provided on or off-site) relating to the existing use of the building.

Notwithstanding the above provisions, proposals for the subdivision of existing residential units or the creation of flats in existing or replacement buildings will be required to meet the full off-street parking standard where the site lies within an area of known on-street parking problems (which may be designated as Residents' Preferred Parking Areas) unless the proposal can be clearly demonstrated by the applicant, to the satisfaction of the Borough Council, to be well served by public transport.

7.10.3 Local firms have to ensure that adequate provision is made for the overnight parking of vehicles in order to obtain and maintain a Goods Vehicle Operators Licence. The difficulties arise where long-haul drivers need to find a place to stop overnight. The overnight parking of lorries in residential areas and in town centre or village car parks can give rise to highway difficulties and operational problems, and can cause disturbance for residents if, for example, vehicles are started early in the morning or refrigerated units are left running all night. The needs of long-haul traffic can best be met by the purpose built service areas on the M20 and M25. In addition there are a number of transport cafes and similar establishments in the Borough where overnight lorry parking takes place. The problems of lorry parking in the Borough will be carefully monitored, and the need for additional facilities kept under review. However, this is an issue of more than Borough-wide significance, which needs to be dealt with in conjunction with the Highway Authority and neighbouring Councils.

7.10.4 Most recent residential developments have been built with car parking provided in accordance with the adopted standards, but many older residential areas suffer from inadequate off-street car parking which can result in dangerous, obtrusive and inconvenient on-street parking, to the detriment of the amenities of the residential area. However, where properly managed as an integral part of an area-wide traffic management scheme, on-street parking can be used positively to assist in reducing vehicle speeds, and can be associated with, and facilitate, other local environmental enhancements.

7.10.5 Residents’ Preferred Parking Schemes have been introduced in a number of areas where there is a large amount of non-residential on-street parking, particularly in locations close to town centres and commuter railway stations. The Borough Council will continue to monitor the levels of on-street parking in such areas and will bring forward further schemes if necessary. Such measures will be particularly relevant in the residential streets around Tonbridge Town Centre complementing any reduction in town centre long-stay parking facilities. In addition, the older parts of some larger settlements, such as Snodland and West Malling, may be suitable candidates for such schemes where on-street car parking is currently intrusive and creates highway dangers.

7.10.6 There are several locations within the Borough where unacceptable levels of on-street residents’ parking occurs but where no particular traffic problems, other than local congestion arise. In many cases, there is no practicable solution to the problem available, though in some areas the joint provision of an access road along the ends of back gardens could help considerably.

7.10.7 The Borough Council and/or Parish Councils may provide off-street residents’ car parking facilities in residential areas if the benefits to a large number of people are likely to be significant. In appropriate cases, an area will be set aside within such residents’ car parks for the construction by residents of private lock-up garages to a co-ordinated design agreed in advance by the Borough Council. Wherever practical opportunities arise, or can be identified, for the provision of off-street car parking in areas currently deficient in such facilities, the Borough Council will encourage the co-ordination of private efforts to make alternative provision.

POLICY P7/19

The Borough Council will permit proposals for the provision of off-street car parking facilities in areas currently deficient in such facilities and where there would be road safety benefits, subject to adequate protection of residential amenity.

7.11.1 The performance of the Plan in meeting its aims with regard to Transportation issues as listed in paragraph 7.1.1 will be judged against the following indicators:

(i) changes in the level of traffic flows in Tonbridge Town Centre, on principal routes and in environmentally sensitive areas;

(ii) the implementation of the road schemes and specific public transport initiatives referred to;

(iii) the change in number of bus routes and frequency of services;

(iv) the change in numbers of bus and train passengers;

(v) the implementation and level of use of park-and-ride facilities;

(vi) the change in the number of long stay parking spaces in Tonbridge Town Centre;

(vii) the length of cycleways implemented;

(viii) length of new public rights of way created;

(ix) the proportion of the River Medway with a riverside footpath;

(x) the number of wharves used for commercial purposes on the River Medway;

(xi) the number of successful Residents' Preferred Parking Schemes implemented.