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Author Topic: New National Planning Policy Framework  (Read 1253 times)
Transport Scholar
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« on: July 22, 2021, 03:54:35 pm »

There is a new National Planning Policy Framework, replacing the one written in 2108. I can't find that previous one (revised in2019), so can't say what has changed this time.

Section 9 is called "Promoting sustainable transport", but if you're into that you'll probably find it rather half-hearted. But while it takes the same approach as the recent transport decarbonisation plan, and assumes that cars and road transport will be almost as important as now, it does specify this:
106. Planning policies should:
a) support an appropriate mix of uses across an area, and within larger scale sites, to minimise the number and length of journeys needed for employment, shopping, leisure, education and other activities;
b) be prepared with the active involvement of local highways authorities, other transport infrastructure providers and operators and neighbouring councils, so that strategies and investments for supporting sustainable transport and development patterns are aligned;
c) identify and protect, where there is robust evidence, sites and routes which could be critical in developing infrastructure to widen transport choice and realise opportunities for large scale development;
d) provide for attractive and well-designed walking and cycling networks with supporting facilities such as secure cycle parking (drawing on Local Cycling and Walking Infrastructure Plans);
e) provide for any large scale transport facilities that need to be located in the area44, and the infrastructure and wider development required to support their operation, expansion and contribution to the wider economy. In doing so they should take into account whether such development is likely to be a nationally significant infrastructure project and any relevant national policy statements; and
f) recognise the importance of maintaining a national network of general aviation airfields, and their need to adapt and change over time – taking into account their economic value in serving business, leisure, training and emergency service needs, and the Government’s General Aviation Strategy45.
and this:
112. Within this context, applications for development should:
a) give priority first to pedestrian and cycle movements, both within the scheme and with neighbouring areas; and second – so far as possible – to facilitating access to high quality public transport, with layouts that maximise the catchment area for bus or other public transport services, and appropriate facilities that encourage public transport use;
b) address the needs of people with disabilities and reduced mobility in relation to all modes of transport;
c) create places that are safe, secure and attractive – which minimise the scope for conflicts between pedestrians, cyclists and vehicles, avoid unnecessary street clutter, and respond to local character and design standards;
d) allow for the efficient delivery of goods, and access by service and emergency vehicles; and
e) be designed to enable charging of plug-in and other ultra-low emission vehicles in safe, accessible and convenient locations

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« Reply #1 on: July 22, 2021, 06:03:28 pm »

There is a new National Planning Policy Framework, replacing the one written in 2108. I can't find that previous one (revised in2019), so can't say what has changed this time.

I have at least added a member's mirror at so we should have the new one here for posterity!

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« Reply #2 on: July 22, 2021, 07:34:56 pm »

There is a new National Planning Policy Framework, replacing the one written in 2108. I can't find that previous one (revised in2019), so can't say what has changed this time.

Try this
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« Reply #3 on: July 22, 2021, 07:53:14 pm »

There is a new National Planning Policy Framework, replacing the one written in 2108. I can't find that previous one (revised in2019), so can't say what has changed this time.

Try this

The two sections I quoted appear to be unchanged from the 2018/9 document. Everyone's welcome to play spot-the-difference to find what has been changed, of course.

Note that the introduction all these "new" versions is inherently phased: the previous (2012) one is still to be applied in examining plans submitted before 2019.
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« Reply #4 on: July 22, 2021, 09:31:10 pm »

It is only tweaks to reflect the Boris Government's policy announcements last autumn.

If you are interested in working out where the changes are, try having a look at this comparison version published by MHCLG as part of the consultation -

(I did compose a longer less charitable explanation but it seems to have failed to "stick"! - in summmary my view is that the original 2012 NPPF was generally a good piece of work, but subsequent revisions have diluted it, particularly in the latest revisions with woolly poorly thought through platitudes that add little to the underlying policy thread).
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« Reply #5 on: July 23, 2021, 06:58:09 am »

woolly poorly thought through platitudes
now I wonder who that reminds me of?
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« Reply #6 on: July 23, 2021, 10:21:56 am »

The original 2012 NPPF can also be found in the archive cited above, so the evolution of the transport provisions can be seen. The layout is different, without the lists of points I quoted from the new versions, so you need to look at the full text. But this longer bit covers the same areas (and much of what's left out is about parking standards):
4. Promoting sustainable transport
29. Transport policies have an important role to play in facilitating sustainable development but also in contributing to wider sustainability and health objectives. Smarter use of technologies can reduce the need to travel. The transport system needs to be balanced in favour of sustainable transport modes, giving people a real choice about how they travel. However, the Government recognises that different policies and measures will be required in different communities and opportunities to maximise sustainable transport solutions will vary from urban to rural areas.
30. Encouragement should be given to solutions which support reductions in greenhouse gas emissions and reduce congestion. In preparing Local Plans, local planning authorities should therefore support a pattern of development which, where reasonable to do so, facilitates the use of sustainable modes of transport.
31. Local authorities should work with neighbouring authorities and transport providers to develop strategies for the provision of viable infrastructure necessary to support sustainable development, including large scale facilities such as rail freight interchanges, roadside facilities for motorists or transport investment necessary to support strategies for the growth of ports, airports or other major generators of travel demand in their areas. The primary function of roadside facilities for motorists should be to support the safety and welfare of the road user.
32. All developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment. Plans and decisions should take account of whether:
  ● the opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure;
  ● safe and suitable access to the site can be achieved for all people; and
  ● improvements can be undertaken within the transport network that cost effectively limit the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.
33. When planning for ports, airports and airfields that are not subject to a separate national policy statement, plans should take account of their growth and role in serving business, leisure, training and emergency service needs. Plans should take account of this Framework as well as the principles set out in the relevant national policy statements and the Government Framework for UK (United Kingdom) Aviation.
34. Plans and decisions should ensure developments that generate significant movement are located where the need to travel will be minimised and the use of sustainable transport modes can be maximised. However this needs to take account of policies set out elsewhere in this Framework, particularly in rural areas.
35. Plans should protect and exploit opportunities for the use of sustainable transport modes for the movement of goods or people. Therefore, developments should be located and designed where practical to
  ● accommodate the efficient delivery of goods and supplies;
  ● give priority to pedestrian and cycle movements, and have access to high quality public transport facilities;
  ● create safe and secure layouts which minimise conflicts between traffic and cyclists or pedestrians, avoiding street clutter and where appropriate establishing home zones;
  ● incorporate facilities for charging plug-in and other ultra-low emission
vehicles; and
  ● consider the needs of people with disabilities by all modes of transport.
36. A key tool to facilitate this will be a Travel Plan. All developments which generate significant amounts of movement should be required to provide a Travel Plan.
37. Planning policies should aim for a balance of land uses within their area so that people can be encouraged to minimise journey lengths for employment, shopping, leisure, education and other activities.
38. For larger scale residential developments in particular, planning policies should promote a mix of uses in order to provide opportunities to undertake day-to-day activities including work on site. Where practical, particularly within large-scale developments, key facilities such as primary schools and local shops should be located within walking distance of most properties.
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