Navigation

Policy POSP13: Navigable water space

  1. The water space will be managed in a strategic, integrated way and navigation and conservation interests will be maintained and enhanced.
  2. Opportunities for the extension or creation of navigable/recreational water space will be promoted, subject to compliance with other policies in this plan.
  3. Navigable water space will be protected and enhanced through:
    1. The careful design of flood alleviation/protection projects; and
    2. Avoiding development and changes in land management which are detrimental to its use.
  4. Adequate water depths will be maintained for safe navigation, and the disposal of dredged and cut material will be carried out in ways that avoid adverse impacts on the environment with appropriate mitigation measures implemented as required. Beneficial re-use of dredged materials will be expected where practicable. Opportunities for the disposal of dredged materials to enable the management of the navigation will be sought and promoted. Measures to control sediment input from surrounding land, highways and banks will be considered in development proposals.

Reasoned Justification

The waterways as a whole are a core resource of the Broads. Promoting the enjoyment of the Broads and protecting the interests of navigation are two of the Authority’s statutory purposes, and the water is one of the key attractions for local people and visitors. The waterways will be maintained and protected, and development that would have an adverse impact on the enjoyment of navigable water space will not be permitted. This policy applies to the entire Broads area, not just the navigation area as defined under the Broads Act.

There is considerable pressure in certain areas on the use of water space for navigation, recreation, and nature conservation purposes. Its management therefore requires an integrated approach, based on levels of use and importance (for example heads of navigation and important sailing areas), and suitability and potential for different uses (such as water-skiing zones). The Authority works with partner organisations and local communities, taking an integrated approach to waterways management, to achieve improvements for people and wildlife.

Development proposals close to the navigation will be assessed against their impact on the use and enjoyment of the navigation - for example, avoiding a reduction in the wind required for sailing, and provision for lowering of masts.

Parts of the rivers and broads are subject to periodic dredging to keep the waterways open to navigation, not only by the Authority but also by owners of private water space who may require planning consent for disposal. Historically, the dredged materials have been disposed of on land when ecological gain and agricultural benefits could be derived however there is also an increasing awareness that these sediments are organic rich and therefore drying them out has a CO2 impact. Dredging is guided by local and national legislation. Silt from bank erosion is a recurring issue with a number of causes, and once these have been addressed action must be taken to restore and protect banks. The Authority provides advice to landowners on appropriate bank stabilisation[115] methods, encouraging the use of natural or 'soft' engineering techniques wherever possible.

The principles for sediment management of ‘Reduce/Reuse/Recycle’ should be adopted by relevant bodies. Generic principles that should be adopted as a baseline approach are:

Reduce – reducing specifications where appropriate or inputs, through varied source control options.

Reuse – direct reuse options include habitat creation, flood protection works, combined schemes.

Recycle – material can be used in wider construction schemes but would usually require treatment/reclamation/remediation.

Disposal – land fill should only be considered as a last resort, and in any event minimised as far as is possible.

Of relevance are policies on excavated material and on land-raising.

The Water Management Strategy may be of relevance to your scheme to help ensure protection of Habitat Sites. Any work in the waterways will also likely require an HRA given the potential hydrological links to Habitat Sites.

Reasonable alternative options

No policy

Sustainability appraisal summary

The following is a summary of the assessment of the policy and alternative(s).

A: Keep original policy: 5 positives. 0 negatives. 0 ? Overall, positive.

B: No policy: 0 positives. 0 negatives. 5 ?

How has the existing policy been used since adoption in May 2019?

According to recent Annual Monitoring Reports, the policy has been used and applications have been determined in accordance with the policy.

Why has the alternative option been discounted?

An alternative option is to not have a policy. Navigation is an important aspect of the Broads and can be affected by schemes. To have a policy on navigation is therefore favoured.

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Policy PODM37: Access to the water

  1. Developments that support and encourage the use of waterways, including the provision of supporting infrastructure for navigation such as the construction of moorings, pontoons, jetties and walkways and the provision of electric hook up/charging points, will be permitted (subject to other policies in this Local Plan) if they:
    1. Would not adversely impact navigation;
    2. Would not result in hazardous boat movements;
    3. Would not compromise opportunities for access to, and along, the waterside, access to and use of staithes, or for waterway restoration;
    4. Are consistent with the objectives of protecting and conserving the Broads’ landscape and ecology, including the objectives of the Water Environment (Water Framework Directive) (England and Wales) Regulations 2017;
    5. Are consistent with the ;
    6. Reflect the character of the location (including landscape character, features and the historic environment); and
    7. Would not prejudice the current or future use of adjoining land or buildings.
  2. Proposals incorporating staithes or slipways will be permitted (subject to other policies in this Local Plan) where:
    1. The use of the slipway and any associated uses or facilities, including car parking, would not have an adverse effect on either the waterway or the adjacent riverside, including ecological, biodiversity or flood risk effects and significance and character of the historic environment; and
    2. Access and other highway requirements for cars and trailers would be adequately provided for (in line with transport policies).
  3. Development proposals for new freight wharves and for the provision of freight interchange on brownfield sites adjacent to the navigation will be permitted where these are in accordance with the other policies of the Local Plan.
  4. Proposals should consider the robustness and suitability of the material used for the surface of moorings or other platforms next to the water given the high water level that could be experienced.

Reasoned Justification

The Broads is one of the most extensive and varied inland waterway systems in the UK. The Government has stated that it expects the Authority to continue to encourage a greater range of people to take up sailing, canoeing, and fishing and other water related activities[116].

Accordingly, development proposals that support and encourage the use of waterways will be permitted where they would not have a detrimental impact on public safety on land or water or an unacceptable impact on other people’s enjoyment of the Broads. Proposals should also be consistent with the objectives of the Water Environment (Water Framework Directive) (England and Wales) Regulations 2017 and with protecting and conserving the Broads’ landscape and wildlife. In particular, if a proposal is considered likely to have an effect on Habitat Sites, it will need to be considered in accordance with the Conservation of Habitats and Species Regulations 2017 (The Habitats Directive) and a project level Appropriate Assessment undertaken. Development that could affect the integrity of a habitat site would not be in accordance with Policy of the Local Plan.

The waterways of the Broads have the potential to provide a sustainable and efficient mode of transporting freight. However, it is important that the use of waterways for this purpose does not affect the special qualities of the Broads. Consequently, proposals for infrastructure to support the greater use of the waterways by freight will be permitted if they do not have an adverse impact on landscape character, biodiversity, dark skies, tranquillity or other people’s enjoyment of the Broads.

The Water Management Strategy may be of relevance to your scheme to help ensure protection of Habitat Sites. Any work in the waterways will also likely require an HRA given the potential hydrological links to Habitat Sites.

Reasonable alternative options

No policy

Sustainability appraisal summary

The following is a summary of the assessment of the policy and alternative(s).

A: Keep original policy: 11 positives. 0 negatives. 0 ? Overall, positive.

B: No policy: 0 positives. 0 negatives. 11 ?

How has the existing policy been used since adoption in May 2019?

According to recent Annual Monitoring Reports, the policy has been used and applications have been determined in accordance with the policy.

Why has the alternative option been discounted?

An alternative option is to not have a policy. Navigation is an important aspect of the Broads and can be affected by schemes. To have a policy on access to the water is therefore favoured.

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Policy PODM38: Bank stabilisation

  1. Development proposals that include bank stabilisation will only be permitted (subject to other policies in this local plan) where the need can be fully justified and it can be demonstrated, through the submission of the Riverbank Stabilisation Checklist for Design[117], that the proposal has been designed to take account of:
    1. The nature of the watercourse;
    2. The scale of tidal range;
    3. Safe navigation;
    4. The character of the location;
    5. Existing uses in the area;
    6. Future maintenance of the bank stabilisation method proposed;
    7. A changing climate;
    8. Biodiversity; and
    9. The requirements of the Water Environment (Water Framework Directive) (England and Wales) Regulations 2017.
  2. ‘Soft’ engineering techniques shall be used as a first preference where appropriate.
  3. Piling of banks will only be permitted where it takes account of criteria (a) to (i) and:
    1. There is a proven need to prevent bank erosion by this method;
    2. Where piling/quay heading is part of the character of the area;
    3. The proposal is for replacement piling for a site that has been piled in the recent past and where soft engineering techniques are unlikely to provide adequate protection;
    4. The piling works are required for:
    5. navigation purposes (including moorings, but see mooring policies that follow);
      1. compliance with the Water Environment (Water Framework Directive) (England and Wales) Regulations 2017;
      2. the prevention of diffuse pollution to the water environment; or
      3. flood defence.
  4. Mooring on banks that have been piled may not necessarily be permitted. Where mooring is permitted, the number of craft allowed, the type of mooring (e.g. private, visitor) and whether stern-on or single alongside only mooring, will be specified.

Reasoned Justification

By leading to an enhanced rate of soil loss from banks, erosion can have a significant impact on the appearance and ecological value of the waterways in the Broads. Bank erosion can also add to the reduction of water quality and loss of open water, and release nutrients into the waterways of the Broads. Bank erosion is expensive to repair and the sediment that enters watercourses increases the amount and frequency of dredging to maintain adequate water depths for navigation. The careful design of new or replacement bank edging is therefore crucial for protecting the special landscape character and conservation value of Broads’ habitats and for maintaining the navigation area to the required standard.

The wide variation in depth, width, boating activity, tidal ranges, and bank construction on different river sections in the Broads mean that no one bank stabilisation solution will be suitable for the whole area. The appropriate technique will also depend on the objective behind the bank protection. To help design proposals for bank stabilisation, the Authority has adopted guidance and a design checklist. Accordingly, development proposals that include bank stabilisation need to be accompanied by a completed Riverbank Stabilisation Checklist for Design that provides justification for the choice of bank protection solution in relation to the issues listed in the policy and guidance.

Some banks in the Broads have been protected using timber or steel piling driven into the bed at the bank edge. However, this approach can damage bank habitats, adversely affect protected species, encourage boat mooring in inappropriate locations and create an urban feel in an otherwise rural area. In many parts of the Broads, particularly those with an open rural location, natural or less intrusive engineering techniques such as alder poles, faggots, willow spilling, biodegradable geotextiles and vegetation will represent a more visually and ecologically appropriate solution and should be used in preference to piling where technically feasible. The Authority will ensure that the piling of banks only takes place where there is a demonstrable need to prevent bank erosion by this means, where it is appropriate to the local character of the area or for the use of the frontage for mooring. If a proposal is considered in the context of this policy to potentially have an effect on an habitats site, then it will need to be considered against the Habitats Regulations and a project level Appropriate Assessment undertaken.

Proposals relating to piling are directed to the Moorings Guide for information on materials and other considerations.

A Works Licence, issued by the Broads Authority, will be necessary for the design and timing of installation of works which affects areas that are publicly navigable. Full details can be found on the Authority’s website[118]. It is also important to note that works near a main river may require an environmental permit. Indeed, other licences (such as from Natural England or the Marine Management Organisation) may be required and applicants should contact relevant authorities for more information.

The Water Management Strategy may be of relevance to your scheme to help ensure protection of Habitat Sites. Any work in the waterways will also likely require an HRA given the potential hydrological links to Habitat Sites.

Reasonable alternative options

No policy

Sustainability appraisal summary

The following is a summary of the assessment of the policy and alternative(s).

A: Keep original policy: 6 positives. 0 negatives. 0 ? Overall, positive.

B: No policy: 0 positives. 0 negatives. 6 ?

How has the existing policy been used since adoption in May 2019?

According to recent Annual Monitoring Reports, the policy has been used and applications have been determined in accordance with the policy.

Why has the alternative option been discounted?

An alternative option is to not have a policy. Navigation is an important aspect of the Broads and can be affected by schemes. To have a policy on bank stabilisation is therefore favoured.

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Policy POSP14: Mooring provision

  1. All proposals for new or replacement moorings will be considered against relevant policies in this Local Plan, as well as the Mooring and Riverbank Stabilisation Guides (or successor documents).
  2. The provision of a range of additional short term visitor moorings will be encouraged to ensure that visitor moorings are available in appropriate locations, and where they are most needed, and where they contribute to the management of a safe and attractive waterway. Existing short term visitor moorings will be protected.
  3. The Authority will also support the provision of residential moorings in appropriate locations, in line with policies in this Plan.
  4. The Authority encourages the provision of electric hook up points/charging points that are appropriately designed and located and address the dark skies policy.

Reasoned Justification

The provision of a network of moorings throughout the Broads system is essential for local communities, businesses, and visitors to the Broads. A lack of moorings can restrict the use and enjoyment of the water, impede the local economy and, by resulting in the concentration of visitors where mooring is most plentiful, have an adverse effect on tranquillity and the quiet enjoyment of the Broads. The Authority will therefore protect existing moorings and encourage the provision of new moorings across the system.

It is important that mooring basins and marinas are provided only in appropriate locations. New moorings support the local economy by protecting the economic viability of marinas and boatyards, thereby protecting ancillary services and facilities which might otherwise be lost. Riverside mooring can constrict the navigable waterways and lead to congestion and overcrowding on the rivers. New moorings will therefore be permitted only where they would not have a negative impact on navigation, for example in an off-river basin or within a boat yard. The quality of the waterways and surrounding landscape is vitally important to the wellbeing of the tourism industry and, by extension, the economy of the Broads. It is therefore essential that proposals for mooring basins or marinas do not impinge on the natural beauty, ecological value and local distinctiveness of the Broads or other people’s enjoyment of it.

The Water Management Strategy may be of relevance to your scheme to help ensure protection of Habitat Sites. Any work in the waterways may require an HRA given the potential hydrological links to Habitat Sites.

Also of relevance is Policy .

Reasonable alternative options

Original policy

No policy

Sustainability appraisal summary

The following is a summary of the assessment of the policy and alternative(s).

A: Keep original policy: 5 positives. 0 negatives. 0 ? Overall, positive.

B: Amended policy: 5 positives. 0 negatives. 0 ? Overall, positive.

C: No policy: 0 positives. 0 negatives. 5 ?

How has the existing policy been used since adoption in May 2019?

According to recent Annual Monitoring Reports, the policy has been used and applications have been determined in accordance with the policy.

Why has the alternative option been discounted?

An alternative option is to not have a policy. Navigation is an important aspect of the Broads and can be affected by schemes. To have a policy on moorings is therefore favoured. The amendment makes it clear this policy is relevant to all moorings and is favoured.

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Policy PODM39: Moorings, mooring basins and marinas

  1. In accordance with the Broads Integrated Access Strategy (or successor document), new moorings will be permitted where they contribute to the network of facilities around the Broads system in terms of their location and quality.
  2. Proposals for new moorings, pontoons, mooring basins, and marinas, including changes to existing provision, will be permitted where it can be demonstrated, through the submission of a mooring questionnaire,[119] that the proposal has been designed to take account of:
    1. The nature of the watercourse;
    2. The scale of tidal range;
    3. The character of the location (including landscape character, features and the historic environment);
    4. Existing uses in the area;
    5. Future maintenance of the mooring method proposed;
    6. Biodiversity; and
    7. The requirements of the Water Environment (Water Framework Directive) (England and Wales) Regulations 2017; and that
    8. They would be located where they or their use would not have an adverse impact on navigation (for example in an off-river basin or within a boat yard);
    9. There is provision for an adequate and appropriate range of services and ancillary facilities, or adequate access to local facilities in the vicinity;
    10. The proposed development would not prejudice the current or future use of adjoining land or buildings; and
    11. The proposed development would not unacceptably impact the amenity of adjoining residents.
  3. In addition, proposals for development at or within commercial mooring basins or marinas shall:
    1. Not result in the loss of moorings available for visitor/short stay use;
    2. Provide, manage, maintain and advertise new short stay moorings (visitor, tidal (layby), or de-masting moorings as appropriate) at nil cost to the Broads Authority as shown in the following table. These moorings shall be provided on-site, but in exceptional circumstances the Authority may consider off-site contributions to any type of mooring.

Size of scheme – length of moorings proposed (m)

Alongside and double alongside moorings

Stern on moorings

Length/% provided and managed for short stay visitor moorings

Less than 20m

none

none

More than 20m, less than 100m

10m permanent mooring

8m permanent mooring

More than 100m, less than 200m

20m permanent moorings

20m permanent moorings

More than 200m, less than 300m

30m permanent moorings

32m permanent moorings

More than 300m

15% of the length permanent moorings, rounded to the nearest whole number[120].

15% of the length permanent moorings, rounded to the nearest factor of 4m[121].

  1. Make adequate provision for car parking, waste and sewage disposal and the prevention
    of pollution[122];
  2. Provide for the installation of pump-out facilities (where on mains sewer) unless there are
    adequate alternative facilities in the vicinity; and
  3. Provide an appropriate range of ancillary facilities on site (for example potable water, wastewater pumpout, and electricity) unless there is access to local facilities within walking distance.
  1. The Authority supports the provision of electric hook up and/or charging points where appropriate, subject to the impacts associated with their construction and operation being acceptable (for example, illumination and impact on dark skies and location of electricity supply).
  2. Proposals should consider the robustness and suitability of the material used for the surface of moorings or other platforms next to the water given the high water level that could be experienced.

Reasoned Justification

This policy applies to private and public moorings.

Types of moorings

In the Broads, mooring types[123] traditionally fall under the following general categories:

  • Private Moorings: A mooring that comprises the usual base for a vessel from which it might or might not go cruising. This type of mooring will often be allocated to or occupied by a single, identifiable vessel. There is no ‘residential use’. A charge is usually made for the use of a private mooring unless it forms part of a private dwelling/ leisure plot.
  • Visitor/Short Stay Moorings: A mooring that is specifically designated to enable boats to stop-off or stay for short periods while cruising, usually for a maximum, specified period. This type of mooring is usually occupied by different visiting vessels in succession (not necessarily continuously). A charge may or may not be made for the use of visitor/short stay mooring.
  • Casual/Informal Moorings: A mooring where boats moor on a casual basis, anywhere along a bank, for a short period of time. These do not generally require the benefit of planning permission.
  • Commercial Moorings: A mooring (usually in a mooring basin or marina) used by a commercial operator on a commercial basis, where boats may be moored for long or short periods between cruising. The vessels may or may not be in the ownership of the commercial operator.
  • Tidal (layby) moorings: Used to moor a vessel while waiting for the correct state of tide to proceed with the journey. These could be near to bridges for example. They do not have to have access to the land.
  • De-masting moorings: Used to moor a vessel to in order to lower the mast to enable the vessel to continue with the journey. Likely to be near bridges where the air draught (height between water and bridge) means the mast must be lowered. Again, these do not have to access land.

Supply of moorings

The analysis undertaken as part of the Broads Integrated Access Strategy highlighted that the demand for visitor moorings exceeds supply. However, due to the conversion of boatyards to alternative uses and engineering works associated with flood defence works, the quantity of available visitor moorings across the Broads has been in decline for a number of years. To encourage the use and enjoyment of the waterways and to support the valuable contribution made by tourism to the local economy, the Authority will ensure that development proposals for commercial basins and marinas do not result in the further loss of moorings available for visitor use. Proposals for new commercial basins and marinas will also be expected to make an appropriate provision for new visitor moorings.

Short stay moorings – ‘part m moorings’

With regards to the requirement to provide short stay visitor moorings as set out in part m of the policy, the preference is to deliver these short stay moorings on site. ‘On site’ does not have to be part of the development site; it could be elsewhere in an appropriately accessible and suitable part of the marina or boatyard. Indeed, the applicant may wish to provide these moorings in a location easily accessible by novice helms to minimise the potential for accidental damage. It is expected that these moorings will be appropriately advertised, for example on websites or signed on the river (in accordance with policy ).

In exceptional circumstances, the Authority may accept off-site contributions towards mooring provision. The contribution would be calculated to reflect the cost of delivering the moorings on site. That is to say that the contribution in line with the standards set out in the policy would be equal to the cost of delivering the same amount of moorings as part of that scheme. This reflects that it would cost the Broads Authority this amount to deliver an equivalent provision in the same location.

To support the delivery of the mooring berths contributions, the Authority is willing to consider seasonal usage of moorings. A boatyard or marina may have moorings they only need for their own use in the off-peak season (November to March) and could therefore allow them to be used for short stay moorings, in accordance with the policy requirements, in the peak season only (April to October). If this is the case, the Authority would consider this approach subject to agreeing an appropriate and deliverable approach to operating, monitoring, managing, and advertising the seasonal moorings and would expect more short stay moorings than set out in part m to be provided in the peak season.

Operators may wish to charge a fee for use of these moorings, but this should be commensurate with the average mooring charges in the local area.

The table identifies three types of moorings – alongside, double alongside and stern on moorings. The table in the policy uses an average 10m per mooring for alongside and double alongside and 4m for stern on moorings. These average lengths/widths are used elsewhere in the Authority and so provides a consistent approach.

Impact of mooring schemes

The quality of the waterways and surrounding landscape is vitally important to the wellbeing of the tourism industry and, by extension, the economy of the Broads. It is therefore essential that proposals for mooring basins or marinas do not impinge on the natural beauty, ecological value and local distinctiveness of the Broads or other people’s enjoyment of it. If a proposal is considered in the context of this policy to potentially have an effect on a habitat site, it will need to be considered against the Habitats Regulations and a project level Appropriate Assessment undertaken.

Relevant strategies, policies, and guides

The Broads Integrated Access Strategy is a starting point regarding where moorings could be delivered, paid for by the off-site contributions, and other opportunities will come about outside that strategy.

The Authority has adopted a Moorings Design Guide, which sets out considerations for different types of moorings.

Other policies of particular importance to proposals for new or reconfiguring moorings are:

The Water Management Strategy may be of relevance to your scheme to help ensure protection of Habitat Sites. Any work in the waterways will also likely require an HRA given the potential hydrological links to h Habitat Sites.

Reasonable alternative options

Original policy

No policy

Sustainability appraisal summary

The following is a summary of the assessment of the policy and alternative(s).

A: Keep original policy: 8 positives. 0 negatives. 0 ? Overall, positive.

B: Amended policy: 8 positives. 0 negatives. 0 ? Overall, positive.

C: No policy: 0 positives. 0 negatives. 8 ?

How has the existing policy been used since adoption in May 2019?

According to recent Annual Monitoring Reports, the policy has been used and applications have been determined in accordance with the policy.

Why has the alternative option been discounted?

An alternative option is to not have a policy. Navigation is an important aspect of the Broads and can be affected by schemes. To have a policy on moorings is therefore favoured. The amendment makes it clear this policy is relevant to all moorings and is favoured.

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Policy PODM40: The impact of replacement quay heading on navigation.

  1. Proposals for replacement quay heading that adversely impact on the waterways will be refused.
  2. Replacement quay heading proposals on waterways that are less than 30m in width, as indicated by the navigation transect dataset, will be assessed, on a case-by-case basis, to ascertain whether the replacement quay heading needs to be placed in line with or behind the existing quay heading to not erode the width of the navigable waterway.

Reasoned justification

Schemes involving replacement quay heading often place the new quay heading in front of the original quay heading, rather than removing the original quay heading first. The new quay heading tends to be placed 10cm to 50cm in front of the old quay heading. Timber quay heading tends to be replaced every 10 to 15 years and steel quay heading every 20 to 30 years.

Placing new quay heading in front of existing quay heading at a typical distance of 10cm to 50cm reduces the width of the river in that location. This is a particular issue in narrower waterways with high volumes of river traffic. Importantly, reducing navigable space impacts on the ability of users to navigate safely. One of the statutory purposes of the Broads Authority is to protect the interests of navigation. The Local Plan for the Broads has a strategic policy () that seeks to protect and enhance the navigable water space.

The Broads Authority’s navigation transect dataset will be used as the basis to assess the width of waterways. This measures width every 5m. If the applicant disagrees with the Authority’s assessment, they may wish to undertake on site measurements themselves, using a methodology agreed with the Authority.

There are some stretches of rivers that are both narrow and have quay heading. In some areas, a small encroachment could have a significant impact on the available channel space. Another issue to consider is how busy a stretch of water is and the typical size of vessels that use that stretch.

Ideally, the old quay heading would be removed first, and the new quay heading would then go in its place or new quay heading could go behind the original quay heading which is then removed. This would ensure that there is no encroachment into the river. However, this is not always done because it may be costly and can be technically challenging.

Under the Broads Act 1988, certain schemes require a Works Licence and one of the considerations in issuing these licences is impact on navigation.

The Replacement Quay Heading/Piling Topic Paper explores this issue in more detail and seeks to justify the policy approach.

Delivering the policy

  • When a proposal for replacement quay heading is received, the Broads Authority will use the navigation transect dataset to ascertain the width of the waterway.
  • The mapping system will also include aerial imagery from the last few years, and these will be used to ascertain if vessels usually moor along the stretch of waterway in question and indeed, how they moor (stern on, alongside or double alongside).
  • The aerial imagery will be used to understand the actual width of the river, considering moored vessels.
  • The Authority will also assess accident data and data relating to how busy a stretch of water is.
  • All this information will be combined to determine whether the new quay heading needs to be in line or behind the existing quay heading.

Reasonable alternative options

No policy.

No quay heading is allowed in front of quay heading across the entire system.

Proposed policy.

Sustainability appraisal summary

The following is a summary of the assessment of the policy and alternative(s).

A: No policy: 0 positives. 0 negatives. 3 ?

B: No quay heading allowed in front of quay heading across the entire system: 3 positives. 0 negatives. 0 ? Overall, positive.

C: Preferred Option – proposed policy: 3 positives. 0 negatives. 0 ? Overall, positive.

How has the existing policy been used since adoption in May 2019?

This is a new policy.

Why have the alternative options been discounted?

Placing new quay heading in front of existing quay heading at a typical distance of 10cm to 50cm reduces the width of the river in that location. This is a particular issue in narrower waterways with high volumes of river traffic. Importantly, reducing navigable space impacts on the ability of users to navigate safely. So having a policy is favoured and having a policy that judges schemes on a case-by-case basis is favoured.

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PODM41: Materials used for quay heading, capping and waling, small bridges, viewing platforms, landing stagings and boardwalks.

General principles

  1. The choice of material used for new or replacement quay heading, boardwalks and other such uses will be of a high quality and suitable for its location and appropriate for its intended use. Each scheme will be judged on a case-by-case basis.
  2. Proposals need to consider and address safety of the surfaces, and how and when they will be used.

Proposals for quay heading, landing stagings and capping and waling.

  1. The Authority’s preference is that schemes use timber.
  2. In areas where a more resilient material is needed, the justification for the use of a material other than timber will need to be demonstrated by the applicant and considered on a case-by-case basis.

Proposals for boardwalks, small bridges and viewing platforms and similar schemes

  1. The choice of materials needs to be justified based on location.
  2. In choosing materials, applicants need to show they have considered and addressed the visual impact of the materials as well as sustainability credentials.

Principles for the use of recycled plastic

  1. Recycled plastic will not automatically be acceptable in all locations as its suitability depends on the design of the material proposed to be used and its appearance and therefore impact on the sensitivity and character of the area. If recycled plastic is considered appropriate, the following criteria must be addressed:
  2. Why recycled plastic is considered acceptable in a particular location, operationally to reflect the physical conditions on the site (such as soil type and load bearing required) and what it will be used for, as well as impact on landscape and heritage, must be fully justified; and
    1. Must be recycled plastic; and
    2. Recycled plastic used must be of high quality with an appearance similar to timber; and
    3. Must remove any ‘old’ plastic; and
    4. The structure and materials must be prepared off site and the construction methodology must capture the plastic waste. A method statement for construction must be provided to the Authority.

Reasoned justification

As the interface between water and land, it is important that moorings and boardwalks are properly considered and well designed. The Broads Authority welcomes the right type of safe design in the right place. Making the right materials choice can be essential in ensuring your work complements the local character as well as being important in terms of the quality and lifespan of your structure.

When considering what material to use, assess the environmental and heritage sensitivities, likely footfall, strategic location (i.e. isolated or close to school/towns etc) and level of accessibility which could be possible.

This policy is to be read in conjunction with other policies of the Local Plan, including in particular, the moorings and bank stabilisation policies and guides.

Installation

As set out in the policy, we require a method statement to be submitted. This needs to show how you plan to install the scheme that you are seeking permission for.

We expect as much preparatory work as possible to be completed off site. This is to prevent any waste materials from going into the water as well as limiting any time spent on site with associated impacts on wildlife and habitats, as well as use of the area by people.

Timber and Steel

These materials have been traditionally used in the Broads and have the least visual impact due to their appearance. The benefit of using timber include its traditional appearance and the way in which it weathers, reducing its visual impact over time. Its use supports traditional industries and crafts. It is also encouraged because the use of sustainably sourced timber is far more environmentally friendly than other materials. Steel, used with a timber cap and waling is a traditional feature of urban sites or sites which require hard wearing riverbank protection (such as within high tidal zones or areas with high boat use). There may be very sensitive sites where timber (and not steel) will be most appropriate. There will also be sites (for example in rural areas), where the introduction of quay heading would not be considered appropriate.

Recycled Plastic

Recycled plastic may be acceptable, but it depends on the setting and sensitivity and the product used. The Authority acknowledges that recycled plastic can have its merits, but the policy clearly identifies issues that need to be addressed.

Some recycled plastic products are obviously plastic, can have obviously faux or repeated patterns, unnecessarily shiny, and do look alien in their surroundings. There are products on the market that are softer, less obvious and non-uniform pattern, texture and appearance of timber and it is these products that are expected to be used. There are many different types and varieties of recycled plastics and so physical samples will need to be submitted to be agreed in most instances. In order to capture plastic shavings and micro plastics and prevent these from entering the water courses and ecosystems, as much work will need to be completed away from the site and an explanation of how shavings will be captured and disposed of is required.

The policy covers boardwalks and quay heading and associated capping and whaling. It does not cover piling. Indeed, at this time, it is not likely that the use of plastic piling is to be supported due to its structural capacity not being clear.

Reasonable alternative options

No specific policy.

Sustainability appraisal summary

The following is a summary of the assessment of the policy and alternative(s).

A: Preferred Option. 7 positives. 0 negatives. 0 ? Overall positive

B: No specific policy. 0 positives. 0 negatives. 7 ?

How has the existing policy been used since adoption in May 2019?

This is a new policy.

Why have the alternative options been discounted?

It is more common for schemes to seek to include recycled plastic. Given that the Broads is a protected landscape and given the potential impacts the wrong material, constructed wrongly in the wrong way could have, a policy is favoured.

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