8 Transport and accessibility

8 Transport and accessibility

8.1 Local Plan (Part One) policy STRAT 10 sets out the key priorities and opportunities in relation to transport and highlights the importance of balancing the transport system in favour of sustainable modes and supports the overall strategy of the Local Plan of reducing the need to travel by locating development in the most sustainable locations. Promoting walking, cycling and public transport gives people a real choice about how they travel, and can also generate health, social-inclusion and air-quality benefits. However, it is recognised that the private car will remain the dominant form of transport for the foreseeable future, and as such, improvements to the highway network and parking provision will be needed.

8.2 The following transport and accessibility policies expand on the priorities identified in Local Plan (Part One) policy STRAT 10 and set out the Council's approach to local road network improvement schemes, the A56 Hoole Road corridor, railways stations and rail corridors, and detailed requirements for parking and access within new developments.

8.3 Cheshire West and Chester is part of the Cheshire and Warrington Local Enterprise Partnership (LEP), Constellation Partnership and the Mersey Dee Alliance, and is in the process of working with these partners and neighbouring authorities to develop the transport infrastructure necessary to deliver economic growth aspirations. The Council seeks to encourage the use of the rail network for both passenger and freight movements and works extensively in collaboration with key rail industry stakeholders, for improvement to rail services and rail infrastructure within the borough and surrounding regions. Examples include the work of the North Wales and Mersey Dee Rail Taskforce of Growthtrack 360 and of the Constellation Partnership.

8.4 Major transport scheme prioritisation and funding through Local Growth Fund deals in Cheshire and Warrington is now determined by the Cheshire and Warrington LEP. Immediate local priorities have been identified and tested by the Council through recent Transport Strategies for Chester and Winsford, more detailed design and WebTAG compliant business case development will follow, along with new transport strategies for Northwich and for Ellesmere Port in the next two to three years.

8.5 Exceptionally large transformative local schemes would also be eligible to bid directly to the Department for Transport (DfT) for funding including large local major transport schemes. The Council will take opportunities to secure and make use of developer funding such as Section 106 legal agreements or through the Community Infrastructure Levy (CIL).

T 1 - Local road network improvement schemes

Explanation

8.6 Local Plan (Part One) policy STRAT 10 seeks the provision of reliable and efficient transport networks that support sustainable economic growth in the borough and the surrounding area. This policy intends to ensure that the local road network priorities which will be critical in delivering planned levels of growth are clearly articulated. Priorities will be included and reviewed through development of the Council's transport strategies and revisions to the Local Transport Plan.

8.7 This policy also includes criteria which seek to ensure that local road improvement schemes can be delivered to ensure that any harmful impacts are effectively mitigated or avoided, in line with relevant development plan policies. Consideration of nature conservation interest will take place in line with Local Plan (Part Two) policy DM 44 and where there is unavoidable loss or damage, mitigation and compensation may be required.

Chester

8.8 Proposals for a new road scheme to the west of Chester, which would link the Sealand Road area with the A55 (a Chester Western Relief Road (CWRR)) has for some time been recognised as a potential measure to mitigate congestion issues in and around Chester city centre and forms an essential element of the Council’s transport strategy for Chester. A CWRR would remove significant volumes of traffic from the city centre, benefiting the environment in terms of both traffic and air quality and maintaining the overall economic viability of the city in competition with out of town, and other shopping centres, in line with Local Plan (Part One) policy STRAT 10.

8.9 A safeguarded alignment was included in the former Chester District Local Plan which followed a route from the junction of Sealand Road/Bumpers Lane to join the A483 immediately north of its junction with the A55. Changes in travel patterns and increased traffic growth mean that an access onto the A483 close to the A55/A483 junction is unlikely to be a feasible option. The Council is committed to ensuring the highway network in and around Chester operates effectively and efficiently, and is working with Flintshire County Council, Highways England and the Welsh Assembly Government to explore solutions for traffic management in the wider Deeside and Chester area including identifying an alternative route for a CWRR.

Winsford

8.10 Local Plan (Part One) policy STRAT 6 sets out the requirements for the development of Winsford to support the continued regeneration in the town. On 19 November 2014 the Winsford Neighbourhood Plan was made, which included an objective to improve road links to adjacent towns and investigate ways of reducing through traffic in Winsford. Winsford Neighbourhood Plan policy T4 states that the Council will work with neighbouring authorities to seek improved access to the M6 motorway, which is reiterated in Local Plan (Part One) policy STRAT 7.

8.11 A transport strategy for Winsford has been developed to support the delivery of the neighbourhood plan, which included a modelling exercise to assess the impact of the proposed development growth in Winsford and Middlewich upon the highway network, and which identified 11 improvement packages ranging from small scale operational changes to more strategic, longer term schemes. Package three is focused on improving connectivity for Winsford and proposes exploring options to build a new bypass of Middlewich to improve links between Winsford and the M6 at Junction 18. The bypass could be located to the north east of Winsford and bypass the northern extent of Middlewich, providing a quicker connection to the M6; however other options should also be explored in more detail.

8.12 The former Vale Royal Local Plan safeguarded land from any other development along a road line running parallel to the A54, between Winsford Railway Station and Stanthorne, to achieve the long-term aims of the LTP and remove dangerous bends from the existing road network. The majority of this land is owned by the Council. While a detailed proposal for a bypass has yet to be designed, it is clear that this previously safeguarded land could form an important part of a scheme to improve connectivity between Winsford and the M6 at Junction 18, or the HS2 Crewe Hub. Therefore, this policy continues to safeguard the alignment for road and junction improvements, as shown on the policies map.

Northwich

8.13 A Northwich transport strategy is currently being prepared which will identify the transport, infrastructure and management measures necessary to support the the growth ambitions of the Local Plan and emerging neighbourhood plans in Northwich and the surrounding area. Early work undertaken for this study has focused on understanding the current and future transport issues across the town which will need to be addressed as proposed growth comes forward. A series of initial stakeholder events and interrogation of the Northwich traffic model have taken place.

8.14 The development of the transport strategy takes into account all of the proposed and potential development that could take place in and around Northwich. The potential redevelopment of the TATA site to the north of Northwich could have significant transport infrastructure implications for the north of Northwich, coupled with the capacity issues of the Winnington Swing Bridge. While it is considered the whole site is unlikely to come forward within the plan period, and that a full list of transport infrastructure interventions has yet to be finalised, this policy acknowledges that local road network improvement schemes are likely to be required in this area before 2030.

T 2 - A56 Hoole Road Corridor

Explanation

8.15 Local Plan (Part One) policy STRAT 10, supports improvements to the transport network and the provision of parking to support the viability of town centres, including measures identified in the Chester Transport Strategy which refer to the potential for a fifth park and ride site serving the A56 Hoole Road corridor.

8.16 This policy allocates 3.9 hectares of land, with a capacity to provide at least 500 car parking spaces, 10 coach/lorry bays and associated structures i.e. waiting facility, ticketing equipments, automatic number plate recognition system for entry and exit lengths, electric vehicle charging infrastructure and space for potential bus layover. Access to the site should be via the section of the A56 between the M53/A55 junction and the junction with the A41 Ring Road, subject to detailed scheme modelling and design. Satisfactory access to the Chester Millennium Greenway for pedestrians and cyclists must be provided.

8.17 The Council will work collaboratively with Highways England and other public and private partners, landowners and developers to develop the Strategic Outline Business Case and to review alternative road layout designs for egress and exit points for the site, in conjunction with wider network improvements to ensure that future development will not compromise the safety or operation of the strategic road network.

8.18 Landscape mitigation is key to the delivery of the site and the scheme will be designed to mitigate the impact on long range views, incorporating structural landscaping to lessen any adverse visual impact on the surrounding area. Surface water runoff from the site must be managed through an agreed drainage scheme to ensure that there no increased surface water flood risk and no ecological impacts within receiving watercourses, in line with Local Plan (Part Two) policy DM 41. Consideration of nature conservation interest will take place in line with Local Plan (Part Two) policy DM 44 and where there is unavoidable loss or damage, mitigation and compensation may be required.

8.19 Development of a park and ride scheme will be expected to meet the requirements of Local Plan (Part Two) policy T 5 and make provision for electric vehicle charging points to accommodate new vehicle technologies and support the use of low emission and electric buses, to avoid introducing additional air quality issues along the Hoole Road corridor.

8.20 The Chester Coach Strategy (2016) identified the lack of secure overnight parking space for coaches as an issue and proposed the use of park and ride sites for layover and overnight parking for coaches as a medium term high priority scheme. Coach and driver facilities are likely to include: rest-rooms, coach washing,cleaning facilities and security/barrier systems and should form part of any new park and ride site.

8.21 The A56 Hoole Road corridor represents the key link from the M53 motorway and is heavily used but constrained, leading to congestion should any blockage or other delay occur. Hoole Road Bridge is particularly difficult for cyclists due to its heavy traffic and its narrow width. As such, development proposals that would improve the operation of this corridor will be supported. Interventions that could play a part in addressing the priorities as set out in the policy include:

• improvements to pedestrian and cycle links along the A56 Hoole Road corridor and specifically at Hoole Bridge, with the opportunity for a dedicated pedestrian/ cycle bridge sited to provide safer access to the city centre and railway station/Chester Business Quarter);
• provision of bus enhancements and bus priority measures to improve journey time reliability and promote modal shift towards sustainable modes;
• the creation of improved car parking for Chester Station on the site of the former Chester Enterprise Centre in conjunction with other complementary uses and connected to the city centre.

T 3 - Railway stations

Explanation

8.22 Local Plan (Part One) policy STRAT 10 states that opportunities to improve public transport facilities will be taken wherever possible, through improved services, interchange facilities and parking at railway stations. The policy also commits the Council to safeguarding rail infrastructure including stations, from development which would preclude their future transport use.

8.23 This policy supports capacity improvements at Chester Station, which will also be subject to Local Plan (Part Two) policy CH 2. There are several stations with car park capacity problems, which are likely to be exacerbated by general background passenger growth as well as specific service improvements such as electrification, and reinstatement of a regular service using the Halton curve. The Council’s borough-wide parking strategy identified Hartford, Northwich, Winsford, Helsby, Frodsham and Cuddington stations, as priorities to investigate the feasibility of schemes to improve and increase station parking capacity.

8.24 The former Vale Royal Local Plan safeguarded land for development for the expansion and/or improvement of station facilities at: Winsford, Hartford, Northwich, Greenbank, Frodsham, Helsby, Lostock Gralam, Delamere, Acton Bridge, and Cuddington. This policy continues to safeguard land to provide for improved station facilities, which could include: car parking; accessibility improvements; signage, secure cycle parking; cycle hire; bus interchange facilities; internet availability; and taxi facilities/infrastructure.

8.25 Cheshire West and Chester has a number of former stations and lines located within its boundaries which could be re-opened for passenger and/or freight services. Proposals for the construction of new (or re-opening) of railway stations; or the development/improvement of rail freight and interchange facilities will be supported to improve accessibility to rail services, whilst also helping to enhance those local economies and community facilities, providing they are in line with relevant development plan policies. Consideration of nature conservation will be made in line with Local Plan (Part Two) policy DM 44.

T 4 - Rail corridors

Explanation

8.26 Local Plan (Part One) policy STRAT 10 states that current and disused transport corridors, including railway lines, will be safeguarded from development which would preclude their future transport use. In the interim, recreational and other uses may be allowed in line with Local Plan (Part One) policies such as: ECON 3, ENV 3, ENV 5, SOC 5 and SOC 6; all of which seek to provide opportunities to protect and enhance the borough's network of green corridors and recreational routes.

8.27 This policy reinforces and supports the approach, as set out under a number of Local Plan (Part One) policies, and specifically identifies the corridors and routes that are safeguarded on the policies map.

8.28 Disused railways provide potential for future transport purposes only if they can be protected as a continuous corridor. It is essential that the opportunity value of such corridors is preserved for the future. Other operational and non-operational railway land needs to be safeguarded for access and other necessary facilities.

T 5 - Parking and access

Explanation

8.29 Local Plan (Part One) policy STRAT 10 states that new developments will be expected to be able to be accessed safely and efficiently, by a range of means and provide adequate levels of car and cycle parking in accordance with the Council’s parking standards.

8.30 New developments should incorporate measures to encourage alternative means of transport to the private car and provide for safe and attractive routes to and within the site for all road users. These could include: footways, pedestrian crossings, cycleways, secure cycle parking, cycle crossings, and convenient routes for buses, bus stops, bus shelters and traffic calming measures, with additional priority will be given to the introduction of traffic calming schemes near to schools and on pedestrian and cycle routes.

8.31 To ensure that service vehicles do not become a safety hazard, an obstruction to vehicle or pedestrian movement or a visual nuisance; operational space should be included for the access, turning and standing of emergency and service vehicles. Developers will be required to ensure that operational space is not used for general parking.

8.32 Commercial vehicles can cause disturbance and nuisance in residential areas and commercial firms will be required to make provision for storage/parking of their own goods vehicles, as well as considering the potential adverse impact that additional traffic could have on local amenity. It may be necessary to require highway improvements, if roads in the vicinity of the proposal are unsuitable, for example, if they are too narrow, below standard, or if nearby junctions are inadequate. Heavy goods vehicles may be required to use a specific route to minimise the impact, which could be achieved by imposing weight restrictions on roads that are considered unsuitable, or by entering into a legal agreement/ planning obligation with the site operator to define an acceptable lorry route.

8.33 The Council's latest adopted parking standards are set out in the Parking Standards Supplementary Planning Document (SPD) and apply across the whole of the borough on a zonal basis. More rigorous parking standards are defined for Chester city centre, with a less strict standard applied in Ellesmere Port, Northwich and Winsford town centres where there is a concentration of services and increased number of travel options. A final zone covers the remainder of the borough. These zones apply to both residential and non-residential parking standards and are identified on the policies map.

8.34 Where a zone boundary is defined by a road, this indicates that the standard covers all developments taking access from that road, whether or not the site itself is included within the defined area. Where it is proposed that the standard is not met, the Council will need to be satisfied that any shortfall can be readily accommodated in nearby off-street parking without leading to a reduction of residential amenity in the surrounding area, or through access by other more sustainable modes. If it is evident that such accessibility is not sufficient to accommodate such under provision, then the onus will be on the developer to ensure that, through appropriate arrangements with the Council, this shortfall is addressed. The Parking Standards SPD provides more detailed guidance on the application of the Council’s parking standards.

8.35 Measures to encourage cycling as a healthy and environmentally friendly alternative to the private car will be unsuccessful if cyclists do not have secure and convenient parking available at their destination. The Council expects secure cycle parking provided to be in accordance with the standards set out in the the Council’s adopted Parking Standards SPD. Cycle parking within new developments should provide sufficient space for the secure parking of bicycles and the Council will also encourage the provision of showers and changing rooms in all new employment developments, as an integral part of staff travel plans.

8.36 Local Plan (Part One) policy STRAT 10 states that proposals should seek to incorporate charging points for electric vehicles where appropriate. It is expected that developments where any new parking provision (including garages and driveways) forms part of proposals for new-build or changes of use, will have regard to the recommended guidelines for the provision of electric vehicle charging infrastructure as set out in the Council’s Parking Standards SPD.

8.37 Other modern and efficient parking solutions, such as parking platforms and racking systems will also be encouraged. Some older residential areas in the borough do not have adequate off-street car parking provision, or station car parking is at capacity, leading to such problems as vehicles blocking highways or parking on grassed areas. In such cases, improved off-street car parking facilities will help improve environmental conditions in the residential area concerned. Any such provision, however, must be balanced against the strong protection of amenity and open space in residential areas.

8.38 The Chester Coach Strategy (2016) identified the lack of coach parking facilities and secure overnight parking space for coaches at Little Roodee coach park as an issue and proposed additional rest-room, coach washing and cleaning facilities as a medium term priority.