M56 Corridor Scoping Study. Final Report

Transcription

1 M56 Corridor Scoping Study JOB NUMBER: DOCUMENT REF: B GR/RF RF ACB ACB 24/09/04 A GR/RF RF ACB ACB 13/07/04 GR/RF GR ACB ACB 30/06/04 Originated Checked Reviewed Authorised Date Revision Purpose Description Page 1 of 150

2 Contents Section Page Executive Summary 4 Glossary of Terms Introduction Scope and Objectives of the Study Land Use and Planning Policy Context Existing Travel Supply and Demand Initial Baseline Assessment of Problems and Issues Inventory of Problems and Issues and Potential Transport Measures Identified Through Document Review and Stakeholder Consultation Relating Identified Problems and Issues to Proposed Strategy Objectives The Way Forward 104 References Forming Document Review 113 APPENDIX A 115 Terms of Reference for Study Objectives 115 APPENDIX B 122 Mersey Belt Study 122 APPENDIX C 125 Railway Station Audit 125 APPENDIX D 128 Key Highway Movements in Study Area 128 APPENDIX E 132 Key Rail Demand Movements in Study Area 132 APPENDIX F 137 Congestion Reference Flow 137 APPENDIX G 139 Potential Contribution of Identified Transport Measures to Strategy Objectives 139 Page 2 of 150

3 List of Tables Table 2.1 Proposed M56 Corridor Strategy Objectives 18 Table 4.1 Existing Rail Service Provision in the Study Area 40 Table 4.2 Existing Rail Routes in the Study Area 41 Table 4.3 Existing Coach Services Relevant to the Study Area 42 Table 4.4 Key Railheads within the M56 Corridor Study Area 42 Table 4.5 Existing Rail Freight Services Relevant to the M56 Corridor Study Area 43 Table 4.6 Existing Traffic Flows (2002) 44 Table 4.7 Key Highway Movements in the Study Area 46 Table 4.8 Summary of Key Rail Demand Movements in the Study Area 48 Table 5.1 Existing Stress Levels (2002) on the Regional Road Network 57 Table 5.2 Future Levels of Stress (2019) on the Regional Road Network 61 Table 5.3 Rail Network Capacity Utilisation (2004 Network Rail Technical Plan) 63 Table 6.1 Identified Highway Related Problems and Issues/Transport Measures in the Study Area 68 Table Identified Freight Related Problems and Issues/Transport Measures in the Study Area 78 Table Identified Passenger Rail Related Problems and Issues/Transport Measures in the Study Area 82 Table 6.4 Identified Road Based Public Transport Related Problems and Issues/Transport Measures in the Study Area 87 Table 6.5 Identified Planning Policy and Land Related Problems and Issues in the Study Area 89 List of Figures Figure 2.1 M56 Corridor Study Area 19 Figure 2.2 M56 Study Area and Regional Road Network 21 Figure 2.3 M56 Study Area and Key Rail Network 22 Figure 3.1 NWDA designated strategic regional sites 28 Figure 4.1 Key Road Sections 35 Figure 4.2 Standard of Highway Provision for the Key Road Network in the Study Area 39 Figure 4.3 Existing Traffic Flows (2002 AADT) 45 Figure 4.4 Daily Rail Passenger Boardings 47 Figure Percentage Private Vehicle Use as Mode to Work 49 Figure Percentage Public Transport as Mode to Work 49 Figure Percentage Rail Use as Mode to Work 50 Figure Percentage Bus and Coach Use as Mode to Work 50 Figure Average Distance (km) Travelled to Work 51 Figure Indices of Deprivation 51 Figure 5.1 Existing Level of Stress for the Regional Road Network 59 Figure 5.2 Number of Hours per Annum with Average Speeds Less Than 30mph 60 Figure 5.3 Forecast 2019 Annual Average Daily Traffic (Central NRTF) 62 Figure 5.4 Forecast Level Stress 2019 (Central NRTF) 62 Figure 5.5 Train Capacity Utilisation 64 Figure 5.6 Loading Gauge Map 65 Page 3 of 150

4 Executive Summary INTRODUCTION The M56 transport corridor broadly covers an area linking Manchester, Warrington and Chester to North Wales within the North West Region. The corridor is know to be an area of great economic potential, particularly in knowledge-based industries. The M56/A5117(T)/A550(T) is the principal route through the corridor and with the M62 forms part of the main east-west transport spine in the North West that links the two Regional Poles of Manchester and Liverpool. The primary objective of this scoping study is to make recommendations for further work to develop a long term strategy to address regional (as opposed to local) transport problems and issues in the M56 Corridor, including the contribution that public transport and other modes make. M56 CORRIDOR STUDY AREA The study brief defined the M56 corridor study area to be the area bordered by the Cheshire County Council/Wirral Metropolitan Borough Council boundary and the River Mersey/Manchester Ship Canal to the north, the A5103(T) south from M60 to M56 to the east, the M56 from junction 1 to junction 7 including Manchester Airport and the A556/A54/A51/A55 south of Northwich and Chester to the Welsh Border. The western limit of the study area was defined by the boundary between England and Wales. It is our recommendation that the study area should be extended to logical transport decision points. For this reason the study area has been extended into the Wirral to encompass M53 junctions 5 and 6, and into Wales to encompass the A55(T)/A494(T) Ewloe Interchange. For the purpose of this study it is considered that the English/Welsh border that dissects the study area is not relevant with respect to the operation of local economies, housing markets and travel areas. M56 CORRIDOR OBJECTIVES Whilst the study brief sets out the overall aims for the scoping study there was a need to develop a set of objectives for the long term strategy of the M56 corridor, within the framework of both the Government s five key criteria for transport and wider regional objectives. Corridor objectives will help guide the identification of measures that address the regional problems and needs of the study area, and need to designed to address problems rather than the symptoms arising from problems. The following core corridor objectives have been defined for the purpose of this study; enable economic regeneration and development in a manner that maximises achievement of sustainability objectives; enhance accessibility and in particular to areas served by the corridor suffering from social exclusion including Merseyside, east Manchester, Halton and Ellesmere Port and Neston; enhance the image of the M56 transport corridor and provide high environmental and design quality; and management of natural, built and historic environment within the M56 transport corridor. LAND-USE AND PLANNING POLICY Regional Planning Guidance for the North West (RPG) identifies the centres of Liverpool and Manchester within the North West Metropolitan Area (NWMA) as the focus for future population and employment growth in the region, to support continued urban renaissance and support their regional role. Growth will also take place in a number of sub-regional locations, including Stockport, Runcorn, Widnes, Ellesmere Port and Chester within this study area. The strategy seeks to maximise the use of previously developed land, which is in the main found within the urban locations identified above, to accommodate the growth. It also seeks to reduce the need to travel by focussing major travel generators in urban centres and around public transport interchanges. The M56 has a strategic role in serving the NWMA. Page 4 of 150

5 The Regional Economic Strategy (RES) seeks to encourage knowledge based sectors in the region. It identifies a number of sectors to be supported through a cluster based approach, including the provision of premises and incubators appropriate to their needs. Strategic Regional Sites have also been identified which will ensure that provision of sites suitable for the knowledge based sectors are available at a variety of locations, including areas accessible to deprived communities which can capitalise on the existing presence of knowledge based activities. The cross-border relationship between North East Wales and North West England area for economic and social functions is recognised as a strength, although the associated travel patterns and peak time congestion are a cause for concern. Future development of the North Wales economy is likely to continue to capitalise on the strategic links via the A55 with its neighbouring region and beyond using the motorway network. Accessibility to assets such as the airports at Liverpool and Manchester will be increasingly promoted and thus the M56 will continue to be a key factor in terms of the economic performance of the area. EXISTING TRAVEL SUPPLY AND DEMAND An important precursor to undertaking a multi-modal assessment of a transport corridor is that of understanding the current pattern of movements on the transport network. Regional Highway Network within the M56 Study Area The M56/A5117(T)/A550(T)/A494(T) is the principal route through the corridor and serves a range of strategic functions as follows: the M56(west of M6)/A5117(T)/A550(T)/A494(T) forms part of the Trans European Networks (TENs) and is part of the E22 from Ireland, through North Wales (via Holyhead), that uses the M6 to join the M62 trans-pennine route to Hull. forms part of the main east-west transport spine in the North West linking North Wales and Cheshire with Greater Manchester and Yorkshire and Humberside. provides access to the Regional Pole of Manchester. the M56 forms part of the main road access to Manchester Airport. Access to the Liverpool John Lennon Airport (LJLA) can also be gained from M56 junction 12 and the Silver Jubilee Bridge. Both Manchester Airport and LJLA are part of the TENs. the M56 forms part of the strategic route for freight traffic destined for the Port of Liverpool, which operates the UK s largest Freeport zone, and port facilities at Garston and Birkenhead. It also provides access to the inland Port of Manchester (served by the Manchester Ship Canal). The busiest section of the M56 is between junctions 4 and 3 (the A5103(T) Princess Parkway) with traffic flows in excess of 140,000 AADT. East of the A556(T) traffic flows on the M56 are still high at 110,000 AADT, before falling to 70,000 AADT between the A556(T) and M6. This reflects the strategic significance of the A556(T) which links the M6 at junction 19 and the M56 at junctions 7 and 8 and carries just under 50,000 AADT. The M56 (west of M6) carries approximately 90,000 AADT, before falling to just over 30,000 AADT west of M53, with the majority of trips using the M53 south to Chester or north to Ellesmere Port and the Wirral. Further west on the A550(T) through Queensferry traffic flows rise sharply to over 50,000 AADT reflecting a strong movement between North Wales and Ellesmere Port/Liverpool. The M53 (south of the M56) carries just over 65,000 AADT, before dropping to 30,900 AADT south of the A56 reflecting the high proportion of trips which leave the M53 to travel into Chester North of the M56 the A557/A533/A562/A561 route connects the M56 at junction 12 south of Runcorn with the A5300 Knowsley Expressway, with the Silver Jubilee Bridge carrying over 75,000 AADT. Page 5 of 150

6 In terms of key highway movements, these have been analysed for the following sections of regional highway network; M56 between junctions 6 and 7 - the predominant movement is to/from M6 south (25%), trips that also use the A556(T). Longer distance M56 trips to M56 West/North Wales constitute 12% of the total. M6 between junctions 21 and 21a - the predominant movements are to/from M6 south (25%), Manchester (14%) and Manchester Airport (11%). M6 between junctions 16 and 17 - the predominant movements are to/from M6 North (24%), Manchester (21%) and Northwich/Mid-Cheshire (12%). Silver Jubilee Bridge although only 20% of trips across the bridge are local (between Widnes and Runcorn) less than 50% of trips use the M56. A550(T) Queensferry - the predominant movements are to/from Ellesmere Port/Wirral (38%) and onwards to Liverpool through the Mersey Tunnels (9%). Longer distance M56 trips to M56 East/Manchester constitute 14% of the total. Regional Rail Network within the M56 Study Area The M56 Corridor is served by a number of railway lines each performing different roles. The West Coast Main Line runs south-north through the study area with a branch off towards Runcorn and Liverpool: stations are located at Warrington Bank Quay and Runcorn within the study area giving access to Virgin West Coast services towards London and the borders/scotland. This route is subject to major improvements as part of the West Coast Main Line upgrade with new tilting trains and line speed improvements. Inter-regional links by rail are provided by the Arriva Trains Wales operated Manchester-Warrington-Chester- North Wales and Crewe-Chester-North Wales services, which provide for both long distance movements as well as meeting more local needs from stations such as Helsby, Frodsham and Runcorn East. A local rail link is provided by First North Western between Chester and Manchester via Northwich and Altrincham with many intermediate (request only) calls. Local rail services are provided by First North Western and Merseyrail, these giving links around the Manchester area and Merseyside-Chester respectively. An analysis has been undertaken of the LENNON rail ticketing data for the financial year, along with that of the MOIRA train flow information. The main findings from this analysis are that; the Manchester-Altrincham-Northwich-Chester line is very self contained with few trips starting or ending beyond the route; the West Coast Main Line carries through trips generally not starting or ending in the study area; the North Wales Coast Line carries longer distance through trips, primarily towards the South East and Midlands (42%) but also towards Manchester (17%) and to Chester itself (24%); and most of the remaining routes are self-contained, with the potential exception of the Wrexham-Chester line which shows appreciable levels of travel beyond Chester to either North Wales or the Wirral Journey To Work Census Data Use has been made of the 2001 census data to show the variation in mode of transport used to travel to work across the M56 transport corridor and surrounding area. The main findings from this analysis are that; the greatest concentrations of multiple-deprivation are the core areas of the Greater Manchester and Merseyside conurbations with public transport (principally bus) accounting for up to 38% of the mode share for journeys to work and typically less than 10km in length. In Merseyside 40% of households have no access to car. the broad correlation between affluence and distance travelled to work supports the general trend that with increased wealth people prefer to relocate to the urban fringes and surrounding rural areas but continue to work in the city centres, accepting the need to undertake a longer commute to work. Page 6 of 150

7 without a high quality public transport network these longer journeys to work from the rural areas are predominantly made by private vehicle, and this is typified by travel patterns across rural Cheshire. Where public transport services are poor, reliance on the car increases, such as in and around the areas of Northwich, Middlewich, Winsford and Kelsall. As the standard of public transport provision improves so does the uptake to it, as exemplified by above average rail use for areas near the Crewe- Manchester spur of the West Coast Main Line. longer journeys to work and the reliance of car as the primary mode of travel from Flintshire, would appear to support the finding from the West Cheshire North East Wales Sub Regional Study that despite a net migration of population from Chester to Flintshire, the predominant commute is west to east over the English border to the major employers in the area including Airbus, MBNA and Vauxhall and which are poorly served by public transport; the relatively high use of public transport in east Wirral and relatively short journey length suggest that the principal locations for employment are nearby in Wirral itself and Liverpool, rather than towards job opportunities to the south including; Chester (including Chester Business Park), Ellesmere Port (including Vauxhall Motors), Deeside Industrial Park and Broughton Airbus. This would appear to support the finding from the Mersey Dee Alliance Transport and Accessibility Improvement Study that there is currently inadequate affordable public transport services to facilitate access to these job opportunities from areas of social exclusion. Existing Air Passenger Demand Manchester Airport is the largest airport in the North West and by far the largest airport in the UK outside the South East, with a throughput of 20 million passengers per annum (mppa). It currently serves around 170 destinations world-wide and has a substantial network of long-haul scheduled services. Liverpool John Lennon Airport has seen rapid recent growth and is an important gateway to Merseyside and the second airport for the North West. Passenger numbers have quadrupled in the last five years, mainly as a result of developing alternative markets to Manchester such as no-frill services. In 2003, the Airport handled 3.2 mppa. Existing Freight Demand Within the study corridor the key routes are provided in a north-south direction by way of the M6 motorway and West Coast Main Line; along with east-west movements from Holyhead and Deeside via the M56 itself. A summary of the key generators and attractors are; port facilities available on Merseyside/Wirral at such locations at Seaforth, Garston and Ellesmere Port; Deeside Industrial Park, including Corus and Toyota; Vauxhall Motors plant at Ellesmere Port; Ford-Jaguar plant at Halewood; Shell UK oil refinery at Stanlow; chemical manufacturing facilities at Runcorn; and salt industry around Northwich. Elsewhere in the study corridor, the distribution and hi-technology industries have become focused along the M56 corridor generating freight movements individually of low volume but when aggregated making up substantial road flows. An analysis has been made of the UK freight model as held and maintained by MDS Transmodal. From this model all flows by either rail or road which would be forecast to utilise the M56 study corridor have been extracted, based upon tonnes lifted by mode. As one would expect the predominant road freight movements in the M56 corridor are those with either an origin or destination within the North West region. Road freight to/from Wales is the next strongest movement followed by the West Midlands and Yorkshire. The largest individual movement of road freight are trips within the North West itself i.e. North West intra-regional trips account for over 36% of annual tonnes lifted by road freight in the M56 corridor. Page 7 of 150

8 The strongest M56 corridor movement for rail freight is to/from the North West which is followed by the movement of rail freight to/from Wales. The strongest individual movement is that between North East England and Wales, almost certainly based upon steel products. Overall, rail holds a market share of tonnes lifted in the M56 corridor of 8%, a figure close to the UK average of 6%. The Port of Manchester (Manchester Ship Canal) handled around 8 million tonnes of freight. In 2001, mainly liquid bulk to and from the petro-chemical industry at Stanlow, but also dry bulk to Ellesmere Port and Runcorn. Upstream of Runcorn approximately 1 million tonnes of freight per annum are carried formed of dry and liquid bulk cargoes, with a recent new service established bringing containers to Irlam Wharf direct from Southampton and Clydeport. In 2002 Manchester Airport handled almost 116,000 tonnes of air freight, whilst Liverpool handled some 27,500 tonnes (of which almost half was mail). Air freight is in the main carried in the hold of passenger aircraft (known as belly-hold freight) as well as on dedicated all-cargo aircraft. At Manchester Airport some 60 percent of air freight is belly-hold. INITIAL BASELINE ASSESSMENT OF PROBLEMS AND ISSUES WITHIN THE M56 STUDY AREA An initial baseline assessment has been carried out as part of this study to examine the current problems and issues within the M56 study area associated with regional highway, rail and freight services and networks. Level of Stress on the Regional Highway Network The Congestion Reference Flow is used in comparison with the AADT to derive the stress factor for a link, which is used as a proxy for journey time reliability. Values greater than 0.75 are generally held to give cause for concern (as reflected in the Appraisal Summary Table worksheet for Journey Time Reliability). The stress factor for a link is defined as the ratio between the annual average daily traffic (AADT) and the congestion reference flow (CRF), with a value of 100% relating to an AADT equivalent to the CRF, with approximately 250 hours of congestion per year in the peak direction. On the basis of this analysis the following sections of regional highway network are shown to be overcapacity; M56 between junctions 6 and 7; A556(T) between M56 junctions 7/8 and M6 junction 19; A533 Silver Jubilee Bridge; and A51 east of Chester All of these locations that have been identified as sections of road suffering from congestion in the peak periods. However, on the basis of this simple method of analysis the A5117(T)/A550(T) through Deeside Park would appear to be operating successfully. Clearly, this is not the case with the level of stress being significantly underestimated because the CRF formula takes no account of the limiting capacity of the at-grade junctions. Indeed the CRF formula also takes no account of the interaction between junctions for example, the impact of weaving traffic between closely spaced junctions. Thus it is reasonable to conclude that the existing levels of stress for sections of the M53 between junctions 5 and 11, and M56 between junctions 3 and 6 have been underestimated using this approach. Network Capacity Utilisation The 2004 Network Rail Business Plan provides information on how busy the rail network is in terms of the number of available train paths compared to the demand for them. Where capacity exceeds 90% it is considered serious operational problems would result with high levels of unreliability. The key problem identified is that of the main West Coast Main Line south of Weaver Junction and at key pinchpoints of the Manchester hub area. Both of these issues are being addressed by the SRA as part of their Manchester Hub and West Coast Main Line strategies, along with the Regional Planning Assessments Page 8 of 150

9 and Route Utilisation Strategies. For the remaining routes in the study area minimal line capacity problems were identified. Train Capacity Utilisation A methodology similar to that used in the London and South East area has been adopted based upon advice from the SRA, which is broadly based upon PIXC Passengers in Excess of Capacity. An analysis has been undertaken for a weekday morning peak period (07:00-10:00) with an additional 35% allowed for standing over and above seated capacity. On the basis of this analysis none of the routes show any morning peak period capacity problems. However, it should be bourn in mind that the demand profile is not uniform over the 3 hour morning peak period (07:00-10:00) and therefore it is reasonable to conclude that the %train capacity utilisation for the morning peak hour will be higher than for the average morning peak period. Rail Freight Network Constraints Separate to the issues associated with the passenger rail network are the constraints which exist restricting the ability of freight trains to access certain areas of the country, namely route availability and loading gauge. Within the M56 study area most of the routes are rated at the highest permissive axle load of RA10, with the exception of the line north of Hooton to Birkenhead and Liverpool which is rated at a lower RA8, and north of Shotton to Bidston which is rated at RA7. As such there are minimal constraints upon the weight of rail vehicle that can be accommodated in the study area. The loading gauge presents greater problems in the study area. The main north-south West Coast Main Line has been fully cleared to take the increasingly dominant 9 6 maritime containers, and so have the links to the rail hubs at Trafford Park in Manchester, and Seaforth and Garston in Merseyside. Away from this corridor the majority of the rail network is rated at W8 with a small section of W7 on the Mid Cheshire line which means that the high containers cannot be conveyed on these routes. Increasingly container traffic is adopting the height of 9 6 as standard, which will lead to increasing problems for rail in maintaining competitiveness with road for inter-modal (container based) traffic. INVENTORY OF PROBLEMS AND ISSUES AND POTENTIAL TRANSPORT MEASURES IDENTIFIED THROUGH DOCUMENT REVIEW AND STAKEHOLDER CONSULTATION This study documents the full range of problems and issues and potential transport measures (relevant to the M56 corridor study area) that have been identified through document review and from stakeholder consultation. In addition to a description of the identified problem and issues and potential transport measure the following information has been collated where available; status of the scheme/measure, with committed schemes highlighted in red; an indication of the likely cost of the scheme/measure; and an indication of the potential timescale for implementation. It must be stressed that a detailed examination of the regional significance of the problems identified has not been undertaken as part of this scoping exercise, and therefore their presence should not be misconstrued as an endorsement of their regional importance. THE WAY FORWARD Detailed Examination of Problems and Issues The priority for the next stage in an M56 Corridor Multi-Modal study is to undertake a detailed examination of the problems and issues that have been identified through document review and from stakeholder consultation. This review should ascertain the regional importance of the problem, i.e. to establish whether the problem has genuine regional significance or whether the problem is clouded by perception. This will require; Page 9 of 150

10 linking the regional transport problems to the wider environmental, economic regeneration and development objectives for the corridor as outlined in current RPG and the RES; the development of a full demand matrix across all modes of travel to a common zoning system, including new data collection where appropriate, to provide a detailed breakdown on trip making patterns; a more detailed baseline assessment of the problems and issues, including an assessment of the balance of short and longer distance movements at key study area bottlenecks and congestion points; and a need to undertake a high level accessibility mapping exercise to determine the relative generalised costs of the alternative modes of transport for key origin-destinations. Preparing a Shortlist of Potential Measures Having established problems and issues of regional importance (as opposed to local) it will be necessary to prepare a shortlist of potential measures which are appropriate for further consideration and discard those that do not fulfil a strategic role, by giving consideration to; the extent to which the potential transport measures contribute to the defined set of corridor objectives; whether the potential measures are both realistic and practicable issues such as possible timescale for implementation and general acceptability where relevant; and whether the cost of implementing a particular potential measure is broadly commensurate with the likely benefits and provides value for money. Scenario Testing - Modelling In order to test the effects of the different scenarios the modelling approach taken will be dependent upon the level of detail required: for regional transport problems that require corridor-wide consideration we would suggest that a skeletal multi-modal network is developed. for regional transport problems that do not require corridor-wide consideration a more localised modelling approach may be acceptable, such as; smaller scale but more detailed strategic multi-modal model; micro-simulation models and/or spreadsheet based models to assess the impact of highway changes; or direct demand modelling techniques to assess the impact of new railway facilities. Scenario Testing Transport Supply Once a shortlist of potential measures has been prepared and discussed in consultation with the Study Advisory Group the process of scenario testing can be undertaken. Do-Minimum Scenario The first stage of this exercise will be to define the do-minimum scenario, against which packages of measures can be tested. The do-minimum scenario will comprise committed schemes i.e. schemes where a decision to proceed has been taken (even though statutory procedures may still have to be completed) and for which funding will be made available, and would be implemented regardless of whether this study took place or not. This scoping study has already identified many of those schemes; including; A494(T)/A550(T) Widening Ewloe Interchange to Welsh/English border; A550(T)/A5117(T) Deeside Park Junction Improvements; M56 improvements between junctions 5 and 6; major schemes (above 5m) in the full LTPs; such as South Liverpool Parkway; and rail franchise commitments including, diversion of the current Liverpool-Manchester Airport service via Chat Moss, and new semi-fast Birmingham-Liverpool/Preston rail service operated by Central Trains. Page 10 of 150

11 Agreement on schemes/interventions that comprise the do-minimum scenario would be defined in consultation with the Study Advisory Group. Do Minimum Reference Case This will be a development of the do-minimum scenario and will include a package of shortlisted schemes for which there is a high likelihood of them being developed whether or not this study took place. It is our recommendation that the do-minimum reference case should comprise measures for which there is consensus amongst the Study Advisory Group for the inclusion in the long term strategy for the M56 corridor and for which there is a very high likelihood of them proceeding. Demand Management/Making Best Use of Existing Infrastructure Scenario Once the do-minimum reference case has been established priority should be given to demand management and making best use of infrastructure options for both the regional highway and rail network. It is recognised that the Regional Highway Network has a finite capacity and that demand already exceeds capacity in certain key locations leading to congestion and problems of journey time reliability, and that if demand is unconstrained conditions will continue to deteriorate to unacceptable levels. Also delays caused by the increasing volumes of traffic, incidents and road works lead to frustration for road users and increased costs for industry. With vehicle ownership rising steadily, demand is forecast to increase further. The study would draw on the recommendations from the Route Management Strategies as the basis of any scenario testing. For rail reference will be made to the outputs of the North West Regional Planning Assessment to identify the key areas of rail growth for the future. This should provide an indication of where capacity problems can be expected to occur and provide recommendations on how rail demand should be managed. In addition a hierarchy of services will be assessed. Such a process is being undertaken as part of the SRA-led Route Utilisation Strategy (RUS) process, which is ongoing for Greater Manchester and Trans-Pennine and due to report in spring The recommendations from this process will provide a valuable input as to whether some of the measures that have been identified in this scoping study require further consideration in the context of the M56 transport corridor. Further Transport Scenarios Further transport scenarios could range from Public Transport scenarios to Highway Improvements. Indeed there may also be a need for further testing of combined scenarios to ensure that an optimal balance of measures is obtained. Scenario Testing Travel Demand Land-use planning has a fundamental impact on the operation of the M56 corridor transport system. On the one hand, regeneration of the NWMA for housing and employment could have a beneficial effect on the transport network as the provision of high quality housing in and near to the city centres could reduce longer commuting distances. New development and redevelopment in the regional poles and surrounding areas could also enable easier access by sustainable modes of transport. However, development pressures will also remain outside the city centres and in existing employment locations. The transport network should play an integrated role in assisting existing and future regeneration initiatives and in aiding inward investment and supporting indigenous economic growth. It should also assist in accommodating the forecast passenger growth at Manchester and Liverpool Airports. Any travel demand forecasting along the corridor should take into account the emerging policies in the Regional Spatial Strategy and the RES. Scenario Appraisal Scenario appraisal should be undertaken in accord with the transport analysis guidance provided on the Department for Transport (DfT) website WebTAG. The website originally brought together the Department's existing documents, The Guidance on the Methodology for Multi-Modal Studies (GOMMMS) and Applying the Multi-Modal Approach to Appraisal to Highway Schemes and Major Scheme Appraisal in Local Transport Plans. The material on the DfT WebTAG site supersedes these documents. Page 11 of 150

12 Compliance with WebTAG guidance requires that the scenarios are assessed against the Governments five key criteria for transport: environment to protect the built and natural environment (including the European Directive on Strategic Environmental Assessment 2001/42/EC); safety to improve safety; economy to support sustainable economic activity and get good value for money; accessibility to improve access to facilities for those without a car and to reduce severance; integration to ensure that all decisions are taken in the context of the Government s integrated transport policy and other local policies. The core corridor objectives for the M56 Corridor will be used to frame the appraisal process throughout any future stages of the study. Therefore, for the final scenario appraisal it will be necessary to assess the package of measures against the Governments key criteria for transport, the wider Regional objectives and against the core corridor objectives. Thus, the following Appraisal Summary Tables will be required; within the framework of the Governments key criteria for transport; within the framework of the wider Regional objectives; and within the framework of the core corridor objectives. In addition to the assessment against the Government s five key criteria, consideration will also need to be give n to the performance of the scenarios against: distribution and equity; financial sustainability and affordability; and practicality and public acceptability. Partnership Working with Delivery Agencies In pursuing a programme of further study for the M56 Corridor we consider that partnership working with the delivery agencies is fundamental in order to ensure that their specific needs are met and that account is made of other ongoing and future work. In addition to liaison on committed schemes, account will need to be taken of other studies, including; M56 Route Management Strategy; A556(T) Route Management Strategy; Strategic assessment of the proposed new Runcorn to Widnes Mersey crossing; North West Regional Planning Assessment for rail; Route Utilisation Strategies for rail; and the emerging Northern Way Growth Strategy. Page 12 of 150

13 Glossary of Terms AADT AADT_H AADT%H AAWT AfS AST CRF CS DfT ERDF EWS GDP GOMMMS GONW GPS HA ITIS LENNON LJLA LSP LTP MIDAS MidMan MOIRA mppa NRTF NWDA NWMA NWRA ODPM PIXC PK%H PPG11 RDAs RES RPA RPG Annual Average Daily Traffic Annual Average Daily Traffic (Heavy Goods Vehicles only) Annual Average Daily Traffic (Percentage of Heavy Goods Vehicles) Annual Average Weekday Traffic Action for Sustainability, the Regional Sustainable Development Framework Appraisal Summary Table Congestion Reference Flow Carriageway Standard; D4M dual 4 lane motorway; D3M dual 3 lane motorway; D2M dual 2 lane motorway; D3T dual 3 lane trunk road; D2T dual 2 lane trunk road; S2T single 2 lane trunk road; D2P dual 2 lane all-purpose road; S4P single 4 lane all-purpose road; and S2P single 2 lane all-purpose road. Department for Transport European Regional Development Structural Funds English Welsh & Scottish Railway Gross Domestic Product Guidance on the Methodology for Multi-Modal Studies Government Office for the North West Global Positioning System Highways Agency Integrated Transport Information Services Latest Earnings Networked Nationally Over Night Liverpool John Lennon Airport Local Strategic Partnerships Local Transport Plan Motorway Incident Detection and Automated Signalling West Midlands to North West Conurbations Multi Modal Study Latest in a long line of demand models developed by the former British Rail Operational Research million passengers per annum National Road Traffic Forecasts Northwest Development Agency North West Metropolitan Area North West Regional Assembly Office for the Deputy Prime Minister Passengers in Excess of Capacity Percentage of Heavy Goods Vehicles in the Peak Hour Planning Policy Guidance 11: Regional Planning Regional Development Agencies Regional Economic Strategy for the North West Regional Planning Assessment (Rail) Regional Planning Guidance for the North West (RPG13). Including; Policy EC3 Economic Growth and Competitiveness with Social Progress Policy EC3 Knowledge-based Industries Policy EC4 Economic Growth and Competitiveness with Social Progress Policy EC4 Business Clusters Policy SD1 Spatial Development Policy SD1 The North West Metropolitan Area Regional Poles and Surrounding Areas Page 13 of 150

14 RMS RSS RUS SAG SATURN SEMMMS SI SIA SRA STRESS(%) TEE TEN TF for Wales TPI UDP UK WCML WebTAG Policy SD2 Spatial Development Policy SD2 Other Settlements within the North West Metropolitan Area Policy SD3 Spatial Development Policy SD3 Key Towns and Cities Outside the North West Metropolitan Area Policy SD4 Maintaining Urban Form and Setting, and the Treatment of North Cheshire Policy SD5 Spatial Development Policy SD5 The Green Belts RTS Regional Transport Strategy Route Management Strategy (Road) Regional Spatial Strategy Route Utilisation Strategy (Rail) Study Advisory Group Simulation and Assignment of Traffic to Urban Road Networks South East Manchester Multi Modal Study Seasonality Index Strategic Investment Area Strategic Rail Authority Ratio of Annual Average Daily Traffic to Congestion Reference Flow Transport Economic Efficiency Trans European Network Transport Framework for Wales Targeted Programme of Improvements Unitary Development Plan United Kingdom West Coast Main Line Department for Transport website for Transport Analysis Guidance Page 14 of 150

15 1. Introduction 1.1 Atkins Transport Planning, in conjunction with Roger Tym and Partners, has been appointed by the North West Regional Assembly, in partnership with the Northwest Development Agency, to undertake a scoping study for the M56 Corridor. Regional Planning Guidance for the North West (RPG13), published in March 2003 included a proposal for a potential multi-modal study covering the M56 Corridor, this study is the first stage in that process. 1.2 The M56 transport corridor broadly covers an area linking Manchester, Warrington and Chester to North Wales within the North West Region. The corridor is know to be an area of great economic potential, particularly in knowledge-based industries. The M56/A5117(T)/A550(T) is the principal route through the corridor and with the M62 forms part of the main east-west transport spine in the North West that links the two Regional Poles of Manchester and Liverpool. 1.3 The primary objective of this scoping study is to make recommendations for further work to develop a long term strategy to address regional (as opposed to local) transport problems and issues in the M56 Corridor, including the contribution that public transport and other modes make. It is intended that this scoping study will serve as the starting point to inform further work which will investigate the specific problems and issues identified in greater detail. 1.4 This report presents a summary of the result of the consultation and data assembly undertaken for the study, and thereby presents the problems and issues evident in the M56 corridor, across all modes of transport. 1.5 The remainder of this report is structured in the following manner: Section 2 describes the scope and objectives of the study; Section 3 outlines the land use and planning policy context; Section 4 describes the current supply and demand for travel in the study area; Section 5 presents an initial baseline assessment of the problems and issues using existing information; Section 6 documents the full range of problems and issues, and potential transport measures (relevant to the M56 corridor study area), that have been identified through document review and from stakeholder consultations; Section 7 relates the identified problems and issues to the proposed corridor objectives; and Section 8 outlines the way forward and makes recommendations for further work. Page 15 of 150

16 2. Scope and Objectives of the Study OVERALL AIMS OF THE STUDY 2.1 The overall aim of the M56 Corridor Scoping Study, as developed in the Study Brief is to: identify regional (as opposed to local) transport problems and issues in terms of movement within and through the study area for all modes, and identify measures both infrastructure and policy which are either being taken or otherwise committed to tackle strategic transport problems and issues; identify the impact of regional transport problems and issues, policies and proposals on local transport networks; identify key problems and issues that must be addressed in order to facilitate sustainable development; and make recommendations and suggest priorities for further work to address the identified regional problems and issues, taking full account of safety, economic, environmental and social considerations, the needs of all uses of the transport network and those affected by it, and any potential impacts on local networks. M56 CORRIDOR OBJECTIVES Introduction 2.2 Whilst the study brief sets out the overall aims for the scoping study there is a need to develop a set of objectives for the long term strategy of the M56 corridor, within the framework of the Government s five key criteria for transport; to protect and enhance the built and natural environment; to improve safety for all travellers; to contribute to an efficient economy, and to support sustainable economic growth in appropriate locations; to promote accessibility to everyday facilities for all, especially those without a car; and to promote the integration of all forms of transport and land use planning, leading to a better, more efficient transport system. 2.3 The long term strategy for the M56 corridor will also take account of objectives within; the Government s white paper for Air Transport; the Highways Agency s business plan 2003/04; the Strategic Rail Authority s strategic plan for 2003; the Countryside Agency s ten principles for transport; the Regional Planning Guidance for the North West (RPG 13) which includes the Regional Transport Strategy (RTS); the Regional Economic Strategy for the North West (RES); Action for Sustainability (AfS), the Regional Sustainable Development Framework; the Welsh Assembly s Transport Framework, Spatial Plan and National Economic Strategy; the structure and local transport plans for Cheshire; Page 16 of 150

17 the unitary development and local transport plans for Greater Manchester, Merseyside, Halton and Warrington; the local development plans for Cheshire County Council, Ellesmere Port and Neston Borough Council, Macclesfield Borough Council, Vale Royal Borough Council, Flintshire County Council and Wrexham Borough Council; strategies from other studies affecting the M56 transport corridor; the objectives of transport providers in the study area; and the plans, aims and objectives of local business and industry in respect of future developments and their impact on the transport network. 2.4 Details of these objectives are contained in Appendix A. The Need for Corridor Objectives 2.5 Corridor objectives help guide the identification of measures that address the problems and needs of the study area. The development of local objectives will help to provide an early opportunity to seek general agreement on the direction of the study. This will enable a broad consensus to be reached as to the nature of the problems to be addressed by the study and to be used as the framework for appraisal, against which potential long term strategy options can be assessed. The Nature Of Corridor Objectives 2.6 The fundamental requirement of the corridor objectives is that they are designed to address problems rather than the symptoms arising from problems. A particular example is congestion. This is a symptom arising from a range of different problems relating to the imbalance between transport supply and demand. The relevant objectives need to avoid simply seeking to reduce congestion but rather seek to address the root causes underlying the congestion. 2.7 As well as nesting within the Government s five key criteria for transport, which form a cornerstone of the study and are a given starting point, to ensure that any proposed strategy is feasible and can actually be delivered the study objectives need also to relate to: distribution and equity; affordability and financial sustainability; and practicality and public acceptability. 2.8 The corridor objectives also need to be defined in a manner that permit measurement, so that it is possible to determine the degree to which the study objectives are achieved. M56 Corridor Strategy Objectives 2.9 Tabulated below are the M56 core corridor strategy objectives, and sub-objectives. Against each core objective and sub-objective the primary source(s) from which the objective was derived has been referenced. Page 17 of 150

18 Table 2.1 Proposed M56 Corridor Strategy Objectives Proposed Corridor Strategy Objectives Enable economic regeneration and development in a manner that maximises achievement of sustainability objectives Support the delivery of strategic regional sites and support the growth of existing and target sector industries in the M56 transport corridor Support the Manchester Regional Pole Support the growth of Manchester and Liverpool Airports Encourage the reduction in the need to travel Enhance transport network efficiency and improve journey time reliability including public transport services Encourage mode shift from car where feasible Encourage a shift of freight from road to other modes where feasible Enhance accessibility and in particular to areas served by the corridor suffering from social exclusion including Merseyside, east Manchester, Halton and Ellesmere Port and Neston Improve access for non-car users Increase transport choice in rural areas Improve interchange between transport modes Effective use of new technology to enhance accessibility Enhance the image of the M56 transport corridor and provide high environmental and design quality Improvements to and enhanced management of Trans-European Networks Improve perception of personal security for public transport journeys Improve road safety Management of natural, built and historic environment within the M56 transport corridor Minimise the impacts of transport upon the built and natural environment Minimise the impacts of transport upon emissions Encourage the use of environmentally sustainable modes of transport Primary Source(s) RPG, RES, AfS RES, AfS RES, RPG RES, RPG, Air Transport White Paper AfS RTS, HA, SRA, TF for Wales, NW Freight Strategy, RTS, Countryside Agency, SRA NW Freight Strategy, SRA RPG, TF for Wales RPG, Countryside Agency Countryside Agency RPG, Countryside Agency RPG RPG, AfS RPG Countryside Agency RPG, HA, NW Freight Strategy RPG HA, Countryside Agency, AfS AfS RPG, Countryside Agency EXTENT OF THE STUDY AREA 2.10 The study brief defined the M56 corridor study area to be the area bordered by the Cheshire County Council/Wirral Metropolitan Borough Council boundary and the River Mersey/Manchester Ship Canal to the north, the A5103(T) south from M60 to M56 to the east, the M56 from junction 1 to junction 7 including Manchester Airport and the A556/A54/A51/A55 south of Northwich and Chester to the Welsh Border. The western limit of the study area was defined by the boundary between England and Wales. Page 18 of 150

19 2.11 It is our recommendation that the study area should be extended to logical transport decision points. For this reason the study area has been extended into the Wirral to encompass M53 junctions 5 and 6, and into Wales to encompass the A55(T)/A494( T) Ewloe Interchange. For the purpose of this study it is considered that English/Welsh border that dissects the study area is not relevant with respect to the operation of local economies, housing markets and travel areas The study area is shown in Figure 2.1 below including the district/county boundaries. Figure 2.1 M56 Corridor Study Area REGIONAL HIGHWAY NETWORK WITHIN THE M56 STUDY AREA 2.13 The M56/A5117(T)/A550(T)/A494(T) is the principal route through the corridor and serves a range of strategic functions as follows: it forms part of the Trans European Networks (TENs). The M56(west of M6)/A5117(T)/A550(T)/A494(T) is part of the E22 from Ireland, through North Wales (via Holyhead), that uses the M6 to join the M62 trans-pennine route to Hull and onward to Europe via the North Sea and Baltic ports to Scandinavia, the Netherlands, Germany, Poland and beyond (this corridor has become to be known as the North European Trade Axis). forms part of the main east-west transport spine in the North West linking North Wales and Cheshire with Greater Manchester and Yorkshire and Humberside. provides access to the Regional Pole of Manchester. the M56 forms part of the main road access to Manchester Airport, the North of England s largest Airport and the third largest in the UK. Access to the Liverpool John Lennon Airport (LJLA) can also be gained from M56 junction 12 and the Silver Jubilee Bridge. Both Manchester Airport and LJLA are part of the TENs. the M56 forms part of the strategic route for freight traffic destined for the Port of Liverpool, which operates the UK s largest Freeport zone, and port facilities at Garston and Page 19 of 150

20 Birkenhead. It also provides access to the inland Port of Manchester (served by the Manchester Ship Canal) The M56/A5117(T)/A550(T)/A494(T) intercepts a number of other Trans-European, national and regional routes; Trans-European Routes M6/A74(T) to Scotland M53/A55(T) to Wales and Welsh Borders A483(T) Chester to Wales National/Regional Routes M53 to Kingsway Tunnel Approach A41(T)/A550(T) linking M53 and A5117(T) at Shotwick A556(T) linking M6 and M56 A5103(T) Princess Parkway A557/A533/A562/A561 linking M56 and Liverpool John Lennon Airport via Runcorn 2.15 To south of the M56 is the A51/A54/A556 a parallel route to the M56 that links Chester with Northwich and the M6 at junction 19 west of Knutsford, which is also considered to be a route of regional significance The extent of the Regional Highway Network within the M56 corridor study area has been considered in the context of a functional road hierarchy, since land-use and transport policies need to be complementary and it is considered that a formally defined Functional Road Hierarchy will assist in planning such an interaction. Indeed, this approach was followed in the Submitted Draft Revised RPG (March 2004), and it is our recommendation this approach is followed for the purpose of this study That said, the Secretary of State has recently agreed to the withdrawal of the submitted revisions to RPG 13 in respect of transport matters. Instead, transport matters and the Regional Transport Strategy will be fundamentally revisited in the context of the Full Review of RPG 13, to turn it into a Regional Spatial Strategy. Comments made on transport measures during the recent consultation exercise will be fed into this process, and will be taken into account in the development of the RSS, which will itself be the subject of widespread formal and informal consultation It is recognised, therefore, that undue emphasis should not at this stage be placed on the hierarchy of roads in the M56 study corridor, which has yet to be discussed through the RSS process Figure 2.2 below shows the extent of the Regional Highway Network in the M56 corridor study area. Page 20 of 150

21 Figure 2.2 M56 Study Area and Regional Highway Network REGIONAL RAIL NETWORK WITHIN THE M56 STUDY AREA 2.20 The M56 Corridor is served by a number of railway lines each performing different roles. The West Coast Main Line runs south-north through the study area with a branch off towards Runcorn and Liverpool: stations are located at Warrington Bank Quay and Runcorn within the study area giving access to Virgin West Coast services towards London and the borders/scotland. This route is subject to major improvements as part of the West Coast Main Line upgrade with new tilting trains and line speed improvements Inter-regional links by rail are provided by the Arriva Trains Wales operated Manchester- Warrington-Chester-North Wales and Crewe-Chester-North Wales services, which provide for both long distance movements as well as meeting more local needs from stations such as Helsby, Frodsham and Runcorn East. The Crewe-Chester-Holyhead line itself is part of the TENs and Interreg II route linking Great Britain and Ireland to mainland Europe, and has seen a recent line speed improvement supported by the introduction of new class 175 trains A local rail link is provided by First North Western between Chester and Manchester via Northwich and Altrincham with many intermediate (request only) calls; it is known that the low speed and low frequency has led to railheading to the Metrolink service from Altrincham. Local rail services are provided by First North Western and Merseyrail, these giving links around the Manchester area and Merseyside-Chester respectively Rail freight services and links within the study area are dominated by the main north-south West Coast main line passing through Warrington Bank Quay, with Warrington itself representing a major hub for English Welsh and Scottish railways in the north west. Immediately outside of the study area major rail freight hubs exist at Manchester Trafford Park, Crewe and in the Merseyside area at Ditton, Seaforth, Gladstone and Alexandra Docks, and at Garston. Page 21 of 150

22 2.24 Within the east-west study corridor rail freight is limited in nature, with the North Wales Coast line no longer carrying container traffic to Holyhead. As such the only regular rail freight traversing this corridor are nuclear fuel to Valley power station, railway ballast from Penmaenmawr quarry, steel traffic to/from Dee Marsh/Shotton, chemicals from Runcorn, and aggregates from Derbyshire to Northwich. Rail no longer carries any oil traffic from the refineries at Ellesmere Port, nor car components or finished vehicles to/from Vauxhall at Ellesmere Port Figure 2.3 show the extent of the key rail network for this study, including freight lines. Figure 2.3 M56 Study Area and Regional Rail Network Page 22 of 150

23 3. Land Use and Planning Policy Context 3.1 In this section we highlight the key objectives of strategic policy guiding the scale, location and nature of development that is likely to have an impact on the travel patterns along the M56 corridor. In doing so we will consider both land use and economic policy in North East Wales as well as North West England, where it relates to the study area. REGIONAL PLANNING GUIDANCE 3.2 The main purpose of the Regional Planning Guidance for the North West (RPG13) is to provide a regional spatial strategy within which local authority development plans and local transport plans can be prepared. 3.3 RPG will be replaced by Regional Spatial Strategies (RSSs) which unlike regional planning guidance will form part of the development plan for purposes of determining planning applications. 3.4 The main principles of RPG set out in PPG11 apply to RSSs. In particular RPG and future RSSs revisions should: set out a spatial strategy; be concise; avoid unnecessary repetition of national policy; address specific regional or sub-regional planning issues; set out the regional transport strategy (RTS); be consistent and supportive of other regional strategies and statements in delivering sustainable development; and be outcome-centred and focused on delivery mechanisms. 3.5 RPG contributes to the sustainable development targets set out in Action for Sustainability (AfS), the Regional Sustainable Development Framework and prepares the longer-term planning framework for the North West Development Agency s Regional Economic Strategy. 3.6 There is no absolute hierarchy between RPG, the RES and AfS as they deal with different but connected aspects of public policy within the Region. However, they need to be complementary with one another if the are to be successful. The AfS, developed by the North West Regional Assembly (NWRA), is a broader vision than both the RPG and the RES and sets the context for economic and spatial strategy and targets for enhancing quality of life. 3.7 The spatial development framework establishes guidelines for the distribution of development and the resources to help achieve an urban renaissance. Sustainable development will be achieved through supporting business growth; integrating planning of homes, workplaces, infrastructure and services in mixed use and compact neighbourhoods; reducing the need to travel by locating travel generators in city, town and district centres and where public transport interchanges are found. Economic use of land is a key requirement, with priority given to reusing existing buildings or previously developed land. This also supports development in the city and town centres where most of these opportunities are found, and where development can help tackle social exclusion. However, diversification of the rural economies is also supported, through appropriate development in the market towns. The framework also seeks to protect and enhance natural and cultural resources including landscape, agricultural land and built heritage. Page 23 of 150

24 North of the M56 North West Metropolitan Area 3.8 The primary focus for new development is the North West Metropolitan Area (NWMA). This describes the area between the two major regional capitals of Liverpool and Manchester/Salford, to the north of the M56, which is highly urbanised with numerous towns many of which have merged over time. Manchester City Centre currently has the greater range of regional functions and greater economic strength while the renaissance of Liverpool is a high priority. 3.9 Within the NWMA, priority is given to the two city centres and their surrounding inner-city areas. The aim of policy SD1 is to cement recent progress in both city centres as attractive locations to live and do business and thus fulfil their potential as regional Poles stimulating regeneration in the rest of the conurbation and driving forward overall regional prosperity. Regeneration is also encouraged in the central/inner parts of; Birkenhead; St Helens; Southport; Ashton-under-Lyne; Bolton; Bury; Oldham; Rochdale; Stockport; and Wigan As outlined in policy SD2 wide-ranging regeneration and environmental enhancement should be secured elsewhere within the NWMA, and most especially in the older parts of the metropolitan settlements of; Runcorn; Widnes; Ellesmere Port; and Skelmersdale The focus in development within the NWMA will create a need for improved public transport networks between and within all the specific area and towns listed in Policies SD1 and SD2, particularly rail services, and the introduction of management and other measures to ease the flow on the motorways Various regeneration initiatives are under way in the less prosperous parts of the North West Metropolitan Area; the whole of Merseyside holds European Regional Development Structural Funds (ERDF) Objective 1 status ERDF Objective 2 status in Greater Manchester, Halton and Ellesmere Port and Neston. north-western part of Vale Royal has transitional area status for the period 2000 to Regional Priority Area status of the North West Metropolitan Area Urban Regeneration Companies New East Manchester, and Liverpool Vision, with guaranteed significant NWDA funding for areas of intensive need, requiring focussed attention with opportunities for large scale redevelopment. Local Strategic Partnerships (LSPs) (Neighbourhood Renewal Funding) Ellesmere Port and Neston, Halton, Liverpool and Manchester. The NWDA will assist LSPs by supporting economic initiatives, set in the context of integrated and comprehensive community based regeneration plans. To note: there are areas of Flintshire within the M56 Corridor Study Area which are Assisted Areas As set out in RPG there is a need (Policy SD5) to carry out a strategic study of Green Belt in Merseyside and Halton to determine the need, if any, for changes in the broad extent and location of Green Belt boundaries as a result of the long term development issues arising from the current regeneration programmes, including Objectives 1 and 2. This study is now underway and is being led by NWRA although its outcome will not be available during the course of this M56 scoping study. South of the M56 North Cheshire 3.14 Policy SD3 focuses on the key towns and cities outside the NWMA, and relevant to this study development will be concentrated in a number of major towns and cities, including Chester, Page 24 of 150

25 Crewe, Macclesfield and Northwich, In the case of Chester and Crewe there should be regard to their role as gateway and/or interchanges for visitors to the Region from adjoining areas/regions and countries, and the need to provide high quality modern facilities to support these roles Policy SD4 is concerned with the maintaining urban form and setting, and the treatment of North Cheshire and acknowledges that; There is still considerable development pressures on areas at the outer edge of the North West Metropolitan Area, especially in areas with good motorway access and close proximity to the airports. In recent years growth industries have sought locations for development in or near the Green Belt in the North Cheshire area, on the edge of established settlements, on formerly developed brownfield sites, and sometime on green field sites The role of knowledge-based industries and development of business clusters is covered in Policies EC3 and EC4 respectively; Knowledge-based industries will be supported, in accordance with the Core Development Principles, particularly the sequential approach set out in Policy DP1, and the Spatial Development Framework. Development plans and other strategies should facilitate the development of sites with direct access to research establishments, including universities, Higher Education Institutes and major hospitals. Priority locations will be in the main conurbations, close to centres of research, or within science parks. Sites should be well located in relation to transport infrastructure, especially public transport, and should be capable of providing high environmental quality. Access to education, skills and training should be recognised as key aspects of securing the development of this sector. Development plans and other strategies including regeneration strategies should consider the potential to promote the clustering of existing and new economic activities with the potential for sustainable growth. They should meet both the Region s sectoral priorities and local needs by making appropriate provision for premises, including business and science parks, in line with the sequential approach set out in Policy DP1 and the Spatial Development Framework. Clusters designed to support knowledge-based industries should: make provision for networks based on information communication technologies; and as a preference be located near to Higher Education Institutes, major hospitals, research establishments or major technology-based businesses With Policy SD4 adding; Allocations will need to be retained if they will enable significant growth in the national and the regional economy in respect of high technology and research enterprises, and if they allow for the meeting of purely local needs. ACTION FOR SUSTAINABILITY 3.18 The North West s original Regional Sustainable Development Framework and Action Plan entitled Action for Sustainability was issued by the NWRA in July building on work instigated by the Government Office for the North West (GONW). It influenced both the RPG and RES mainly because it informed the sustainability appraisal of both Further work in progressing sustainability within the region has led to the development of the Regional Sustainable Development Framework which establishes a high level regional vision that provides a basis for all activities across the region and an updated action plan called Action Page 25 of 150

26 for Sustainability (AfS) which sets targets for a wide range of bodies in the region to ensure a more sustainable future in the North West and globally. REGIONAL ECONOMIC STRATEGY (MARCH 2003) 3.20 The Northwest Development Agency (NWDA) has been charged with pursuing the sustainable economic regeneration of the North West to make the Region more competitive and encourage the sectors with the most potential for growth, industries that are able to compete not only nationally but with other parts of the world. The NWDA s strategy is outlined in the Regional Economic Strategy (RES) The RES is framed around ten strategic objectives which lie within five interlinked priorities: Business Development Regeneration Skills & Employment Infrastructure Image 3.22 The links between economic growth and regeneration are close. Improvements to overall regional prosperity will follow if individuals seeking work are able to access appropriate jobs and companies are able to access a suitably skilled workforce Investment in the region s transport and communications infrastructure is required to enable businesses to function within the region, the UK and overseas. Business growth is currently inhibited by weaknesses in infrastructure, including delays caused by traffic congestion and the absence of broadband in some areas. The availability of a range of employment sites is also identified as a requirement to support further economic growth Investment in first-class transport infrastructure is required to enable business and people to access locations in the region, the UK and internationally, by road, sea and air. Access between the major urban centres via the motorway network is causing concern as the routes involved include some of the most heavily used in the country, and their strategic role is being adversely affected. The contribution of the strategic ports and airports to regional growth and regeneration and therefore the need for good access is highlighted. Growth Potential of Business Sectors 3.25 The RES identifies a group of business sectors that are important either because of their current growth or future growth potential: Aerospace Digital Industries Maritime Automotive Energy Sport Aviation Environmental Technology Textiles Chemicals Financial & Professional Services Tourism Construction Food & Drink Creative Industries Healthcare (incl. Biotechnology) 3.26 The NWDA suggest that the competitiveness in the North West would be improved by developing these sectors using a cluster approach. Although the approach will vary across the sectors highlighted actions include network development, skills development, supply chain management as well as provision of sites, incubators and innovation centres A ten year action plan is being developed for each sector to identify opportunities, barriers to growth and a route map to coordinate the actions of the NWDA and other partners. Page 26 of 150

27 Knowledge-Based Industries 3.28 Developing the knowledge-based economy is considered to be central to Government policy of competitiveness: the creation and translation of knowledge into competitive products is vital to economic prosperity. To this end the RES identifies the following key activities: encourage the development and implementation of the Northwest Science Strategy to secure major science opportunities and facilities for the region to exploit, including the creation of new business opportunities. The strategy is focused initially upon business clusters in five of the priority sectors in the RES, namely, Biotechnology, Aerospace, Chemicals, Environmental technologies, and Nuclear Energy. increase the capacity of Northwest universities to develop targeted national and international centres of excellence in science, Research and Development and social sciences. Secure substantially increased investment in public and private Research and Development through lobbying and targeted support to key businesses. Encourage the development of emerging technologies with potential for exploitation by business, and for other uses beneficial to the region. Encourage the strategic development of science parks to support the increased growth of knowledge intensive businesses In 2000 the NWDA commissioned the Mersey Belt Study which aimed to ensure that the North West region as a whole had a realistic strategy for stimulating both indigenous and inward investment in knowledge-based industries focusing on the Target Sectors. A summary of this study is provided in Appendix B. Strategic Regional Sites 3.30 In order to support economic growth it is vital that the north west region has a balanced portfolio of employment site in terms of quality and sustainable development. The NWDA has designated 25 sites (shown in Figure 3.1) as critical to the effective implementation of the RES, which are intended to; encourage knowledge based industry to develop within and close to areas of regeneration need build on the region s existing knowledge assets, including universities and cluster of knowledge-based industries develop strategic distribution facilities, particularly rail and seaport related. Page 27 of 150

28 NWDA designated Strategic regional sites 1 Ashton Moss, Tameside 2 Basford, Crewe 3 Cuerden Regional Business Park, Preston/Leyland 4 Daresbury Park, Runcorn 5 Kingmoor, Carlisle 6 Kings Business Park, Knowsley 7 Kingsway Business Park, Rochdale 8 Omega South, Warrington 9 Royal Ordnance Factory, Chorley 10 The Estuary, Liverpool (Speke Garston) 11 Wirral International Business Park 12 Barton, Salford 13 Birkenhead/Twelve Quays 14 Whitebirk 15 Carrington, Trafford 16 Chester Business Park 17 Davenport Green, Trafford 18 Ditton, Widnes 19 Lancaster University/ Bailrigg 20 Liverpool University Edge 21 Central Park, Manchester 22 Parkside Former Colliery 23 Wavertree Technology Park, Liverpool 24 Westlakes, Whitehaven 25 Alderley Park (Astra Zeneca), Macclesfield Figure 3.1 NWDA designated Strategic regional sites Page 28 of 150

29 3.31 It is considered that the following sites designated by NWDA as strategic regional sites are of particular relevance to the study area at; Wirral Business Park (included in the current RPG13) 3.32 Wirral International Business Park is located on the west bank of the Mersey Estuary approximately 6.5 km south of Birkenhead. Liverpool city centre and Liverpool John Lennon airport are 11 km and 22 km away respectively. From the south, the site is accessed via junction 5 on the M53, and from Liverpool and the north it is accessed vi a the Mersey Tunnel (Queensway) and the A41. The site covers an area of 334 hectares of which approximately 70 hectares remain undeveloped. Only 31 hectares are currently suitable for immediate development. It is a largely a brownfield site with previous uses including two power stations, oil storage and chemical works. The Estuary, Speke/Garston (included in the current RPG13) 3.33 Esutary Business Park is on the site of the former Speke Airport. It is located on the north bank of the Mersey some 10 km south east of Liverpool city centre between Garston and Speke. The site forms a key component of the Speke Halewood Strategic Investment Area, one of eight priority investment areas established by the ERDF Objective 1 programme being taken forward by the Liverpool Land Development Company. From Liverpool access is via the A561 Speke Road. Motorway access is from the M62/M57 interchange away and the A5300/A561. Liverpool John Lennon airport is immediately to the east whilst Lime Street station is approximately 10 km away. Planning permission was granted in 2003 for a major transport interchange at Liverpool South Parkway (under construction) located 1.5 km from the business park. This will include enhanced bus and rail services to improve access to the Speke/Garston area including a direct shuttle bus to Liverpool John Lennon Airport. Omega South, Warrington (included in the current RPG13) 3.34 Omega South (formerly known as Omega 600) is located approx. 5km north west of Warrington town centre, bounded to the north by the M62, Burtonwood Road to the east and Lingley Green Avenue to the south. The strategic regional site extends to 206 hectares of which approximately 130 hectares are intended for employment development within the target sectors. The remainder of the site, covering some 70 hectares, is allocated for non-strategic, local employment needs in the draft Warrington UDP. Daresbury Park (included in the current RPG13) 3.35 The Daresbury Park strategic regional site comprises the existing Business Park and land adjacent to the Daresbury Laboratory complex. Daresbury Park is located immediately adjacent to junction 11 on the M56. The laboratory is located off the A56 Chester Road close to its junction with the A558 Daresbury Expressway. Both are greenfield sites. Chester Business Park (not included in the current RPG13) 3.36 Business Park located 2.4 km south Chester close to the junction of the A55(T) and A483(T). Currently employs around 4,400 people and occupiers include M&S Financial Services, MBNA Bank, Bristol Myers Squibb, Halifax Bank of Scotland and Scottish Power. The NWDA designated strategic regional site comprises the existing 9.8 hectare business park and 5 hectares of expansion land to the south adjoining the A55(T). Ditton Strategic Rail Freight Park, Widnes (not included in the current RPG13 ) 3.37 The site comprises 190 hectares of land on the western side of Widnes between Hale Bank and the A562 Speke Road at Ditton. The site s core (76 hectares) lies to the south of the Liverpool Page 29 of 150

30 branch of the West Coast Main Line. The site is served by the freight-only line to Arpley, Warrington which serves Fiddlers Ferry power station. Ditton is identified for a strategic rail freight park under Policy TPNEW3 of the Revised Draft Halton UDP. A public sector led consortium is developing proposals for the strategic rail freight park which will build on the potential of two existing rail-freight businesses (Widnes Intermodal Rail Depot and Widnes Intermodal Freight Terminal). Davenport Green (not included in the current RPG13) 3.38 The site extends to 136 hectares and is located to the east of Hale, close to junction 6 on the M56. The site is well located adjacent to Manchester Airport and the proposed Metrolink. The site is allocated as a major high amenity site for B1 uses (i.e. high quality science based/high tech, R&D or headquarters) under proposal E13 of the existing Trafford UDP, which was adopted in Conditions attached to the planning consent require highway improvements before development is permitted. SUSTAINABLE COMMUNITIES 3.39 The Deputy Prime Minister launched the Communities Plan (Sustainable Communities: Building for the future) on 5 February The Plan sets out a long-term programme of action for delivering sustainable communities in both urban and rural areas. It aims to tackle housing supply issues in the South East, low demand in other parts of the country, and the quality of our public spaces The Plan includes not just a significant increase in resources and major reforms of housing and planning, but a new approach to how we build and what we build A 22 billion programme of action aims to focus the attention and co-ordinate the efforts of all levels of Government and stakeholders in bringing about development that meets the economic, social and environmental needs of future generations as well as succeeding now. Making it happen: The Northern Way 3.42 A progress report by the Deputy Prime Minister on the Communities Plan with particular emphasis on the North and Midlands on 2 February The three northern regions have a home market of some 15 million people. They are also well placed to benefit from the expanding markets in Northern and Eastern Europe, and in Ireland. There are great opportunities to exploit transport links in the North - both those that already exist and the improvements that we intend to take forward. These include the upgrade of the West Coast Main Line, widening the M6 from Birmingham to Manchester and major improvements to the M60, M62, M1 and A1(M). These and other improvements will help to ensure that the M6 and West Coast Main Line, the M1 corridor, the A1(M) and East Coast Main Line, and the M62 and rail link across the Pennines, provide a framework for growth that can match the growth corridors of the Thames Gateway and the wider South East. The regional airports are growing too, especially Manchester, the largest airport outside London. Seven of the nine new housing market renewal pathfinders and five of the provincial Core Cities span the existing transport corridors that link the northern conurbations. The corridor also takes in three RDAs, 14 New Deal for Communities Areas and eight URCs. To support that step change in development, we need a long-term vision that can fully exploit the economic and transport corridors that connect the North - a "Northern Way" which looks east to west as well as north to south. A new northern growth strategy which promotes greater inter-regional collaboration and boosts connectivity and transport links so that the sum of activity and investment is greater than the parts. Page 30 of 150

31 3.43 The Northern Way report 'Moving Forward: the Northern Way Growth Strategy Report', will be launched by John Prescott in September The report will look at ways to narrow the 29 billion gap between the North and the rest of the UK. It will also explore how the three Northern regions can work together to help the North to reach the national average of GDP per head by The report will consider a number of issues including skills, clusters and connectivity within and between city regions. Any long term strategy for the M56 corridor will therefore have take account of this long-term vision for the Northern Way. PLANNING POLICY WALES (MARCH 2002) 3.44 This provides the context for developing a sustainable land use planning policy by local authorities in Wales. Key objectives include: promoting settlement patterns that minimise land take and urban sprawl, preferably reusing suitable previously developed land or buildings and avoiding where possible Greenfield development; locating development to minimise demand for travel, especially by private car; contributing to the protection of the environment, to improve quality of life and protect ecosystems; ensuring the provision of sufficient quality housing in urban and rural communities; promoting access to employment, shopping, education and other social, welfare and leisure facilities; fostering improvements to transport facilities which maintain or improve accessibility to services and facilities, and achieve employment, economic and environmental objectives; supporting social inclusion by improving access to development, including means other than private car; promoting lasting, flexible employment opportunities and encouraging diversity in the local economy. PEOPLE, PLACES, FUTURES THE WALES SPATIAL PLAN (CONSULTATION DRAFT 2003) 3.45 This plan is broader in coverage than land use planning alone in that it sets a strategic framework to guide future development and policy interventions, whether they are subject to planning controls or not. It sets out the aspirations for sustainable development in different parts of Wales The Plan highlights that most transport movements in Wales take place along the northern and southern coastal belts. The Deeside area is identified as having a particular problem (alongside Cardiff/Newport) with peak time congestion. The connections with England are recognised as forming important parts of the transport infrastructure in eastern Wales The importance of inter-regional commuting in Flintshire is recognised, with outflows of some 19,000 to England and inflows of around 8,000. Similar patterns are present for journeys for shopping and access to other services, including healthcare. Migration flows are also significant with two thirds of migration into Flintshire originating from England North East Wales is characterised by its relatively large urbanised and industrial areas, diverse economic base, presence of national centres providing higher order services, the incidence of development pressures on accessible rural areas as well as the congestion. It is recognised as a dynamic area, which demonstrated some of the highest population growth in Wales during the 1990s. Part of the success of the area is attributed to the good accessibility within the area and with adjoining areas. Page 31 of 150

32 3.49 Key principles for development in the area include: Protecting accessible rural areas and managing urban expansion; Maximising use of brownfield development opportunities; Increasing the economic potential of links with adjoining English regions; Enhancing R&D, innovation, the knowledge economy and HE/FE as motors for economic development; Making better use of infrastructure capacity with selective improvements to external accessibility; 3.50 The Welsh Assembly s commitment to improving transport infrastructure in the area (including capacity improvements on the A494/A550 at Queensferry) is restated in the Plan. It also identifies a series of future challenges for the area, including a need to improve prosperity in the disadvantaged areas, and to consider the role of Wrexham as a potential regional centre. The plan also identifies a need for the potential for further employment and housing to be investigated, while green belts may be required to protect open spaces under pressure from development. A WINNING WALES THE NATIONAL ECONOMIC DEVELOPMENT STRATEGY (REVIEW 2004) 3.51 This is a 10 year strategy which seeks to develop in Wales a dynamic, inclusive and sustainable economy, built on a platform of successful innovative businesses with high skilled employees. It contains many action points relating to the following aims: encouraging innovation encouraging entrepreneurship making Wales a learning country promoting information and communication technologies supporting business setting a fresh direction establishing Wales in the world improving Transport creating strong communities supporting rural Wales 3.52 Transport priorities include investment in the strategic transport corridors to improve accessibility internally and with the rest of the UK; working with the UK Government to increase freight transported by rail and a variety of measures to improve public transport provision and accessibility. The strategy also identifies a need to ensure that an adequate supply of quality industrial sites, premises and other infrastructure is in place. As well as supporting indigenous business growth, the strategy also seeks to establish Wales in the international marketplace, exporting goods and services and attracting new business from outside the country. NORTH WALES DEVELOPMENT STRATEGY (DRAFT FINAL FEBRUARY 2004) 3.53 This strategy seeks to unlock the economic potential of North Wales to bring about sustainable prosperity for the region and its people. The goals are for North Wales to be: a technologically advanced and innovative region; a region with well connected and inclusive communities in both rural and urban areas; a region with an adaptable and appropriately skilled workforce; Page 32 of 150

33 a region where business and individuals capitalise on the distinct environment to deliver competitive advantage; a region where history, culture and strength of identity reinforce a unique quality of life; a region where all stakeholders and agencies work effectively together across a common agenda to deliver shared priorities The Strategy acknowledges that economic performance has to be improved, especially with respect to competitiveness and productivity, which in turn reflect aspects such as lower skills levels than the average across Great Britain. Economic performance is however far from uniform across North Wales, with the area bordering England (Flintshire and Wrexham), and which therefore has the closest relationship to the M56 corridor, acting as a driver within the north Wales economy. Here, there are high levels of Gross Value Added, low unemployment, relatively high employment in technology and knowledge intensive industries and opportunities for high earning manufacturing jobs. The inter-linkages with North West England (especially in terms of commuter flows) are acknowledged The Strategy proposes a number of actions which fall within 5 themes: Business and Enterprise Skills and Learning Community Cohesion Communications and Infrastructure The North Wales offer 3.56 In terms of the Communications and Infrastructure theme, the objectives of the strategy are to improve digital connectivity; maximise the impact of competitive locations by improving the land and property offer; and improving transport links and access to markets Locations along the A55 corridor are considered to be amongst the most competitive and thus will be targets for business parks, strategic employment and mixed use site development. While these will be found along the length of the A55, the specific locations selected will reflect demand and the priorities set out in the Spatial Plan for Wales and thus are likely to include provision close to the A55-M56 feeder routes The strategic linkages via the A55 to the wider North West and the area s proximity to Manchester, Liverpool and Birmingham airports are identified as strengths to be built upon, with the potential for Manchester Airport in particular to be positioned as a business asset for North Wales, facilitating links with international partners Actions within the North Wales offer theme relate to developing North Wales as a place to visit (for both business and leisure), a place to live, a place to work and a place to do business. Components of the offer include the environment, visitor infrastructure, retail provision, education facilities, business support etc. The area s relationships with neighbouring regions (principally North West England to the east and the Greater Dublin area to the west) are considered to underpin North Wales ability to take advantage of its offer. The provision of a road and rail infrastructure which facilitates movement into and within the region (particularly by public transport) is highlighted as a measure required to improve the quality of life for current and potential residents. Improvements to the transport gateways are identified to improve the visitor experience. The need to improve accessibility to employment opportunities for some communities is also highlighted. KEY POINTS 3.60 RPG for the North West identifies the centres of Liverpool and Manchester within the NWMA as the focus for future population and employment growth in the region, to support continued Page 33 of 150

34 urban renaissance and support their regional role. Growth will also take place in a number of sub-regional locations, including Stockport, Runcorn, Widnes, Ellesmere Port and Chester within this study area. The strategy seeks to maximise the use of previously developed land, which is in the main found within the urban locations identified above, to accommodate the growth. It also seeks to reduce the need to travel by focussing major travel generators in urban centres and around public transport interchanges. The M56 has a strategic role in serving the NWMA The RES seeks to encourage knowledge based sectors in the region. It identifies a number of sectors to be supported through a cluster based approach, including the provision of premises and incubators appropriate to their needs. Strategic Regional Sites have also been identified which will ensure that provision of sites suitable for the knowledge based sectors are available at a variety of locations, including areas accessible to deprived communities and which can capitalise on the existing presence of knowledge based activities. Eight of these are relevant to this study area The cross-border relationship between North East Wales and North West England area for economic and social functions is recognised as a strength, although the associated travel patterns and peak time congestion are a cause for concern Future development of the North Wales economy is likely to continue to capitalise on the strategic links via the A55 with its neighbouring region and beyond using the motorway network. Accessibility to assets such as the airports at Liverpool and Manchester will be increasingly promoted and thus the M56 will continue to be a key factor in terms of the economic performance of the area. Page 34 of 150

35 4. Existing Travel Supply and Demand INTRODUCTION 4.1 An important precursor to undertaking a multi-modal assessment of a transport corridor is that of understanding the current pattern of movements on the transport network. Analysis has been undertaken of both demand and supply, drawing upon the following data sources: Travel Supply Highway: existing regional highway network. Rail: network information contained in the Network Rail North West Zone Sectional Appendix, along with public timetables. Supported by station site audits. Road passenger: public service timetables. Freight: rail freight timetables. Travel Demand Highway: recent annual average daily traffic (AADT) flows from WSP Monitoring Reports (on behalf of the Highways Agency), Cheshire LTP, Halton BC, and Welsh Assembly Government. Origin-destination data from SEMMMS, A556 RMS, New Mersey Crossing Study and Queensferry Transportation Study. Rail: LENNON rail ticketing data and MOIRA rail demand model. Journey to work census data. Road passenger: ticketing data supplied by National Express coaches. Freight: output data from the MDS Transmodal Great Britain Freight Model. SUPPLY OF TRANSPORT SERVICES Road Provision 4.2 A description of the Regional Highway Network in the M56 corridor study area has been made against a highway network divided in to discrete sections as shown below in Figure 4.1. Figure 4.1 Key Road Sections Page 35 of 150

36 Section 1 - A494(T)/A550(T) between A55 and Welsh/English Border 4.3 The A494(T) is a dual two lane trunk road between the A55(T) and A550(T) with gradeseparated junctions at; A55(T) Ewloe Interchange; B5125 at Ewloe; Plough Lane junction; B5129/A550 at Queensferry; 4.4 The A550(T) which is currently being improved; A548 at Drome Corner providing access to Chester and Deeside Industrial Park; and A548 at Deeside Park Interchanges provides access to the Deeside Industrial Park including Connahs Quay, Flint and industrial estates along the Dee estuary. 4.5 In addition there is a main access provided to RAF Sealand and there is a junction with Old Ashton Hill on the eastbound carriageway and Clay Lane on the westbound carriageway. There are also a number of minor accesses to properties and businesses. 4.6 West of the Ewloe interchange the A55 continues as a dual two lane trunk road along the North Wales coast to Bangor and to the Port of Holyhead on Anglesey. Section 2 - A550(T)/A5117(T) between Welsh/English Border and M The A550(T) is a dual two lane trunk road between the Welsh/English border and the at-grade A550/A5117 Woodbank traffic signals. The A550/A41 is a single carriageway providing a link to the M53 at junction 5 for traffic between the Wirral and North Wales. 4.8 The A5117(T) continues as a dual two lane trunk road with at-grade junctions at; A5117/A540 roundabout providing access to west Wirral, including Neston to the north of the A5117(T) and Chester to the south; and A5117/M56 roundabout near Backford Cross. 4.9 In addition there are over 30 minor accesses (for properties, minor side roads and field accesses) on the A5117(T) between the A550 and M56. Section 3 - M56 between A5117 and M6 at Lymm near Warrington 4.10 The M56 is a dual two lane motorway between its western terminus at junction 16 (M56/A5117 roundabout) and the M56/M53 Stoak Interchange (M56 junction 15/M53 junction 11), north of Chester. The M56/M53 Stoak Interchange is not an all movement junction and does not cater for trips between Merseyside and North Wales which are provided for by the A550/A The M56 is a dual three lane motorway between the M56 Stoak Interchange and M56/M6 Lymm Interchange (M56 junction 9/M6 junction 20) which crosses the River Weaver and passes to the south of Runcorn and Warrington M56 junction 14 provides access to the Shell UK oil refinery at Stanlow to the north of M56 and Helsby to the south. Access is also provided for Chester motorway services, the only services on the M There is no M56 junction 13. M56 junction 12 provides access to Runcorn and Merseyside (via the Silver Jubilee Crossing of the River Mersey) to the north of the M56, and to Frodsham and Northwich to the south. Page 36 of 150

37 4.14 M56 junction 11 provides access to Warrington and to the East Runcorn Area to the north of the M56. In the East Runcorn area are Daresbury Park, Daresbury Laboratory and Manor Park (Daresbury Park is a designated strategic regional site in RPG13). To the south of the M56 junction 11 provides access to Whitehouse Industrial Estate M56 junction 10 provides access to Warrington to the north of M56 and Northwich to the south. Section 4 - M56/A5103(T) between M56/M6 Lymm Interchange near Warrington and M60 Manchester Outer Ring Road 4.16 The M56/M6 Lymm Interchange near Warrington is not an all movement junction, with no direct access between the M6(south) and M56(east), these movements being provided for by the A556(T) The M56 is a dual three lane motorway between M56 Lymm Interchange and M56 junction 6. M56 junctions 8 and 7 provide access via A56 to Hale, Altrincham and Sale to the north of M56, and via A556(T) to Knutsford and M6, including destinations to Birmingham and beyond to the south M56 junction 6 provides access to Hale to the west of M56 and Wilmslow to the east. Access to the Davenport Green (designated by NWDA as a strategic regional site) is also gained from M56 junction The M56 is a dual four lane motorway between M56 junctions 6 and 3. A spur is provided into Manchester Airport from M56 junction 5 as well as providing access to Manchester Business Park M56 junction 4 provides access to Wythenshawe, while at M56 junction 3 the M56 turns towards Stockport and east Manchester as a dual two lane motorway joining the M60 at junction 4 with the A5103(T) Princess Parkway continuing on towards Manchester City Centre The A5103(T) is a dual three lane trunk road between M56 junction 3 and M60 junction with a grade separated junction at Northenden. Section 5 M53 between M53/A41 and M53/M56 Stoak Interchange 4.22 The M53 is a dual three lane motorway to the north of the M53/A41 at junction 5, and provides a link to the Mersey Tunnels at Wallasey and Birkenhead and access to the NWDA designated strategic regional site, Wirral International Business Park. The Kingsway Tunnel (Wallasey) is an important Mersey crossing for heavy goods vehicles (hgvs), as hgvs over 3.5 tonnes are prohibited from using the Queensway Tunnel (Birkenhead) The M53 is a dual two lane motorway between the M53/A41 at junction 5 and the M53/M56 Stoak Interchange at junction 11 passing through Ellesmere Port M53 junction 5 provides access to east Wirral to north of M53, and via A41/A550 provides a single two lane carriageway link bet ween the Wirral and North Wales, the traffic movement not catered for at the M53/M56 Stoak Interchange M53 junctions 6 and 7 provide access to Overpool as well as the Oil Storage Depot at Eastham and the Vauxhall motor works. M53 junction 8 also provides access to Overpool as well as the Oil Storage Depot at Overpool, industrial estate and paper works M53 junction 9 provides access to Ellesmere Port Boat Museum and surrounding area and the Shell UK oil refinery at Stanlow. Page 37 of 150

38 4.27 M53 junction 10 provides access to Cheshire Oaks Designer Outlet Village, the Blue Planet Aquarium and surrounding areas to the west of M53 and an alternative access to the Shell UK oil refinery at Stanlow to the east. Section 6 M53/A55(T) between M53/M56 Stoak Interchange and A55(T)/A494(T) Ewloe Interchange 4.28 The M53/A55(T) route runs to the east and south of Chester, linking the M56 at junction 15 Stoak Interchange with the A494(T) at Ewloe in Flintshire, thereby providing an alternative to the M56/A5117(T)/A550(T)/A49A(T) through Queensferry for traffic movements between the M56 and North Wales The M53 is a dual two lane motorway between M53 junction 11 at Stoak and its southern terminus at junction 12 with a grade separated junction and access to Chester via the A The A55(T) is a dual two lane trunk road with grade separated junctions at; A51 at Littleton to the east of Chester; A41 at Christleton to the south east of Chester; A483(T) at Chester Business Park (designated by NWDA as a strategic regional site) and park-and-ride site to the south of Chester; A5104 at Broughton near the Airbus factory to the south west of Chester; and A550 to the south of Hawarden. Section 7 A557/A533/A562/A561 North of M56 junction North of the M56 the A557/A533/A562/A561 route connects the M56 at Junction 12 south of Runcorn with the A5300 Knowsley Expressway, Liverpool John Lennon Airport and the Associated British Ports facility at Garston Docks, and includes a major crossing of the River Mersey at Runcorn Gap. As such, it provides a strategic link from Cheshire and North Wales to Merseyside and the Port of Liverpool as well as providing access from the M56 to the three NWDA designated strategic regional sites at Ditton (Widnes), The Estuary (Speke/Garston) and Omega South (Warrington). The expressways provide a largely grade-separated network for the distribution of traffic into Runcorn and Widnes The Silver Jubilee Bridge, opened in 1961, together with its associated approach viaducts, carries the route over the River Mersey and the Manchester Ship Canal at Runcorn Gap between Runcorn and Widnes. Originally constructed as a three lane single carriageway it was widened to four lanes of substandard width in 1977, with poor facilities for pedestrians and no safe facilities for cyclists. Section 8 A556(T) between M6 junction 19 and M56 junction East of the M6, the A556(T) links the M6 and M56 motorways to the west of Tatton Park in Cheshire and provides for traffic movements which cannot not be made at the M6/M56 Lymm Interchange The A556(T) is principally a single four lane trunk road with local widening to dual two lane carriageway standard in the vicinity of M56 junctions 7 and 8 and M6 junction Along the A556 route, numerous field entrances and property frontages at Mere have direct access onto the trunk road. Apart from the motorway junctions, there are two significant other junctions that connect the local roads to the A556(T). These are the Bucklow Hill junction that links with the A5034, and the Mere junction that connects the A50 between Knutsford and Warrington, both are at-grade signal controlled junctions with restricted turning movements. Page 38 of 150

39 Section 9 A51/A54/A556 between A55 and M6 junction The A51/A54/A556 route links Chester with Northwich and the M6 at junction 19 west of Knutsford and was formerly part of the National Trunk Road Network. It effectively parallels the M56, which lies some 10km further north, and provides access to and from Northwich The A54 leaves the A51 at Tarvin, 4,5km east of the A55(T), and is part single, part dual two lane all-purpose road which bypasses Tarvin and Kelsall. To the east of Kelsall the route continues as the A556, which is also part single, part dual two lane all-purpose road, the dual carriageway having been constructed as a southern bypass of Northwich. With one exception, all major junctions are either at-grade roundabouts or signal controlled junctions. The A556 continues as four lane single carriageway between the eastern end of the Northwich Bypass and the M6. Standard of Highway Provision 4.38 The standard of highway provision is presented below in Figure 4.2, where D4M dual 4 lane motorway; D3M D2M D3T D2T S2T D2P S4P S2P dual 3 lane motorway; dual 2 lane motorway; dual 3 lane trunk road; dual 2 lane trunk road; single 2 lane trunk road; dual 2 lane all-purpose road; single 4 lane all-purpose road; and single 2 lane all-purpose road. Figure 4.2 Standard of Highway Provision for the Regional Highway Network in the Study Area Page 39 of 150

40 Existing Rail Service Provision 4.39 The current passenger rail services in the study area are listed in Table 4.1 below. This shows the current service provision as contained in the summer 2004 timetable, with speeds based on the average Monday-Friday timetable: Table 4.1 Existing Rail Service Provision in the Study Area Route in Study Area Service Pattern Operator Frequency Average Speed* Chester-Northwich-Manchester ( Mid Cheshire Line ) Chester-Warrington-Earlestown- Manchester ( North Cheshire Line ) Chester-Wrexham Chester-Crewe Dedicated to route First North Western 30 mins peak Holyhead/Llandudno-Manchester Piccadilly Chester-Wrexham- Shrewsbury/Birmingham London/Crewe-Chester-Llandudno Jcn-Holyhead Arriva Trains Wales Hourly off-peak 30 mins peak Hourly off-peak 32mph 39mph Arriva Trains Wales Hourly to every 2 hours 36mph Arriva Trains Wales Every 30 mins 70mph Heswall-Shotton Wrexham-Shotton-Bidston Arriva Trains Wales Hourly 29mph Chester-Hooton Chester-Hooton-Birkenhead-Liverpool Merseyrail Every 30 mins 24mph Ellesmere Port-Hooton Ellesmere Port-Hooton-Birkenhead- Liverpool Merseyrail Every 30 mins 20mph Helsby-Ellesmere Port Hooton-Helsby-Warrington Bank Quay First North Western 4 trains per day each way 24mph Frodsham-Runcorn Chester-Runcorn First North Western 1 train per week one-way n/a Crewe-Runcorn-Liverpool (West Coast Main Line) Birmingham-Crewe-Liverpool (calls Runcorn only) Crewe-Liverpool (calls Winsford, Hartford, Runcorn) Central Trains Hourly 47mph Central Trains Every 2 hours 41mph London Euston-Runcorn-Liverpool Virgin Trains Hourly 50mph Notes: * = average speed for stretch of route within study area 4.40 It may be noted that certain routes have very low levels of train service, notably the Frodsham- Runcorn line ( Halton curve ) and between Helsby and Ellesmere Port. Both of these routes carry only a minimum level of service to avoid formal closure proposals, known as a parliamentary service or ghost train Also to be noted are the relatively low average train speeds on many routes, with exception of the services running along the West Coast Main Line or the Crewe-Chester line. This is due to the current condition of track and the frequent station stops involved Forthcoming proposals for rail network service changes include that of a new Central Train s operated Birmingham-Crewe-Liverpool and Birmingham-Crewe-Warrington-Preston, these services operating with high quality electric trains and stopping at key intermediate points including Hartford in the study area. Current Status of Rail Network 4.43 The majority of stations in the study area are unmanned, with the exception of the main stations at: Chester Crewe Warrington (Bank Quay and Central) Page 40 of 150

41 Hartford Runcorn East Runcorn (main line) Northwich Knutsford Altrincham Ellesmere Port Hooton 4.44 Details of the current status of rail stations within the study area are contained in Appendix C, covering issues such as provision of facilities, information and current condition. This shows that the condition of the majority of the stations is acceptable, but that those at Northwich, Lostock Gralam and Frodsham show particular need for upgrading The existing rail routes in the study area show different forms of operation and speed limits, as shown below. Table 4.2 Existing Rail Routes in the Study Area Route Double/Single track Line Speeds Limits Form of Signalling Chester-Northwich- Manchester Chester-Warrington- Earlestown-Manchester Mostly double excluding Stockport to Altrincham (part) and Mouldsworth to Mickle Trafford Double throughout Max 60mph, sections at 40 & 20mph Max 75mph, sections at 40 & 30mph Chester-Wrexham Single throughout 60mph max, sections at 50mph Chester-Crewe Double throughout Max 90mph, sections at 65/70/75mph Bidston-Shotton-Wrexham Double throughout Max 50mph, long sections at 40mph Chester-Hooton Double throughout 60mph max Electronic from Chester Mainly mechanical. Signal boxes at: Chester, Mickle Trafford, Mouldsworth, Breenbank, Plumley, Mobberley, Hale, Deansgate Jcn, Northenden Jcn Mixture of electronic/mechanical. Signal Boxes at: Chester, Mickle Trafford, Helsby, Frodsham Jcn, Norton, Warrignton BQ Mixture of electronic/mechanical. Signal Boxes at: Chester, Wrexham Mixture of electronic/mechanical. Signal Boxes at: Chester, Beeston Castle, Crewe Steel Works Mixture of electronic/mechanical. Signal Boxes at: Sandhills, Dee Marsh Jcn, Wrexham. Ellesmere Port-Hooton Double throughout 60mph max Mechanical from Hooton, Ellesmere Port Helsby-Ellesmere Port Double throughout 60mph max, sections of 50 & 20mph Mechanical from Ellesmere Port, Stanlow, Helsby Frodsham-Runcorn Single throughout 20mph Mechanical from Frodsham Jcn and Halton Jcn. Crewe-Runcorn-Liverpool (West Coast Main Line) Double throughout 110mph max on WCML, dropping to 90/80mph max on Liverpool branch Mixture of electronic/mechanical. Signal Boxes at: Crewe, Winsford, Halton Jcn, Runcorn, Ditton, Speke Jcn, Allerton, Edge Hill 4.46 As Table 4.2 above shows, many of the study area routes suffer from low speed limits, in some cases caused by either poor condition of track or the instability of the ground conditions (from salt workings in the Northwich area). Road Based Public Transport Passenger Services 4.47 As a result of consultation with National Express coaches, as well as an analysis of coach timetables, it has been possible to form a view of the current road coach service using the M56 corridor. Table 4.3 shows the current service pattern based upon the summer 2004 timetable. Page 41 of 150

42 Table 4.3 Existing Coach Services Relevant to the Study Area Service No. Service M56 Area Calling Points Services per Weekday in Each Direction 325 Manchester-Birmingham Manchester, Manchester Airport 5 per day 328 Rochdale-Plymouth Manchester, Manchester Airport 1 per day 333 Blackpool-Bournmouth Manchester, Manchester Airport 1 per day 336 Penzance-Edinburgh Manchester Airport, Manchester 1 per day 341 Burnley-Paignton Manchester, Manchester Airport 1 per day 350 Liverpool-Clacton/Cambridge/Mansfield Liverpool, Manchester Airport, Manchester 3 per day 380 Manchester Airport-Newcastle Manchester Airport, Manchester 3 per day 381 Bradford-Manchester Airport Manchester, Manchester Airport 2 per day 383 Wrexham-Newcastle 538 Birmingham/Manchester Airport- Glasgow/Edinburgh Wrexham, Chester, Warrington, Manchester Airport, Manchester Manchester, Manchester Airport Page 42 of per day 2 per day 540 Rochdale/Manchester-London Manchester, Stockport, Manchester Airport 5 per day 550 Liverpool/Birkenhead-London Victoria Warrington, Stoke 5 per day 4.48 It is worth noting that the public timetables show an additional 15 minutes being allowed on weekdays for journeys which use the M56 past Manchester Airport Anecdotal evidence obtained shows that National Express have retrenched in recent years from serving Manchester Airport, in part due to the poor reliability of traffic conditions upon the M56. Freight Supply Existing Rail Freight Workings 4.50 Most of the rail routes within the study area carry railfreight on a regular basis. Tabulated below are the key railheads within the study area and the nature of goods handled. Table 4.4 Key Railheads within the M56 Corridor Study Area Railhead Location Nature of Goods Handled Current Status Dee Marsh Shotton Steel (Corus), Paper (Shotton paper) Active Ince Marshes Ince near Helsby Fertilizer Disused Stanlow Stanlow Oil products (Shell) Disused Folly Lane Runcorn Chemical products Active (not currently used) Oakleigh Northwich Limestone Active Lostock Northwich Limestone Active Middlewich Middlewich Salt Disused Sandbach Sandbach Chemicals Active Fiddlers Ferry Fiddlers Ferry Power station coal Active Northenden Manchester Aggregates (Lafarge), domestic waste Active Railnet Royal Mail Warrington Royal Mail terminal Currently disused Dallam Warrington Russells (general goods) Currently disus ed Ellesmere Port Ellesmere Port Former oil terminal/manchester Ship Canal Currently disused Eastham Eastham Currently disused

43 4.51 Current rail freight services running on a regular basis along routes serving the M56 corridor are summarised below. Table 4.5 Existing Rail Freight Services Relevant to the M56 Corridor Study Area Operator Service Nature of goods conveyed Frequency of operation EWS Warrington-Chirk Timber Daily + as required EWS Warrington-Runcorn Chemicals 2 days a week EWS Warrington-Dee marsh (Shotton) General traffic/paper Daily EWS Warrington-Ditton General traffic Daily EWS Margam/Llanwern-Dee Marsh (Shotton) Steel traffic 2 per day Direct Rail Services Crewe-Valley Nuclear flasks As required Freightliner Penmaenmawr-Crewe Ballast As required EWS Tunstead-Oakleigh (Northwich) Lime stone Daily EWS Liverpool Bulk Terminal-Fiddlers Ferry Power station coal Up to 6 trains per weekday Existing water based freight operations and facilities 4.52 The Manchester Ship Canal has seen a recent stabilisation of carryings, with an increase in usage of the route upstream of Runcorn. The key freight carryings have until recently been that of chemicals to Runcorn, as well as accessing Ellesmere Port, but significant fl ows now exist upstream including: grain for Cerestar at Trafford Park; wheat to Manchester Dry docks; and containers to Irlam Wharf using a new Southampton-Irlam-Clydeport service. DEMAND FOR TRAVEL Existing Highway Demand Annual Average Daily Traffic Flows/Season 4.53 Annual average daily traffic (AADT) flows on the key road network have in the main been taken from Highways Agency s report Traffic Monitoring North, 2002 Data Analysis Report prepared by WSP Civils Limited. For sections where no data was available and sections of allpurpose road this dataset has been supplemented with AADT flows taken from various other sources; Cheshire Local Transport Plan 1999 AADT Halton Borough Council 2000 AADT New Mersey Crossing Study 2001 AADT A556 Route Management Strategy 2003 AADT Welsh Assembly Government 2003 AADT 4.54 In order to produce a consistent set of base flows all counts were factored to 2002 using National Road Traffic Forecasts (NRTF) observed growth factors The most important indicator of annual traffic patterns (profile of average daily flow over the course the year) is the seasonality index (SI) which is defined as the ratio of the average August weekday to the average weekday (Monday to Friday) in the neutral months, April, May, June, September and October (excluding periods affected by Bank Holidays). Page 43 of 150

44 4.56 Tabulated below are a summary of AADT, Annual Average Weekday Traffic (AAWT), percentage of heavy good vehicles (AADT%H), number of daily goods vehicles (AADT_H), and seasonality index. For ease of reference the regional highway network has been divided into the discrete sections shown in Figure 4.1. Table 4.6 Existing Traffic Flows (2002) Section Road Location C way 2002 Traffic Levels Standard AADT AAWT AADT%H AADT_H SI 1 A55(T) West of Ewloe D2T A494(T) A55(T)-A550(T) D2T A550(T) A494(T)-A548 D2T A550(T) A548-A5117(T) D2T A5117(T) A550(T)-M56 Jnc 16 D2T M56 Jnc D2M M56 Jnc D3M M56 Jnc D3M M56 Jnc D3M M56 Jnc D3M M56 Jnc 9-10 D3M M56 Jnc 8-9 D3M M56 Jnc 7-8 D3M M56 Jnc 6-7 D3M M56 Jnc 5-6 D4M M56 Jnc 5 Airport Spur D3M M56 Jnc 4-5 D4M M56 Jnc 3-4 D4M A5103(T) M56 Jnc 3-M60 Jnc 5 D3T M56 Jnc 2-3 D2M M56 Jnc 1-2 D3M M53 Jnc 4-5 D3M A41/A550 M53 Jnc 5 A5117(T) S2T M53 Jnc 6-7 D2M M53 Jnc 7-8 D2M M53 Jnc 9-10 D2M M53 Jnc D2M M53 Jnc D2M A55(T) M53 Jnc 12-A51 D2T A55(T) A5-A41 D2T A55(T) A41 A483(T) D2T A55(T) A483(T) - A550 D2T A55(T) A550-A494(T) D2T A533 Silver Jubilee Bridge S4P A556(T) M56 Jnc 7/8 M6 Jnc 19 S4T A556 M6 Jnc 19 A559 S4P A556 A559-A49 D2P A556 A49-A54 S2P A54 A556-A51 D2P/S2P A51 A54-A55(T) S2P Page 44 of 150

45 4.57 Figure 4.3 below provides a further graphical representation of existing traffic levels. Figure 4.3 Existing Traffic Flows (2002 AADT) 4.58 The main findings of this analysis are that; the busiest section of the M56 is between junctions 4 and 3 (the A5103(T) Princess Parkway) with traffic flows in excess of 140,000 AADT, with approximately 60,000 AADT using the M56 junction 5 spur of which the vast majority use the spur to access Manchester Airport. East of the A556(T) traffic flows on the M56 are still high at approximately 110,000 AADT, with heavy goods vehicles accounting for 13,400 AADT_H. Traffic flows on the M56 reduce significantly to 70,000 AADT between the A556(T) and M6. This reflects the strategic significance of the A556(T) which links the M6 at junction 19 and the M56 at junctions 7 and 8 and carries just under 50,000 AADT. the M56 (west of M6 between junction 9 and 15 ) carries approximately 90,000 AADT with heavy goods vehicles accounting for over 12,000 AADT_H. West of M53 traffic flows on the M56 reduce significantly to just over 30,000 AADT, with the majority of trips using the M53 south to Chester or north to Ellesmere Port and the Wirral. Further west on the A550(T) through Queensferry traffic flows rise sharply to over 50,000 AADT reflecting a strong movement between North Wales and Ellesmere Port/Liverpool. the M53 (north of M56) carries typically between 50,000 and 60,000 AADT with heavy goods vehicles accounting for between 6,000 and 7,000 AADT_H. the M53 (south of the M56) carries just over 65,000 AADT, with heavy goods vehicles comprising 6,600 AADT_H. Traffic flows on the A55(T) south of the M53 fall by more than half to 30,900 AADT reflecting the high proportion of trips which leave the M53 and use the A56 into Chester. The eastern section of A55(T) Chester ring road between A51 and A483(T) has increased traffic flows with between 48,000 and 57,000 AADT. Traffic flows on the A55(T) between the A483(T) and A494(T) are substantially less with between 25,000 and 38,000 AADT. This reflects the finding that a significant proportion of traffic at the A55(T)/A483(T) junction south of Chester is between the A483(T) and A55(T) East. Page 45 of 150

46 north of the M56 the A557/A533/A562/A561 route connects the M56 at junction 12 south of Runcorn with the A5300 Knowsley Expressway. The Silver Jubilee Bridge carries over 75,000 AADT with heavy goods vehicles accounting for almost 12,500 AADT_H Table 4.6 shows that A55/A494/A550/A5117/M56 to the west of M6 has a relative high seasonality index which is consistent with its dual function as the main tourist route into North Wales and use by commuting traffic. Tourism in North Wales is a major employer, currently 3.8 million visitors per annum to the area access vi a the M56. To the east of the M6 the M56 has a lower SI indicating that commuting traffic is the predominant influence on annual traffic patterns, even with the presence of Manchester Airport which as one would expect has a SI above unity. Key Highway Movements in the Study Area 4.60 An indication of the key highway movements in the study area has been gained by analyses of origin-destination data from the following sources; South East Manchester Multi Modal Study; A556 Route Management Study; New Mersey Crossing Study; and Queensferry Transportation Study These data sources enabled desire line diagrams to be produced for the following sections of regional highway network; M56 between junctions 6 and 7 M6 between junctions 21 and 21a M6 between junctions 16 and 17 Silver Jubilee Bridge A550(T) Queensferry SEMMMS SEMMMS A556 RMS New Mersey Crossing Study Queensferry Transportation Study 4.62 A summary of the key highway movements within the study area are shown in Appendix D and reproduced below in tabular form. Table 4.7 Key Highway Movements in the Study Area DESTINATION M56 East /Manchester Manchester Airport A56/South Manchester M6 South Northwich/Mid- Cheshire M6 North Warrington ORIGIN M62 East M62 West Runcorn Widnes/S Liverpool Chester Wirral/Ellesmere Port L pool/mersey Tunnels M56 West/North Wales M56 J6-7 Westbound M6 J21-20 Southbound M6 J16-17 Northbound Silver Jubilee Bridge Southbound A550(T) Queensferry Eastbound 12% 25% 4% 9% 16% 7% 6% 1% 6% 12% 14% 11% 8% 25% 4% 1% 2% 1% 4% 10% 21% 4% 2% 12% 24% 7% 9% 9% 4% 4% 6% 12% 2% 4% 14 49% 7% 8% 8% 14% 7% 3% 4% 4% 5% 3% 5% 7% 38% 9% Page 46 of 150

47 4.63 The main findings of this analysis are; the predominant movement on the M56 between junctions 6 and 7 is to/from M6 south (25%), trips that also use the A556(T). Longer distance M56 trips to M56 West/North Wales constitute 12% of the total.; the predominant movements on the M6 between junctions 21 and 20 (Thelwall) are to/from M6 south (25%), Manchester (14%) and Manchester Airport (11%); the predominant movements on the M6 between junctions 16 and 17 are to/from M6 North (24%), Manchester (21%) and Northwich/Mid-Cheshire (12%). Silver Jubilee Bridge although only 20% of trips across the bridge are local (between Widnes and Runcorn) less than 50% of trips use the M56; and the predominant movement on the A550(T) through Queensferry are to/from Ellesmere Port/Wirral (38%) and onwards to Liverpool through the Mersey Tunnels (9%). Longer distance M56 trips to M56 East/Manchester constitute 14% of the total. Existing Rail Passenger Demand 4.64 An analysis has been undertaken of the LENNON rail ticketing data for the financial year, along with that of the MOIRA train flow information Figure 4.9 shows the average number of daily passenger boardings at stations in the M56 study corridor. Figure 4.4 Daily Rail Passenger Boardings 4.66 A summary of the key rail demand movements within the study area are shown Appendix E and reproduced below in tabular form. Page 47 of 150

48 Table 4.8 Summary of Key Rail Demand Movements in the Study Area Line Location WCML South Crewe-Chester Wrexham N Wales Coast Wirral Runcorn Bridge WCML North Chat Moss E Mid-Cheshire North-Cheshire Chester Chester-Hooton Ellesmere Port Warrington Runcorn Mid-Cheshire Hale-Ashley 1% 2% 68% 29% WCML Crewe-Winsford 7% 41% 41% 6% 6% Crewe-Chester-North Wales Crewe-Chester 2% 48% 1% 49% Shrewsbury- Wrexham-Chester Wrexham- Chester 2% 15% 13% 2% 8% 59% 1% 1% North Wales Coast Chester-Shotton 42% 1% 9% 3% 17% 1% 24% 2% 1% Liverpool-Chester Eastham-Hooton 2% 2% 9% 49% 25% 13% WCML (Liverpool Spur) Ditton-Runcorn 94% 5% WCML Wigan-WBQ 99% 1% Chat Moss Line (W) WBQ-Chat M(W) 14% 13% 3% 18% 48% 3% Chat Moss Line (E) WBQ-Chat M(E) 1% 34% 9% 43% 8% 5% 4.67 The main findings from this analysis are that; the Manchester-Altrincham-Northwich-Chester line is very self contained with few trips starting or ending beyond the route; the West Coast Main Line carries through trips generally not starting or ending in the study area; the North Wales Coast Line carries longer distance through trips, primarily towards the South East and Midlands (42%) but also towards Manchester (17%) and to Chester itself (24%); and most of the remaining routes are self-contained, with the potential exception of the Wrexham-Chester line which shows appreciable levels of travel beyond Chester to either North Wales or the Wirral Journey To Work Census Data 4.68 Use has been made of the 2001 census data to show the variation in mode of transport used to travel to work across the M56 transport corridor and surrounding area, compared to the average of; Home Work 8.3% Car/Motorcycle 68.2% Taxi 0.8% Bus/Coach 8.3% Train/Tram 2.3% Cycle 2.4% Walk 9.2% Other 0.5% 4.69 Figures 4.5 to 4.8 below show the variation in mode of transport used for; private vehicle (car driver, car passenger and taxi); public transport as a whole; rail; and bus and coach. Page 48 of 150

49 Figure Percentage Private Vehicle Use as Mode to Work Figure Percentage Public Transport as Mode to Work Page 49 of 150

50 Figure Percentage Rail Use as Mode to Work Figure Percentage Bus and Coach Use as Mode to Work 4.70 The census data has also been used to show below in Figures 4.9 and 4.10 the variation in; distance travelled to work across the M56 transport corridor and surrounding area, compared to the average of 13.2km; and indices of deprivation. Page 50 of 150

51 Figure Average Distance (km) Travelled to Work Figure Indices of Deprivation 4.71 The main findings from this analysis are that; the greatest concentrations of multiple-deprivation are the core areas of the Greater Manchester and Merseyside conurbations with public transport (principally bus) accounting Page 51 of 150

52 for up to 38% of the mode share for journeys to work and typically less than 10km in length. In Merseyside 40% of households have no access to car. the broad correlation between affluence and distance travelled to work supports the general trend that with increased wealth people prefer to relocate to the urban fringes and surrounding rural areas but continue to work in the city centres, accepting the need to undertake a longer commute to work. without a high quality public transport network these longer journeys to work from the rural areas are predominantly made by private vehicle, and this is typified by travel patterns across rural Cheshire. Where public transport services are poor, reliance on the car increases, such as in and around the areas of Northwich, Middlewich, Winsford and Kelsall. As the standard of public transport provision improves so does the uptake to it, as exemplified by above average rail use for areas near the Crewe-Manchester spur of the West Coast Main Line. longer journeys to work and the reliance of car as the primary mode of travel from Flintshire, would appear to support the finding from the West Cheshire North East Wales Sub Regional Study that despite a net migration of population from Chester to Flintshire the predominant commute is west to east over the English border to the major employers in the area including Airbus, MBNA and Vauxhall and which are poorly served by public transport; the relatively high use of public transport in east Wirral and relatively short journey length suggest that the principal locations for employments are nearby in Wirral itself and Liverpool, rather than towards job opportunities to the south including; Chester (including Chester Business Park), Ellesmere Port (including Vauxhall Motors), Deeside Industrial Park and Broughton Airbus. This would appear to support the finding from the Mersey Dee Alliance Transport and Accessibility Improvement Study that there is currently inadequate affordable public transport services to facilitate access to these job opportunities from areas of social exclusion. Existing Air Passenger Demand Manchester Airport 4.72 Manchester Airport is the largest airport in the North West and by far the largest airport in the UK outside the South East, with a throughput of 20 million passengers per annum (mppa). It currently serves around 170 destinations world-wide and has a substantial network of long-haul scheduled services In 2002 the transport mode share for passengers was split; Private Car Drop Off 40.5% Airport Long Stay Car Park 8.0% Private Car Long Stay Car Park 7.5% Taxi/Minicab 29% Hire Car 2.0% Courtesy Bus 2.8% Bus/Coach 4.5% Train 5.6% Liverpool John Lennon Airport 4.74 Liverpool John Lennon Airport has seen rapid recent growth and is an important gateway to Merseyside and the second airport for the North West. Passenger numbers have quadrupled in the last five years, mainly as a result of developing alternative markets to Manchester such as no-frill services. In 2003, the Airport handled 3.2 mppa. Page 52 of 150

53 4.75 In 2002 the surface access transport mode share for passengers was split; Private Car 67.5% Taxi/Minicab 20.4% Hire Car 4.2% Train 5.9% Bus/Coach 9.9% Other 2.5% Existing Freight Demand 4.76 Within the study corridor the key routes are provided in a north-south direction by way of the M6 motorway and West Coast Main Line; along with east-west movements from Holyhead and Deeside via the M56 itself A summary of the key generators and attractors are; the multitude of port facilities available on Merseyside/Wirral at such locations at Seaforth, Garston and Ellesmere Port act with both road and rail benefiting from these flows; Deeside Industrial Park, including Corus and Toyota. Within the park there are a number of large industries including paper, power, building products, motor components, electronics, engineering, food-related industries and specialist steel and plastic products; Vauxhall Motors plant at Ellesmere Port; Ford-Jaguar plant at Halewood; Shell UK oil refinery at Stanlow; chemical manufacturing facilities at Runcorn; and salt industry around Northwich Elsewhere in the study corridor, the distribution and hi-technology industries have become focused along the M56 corridor generating freight movements individually of low volume but when aggregated making up substantial road flows An analysis has been made of the UK freight model as held and maintained by MDS Transmodal. From this model all flows by either rail or road which would be forecast to utilise the M56 study corridor have been extracted, based upon tonnes lifted by mode Tables 4.9 below details the breakdown of the road freight origins and destinations which use the M56 corridor. It should be noted that this table contains a small element of noise with some unusual movements predicted to use the M56 corridor, such as between the South West and the East Midlands, but only involving very small tonnages lifted. Page 53 of 150

54 Table Annual 000 s tonnes lifted by road freight in M56 corridor (2002) East Midlands East England Grater London North East North West Scotland South East South West Wales West Midlands Yorkshire Total East Midlands East England Greater London North East North West Scotland South East South West Wales West Midlands Yorkshire Total , , , , ,669 2,719 1,614 32, , , , , , , , , ,455 2, , , ,926 3,508 3,017 54, As one would expect the predominant road freight movements in the M56 corridor are those with either an origin or destination within the North West region. Road freight to/from Wales is the next strongest movement followed by the West Midlands and Yorkshire. The largest individual movement of road freight are trips within the North West itself i.e. North West intraregional trips account for over 36% of annual tonnes lifted by road freight in the M56 corridor Interestingly, road freight from the North West of England to South East/London has a low level of usage in the M56 corridor, with other routes obviously being preferred for this strong movement, such as along the parallel M62 or the main north-south M6 motorways The M56 therefore may be seen to perform only a limited freight role, with the total tonnes lifted of 54.2 million comparing poorly to the UK wide total of 1,640 million tonnes lifted only 3%. Table 4.10 below shows an analysis of the proportion of UK road freight which uses the M56 corridor for all or part of it s journey. Table Proportion of UK road freight tonnes lifted in M56 corridor (2002) East Midlands East England Grater London North East North West Scotland South East South West Wales West Midlands Yorkshire Total East Midlands % - - 0% 8% 0% 0% 1% East England % % - 0% 1% Greater London % % - 0% 0% North East % % 5% - 1% Page 54 of 150

55 East Midlands East England Grater London North East North West Scotland South East South West Wales West Midlands Yorkshire Total North West 31% 14% 14% 8% 14% 3% 7% 14% 58% 22% 12% 16% Scotland % % 1% - 1% South East % % - 0% 1% South West 0% % % - 5% 0% Wales 21% 16% 30% 24% 33% 16% 5% 2% 0% 7% 51% 7% West Midlands 0% - - 6% 35% 2% - - 7% - 10% 3% Yorkshire 0% 0% 0% - 14% - 0% 5% 34% 4% - 2% Total 2% 1% 1% 1% 16% 0% 0% 0% 7% 2% 2% 3% 4.84 As this table clearly shows, the M56 appears to have a limited role in meeting the routeing needs of UK plc for road freight movements. The shaded cells in Table 4.10 display where the M56 carries over a quarter of the total road freight fl ows for this movement, and applies only to those movements which of necessity need to use the route, such as Wales to Yorkshire, and Wales to the North West Tables 4.11 below details the breakdown of the rail freight origins and destinations which use the M56 corridor. Table Annual 000 s tonnes lifted by rail freight in M56 corridor (2002) East Midlands East England Grater London North East North West Scotland South East South West Wales West Midlands Yorkshire Total East Midlands East England Greater London North East North West Scotland South East South West Wales West Midlands Yorkshire Total , , , , ,146 Page 55 of 150

56 4.86 Again, this table shows that the strongest M56 corridor movement for rail freight is to/from the North West which is followed by the movement of rail freight to/from Wales. The strongest individual movement is that between North East England and Wales, almost certainly based upon steel products Overall, rail holds a market share of tonnes lifted in the M56 corridor of 8%, a figure close to the UK average of 6% The Port of Manchester (Manchester Ship Canal) handled around 8 million tonnes of freight, in 2001, mainly liquid bulk to and from the petro-chemical industry at Stanlow, but also dry bulk to Ellesmere Port and Runcorn. Upstream of Runcorn approximately 1 million tonnes of freight per annum are carried formed of dry and liquid bulk cargoes, with a recent new service established bringing containers to Irlam Wharf direct from Southampton and Clydeport In 2002 Manchester Airport handled almost 116,000 tonnes of air freight, whilst Liverpool handled some 27,500 tonnes (of which almost half was mail). Air freight is in the main carried in the hold of passenger aircraft (known as belly-hold freight) as well as on dedicated all-cargo aircraft. At Manchester Airport some 60 percent of air freight is belly-hold. Page 56 of 150

57 5. Initial Baseline Assessment of Problems and Issues 5.1 This section of the report examines the current problems and issues associated with highway, rail and freight services and networks as derived from a desktop study of the existing information available. Analytical Representation of Highway Related Problems and Issues Congestion Reference Flows 5.2 The Congestion Reference Flow (CRF) of a link is an estimate of the Annual Average Daily Traffic (AADT) flow at which the carriageway is likely to be congested in the peak periods on an average day. For the purposes of calculating the CRF, congestion is defined as the situation when the hourly traffic demand exceeds the maximum sustainable hourly throughput of the link. At this point the effect on traffic is likely to be one or more of the following: flow breaks down with speeds varying considerably, average speeds drop significantly, the sustainable throughput is reduced and queues are likely to form. This critical flow level can vary significantly from day to day and from site to site and must be considered as an average. The CRF is a measure of the performance of a road link between junctions. The effect of junctions must be considered separately and has not been undertaken for this study. 5.3 Links of the same standard will have different CRF values determined by the proportion of heavy vehicles, the peak to daily ratio, the peak hour directional split and the weekday/weekly flow ratio. The variation of the local daily/peak hour flow profile over the year indicates when the peak hours/periods occur. Thus a link which experiences the traditional morning and evening commuter peaks, and has AADT traffic levels equal to the CRF, is likely to be congested for approximately 250 hours per year in the weekday peaks in the peak direction. (There being approximately 500 weekday peak hours in the year, half of which will have a higher than average demand flow). 5.4 Appendix F provides details of the formula used to calculate the congestion reference flow. Existing Level of Stress on the Regional Highway Network 5.5 The CRF is used in comparison with the AADT to derive the stress factor for a link, which is used as a proxy for journey time reliability. Values greater than 0.75 are generally held to give cause for concern (as reflected in the Appraisal Summary Table worksheet for Journey Time Reliability). The stress factor for a link is defined as the ratio between the annual average daily traffic (AADT) and the congestion reference flow (CRF), with a value of 100% relating to an AADT equivalent to the CRF, with approximately 250 hours of congestion per year in the peak direction. 5.6 Table 5.1 summarises the existing levels of stress on the regional highway network in the study area. Table 5.1 Existing Stress Levels (2002) on the Regional Highway Network 2002 Traffic Levels Section Road Location CS AADT PK%H CRF %STRESS 1 A55(T) West of Ewloe D2T % 1 A494(T) A55(T)-A550(T) D2T % 1 A550(T) A494(T)-A548 D2T % 2 A550(T) A548-A5117(T) D2T % 2 A5117(T) A550(T)-M56 Jnc 16 D2T % Page 57 of 150

58 2002 Traffic Levels Section Road Location CS AADT PK%H CRF %STRESS 3 M56 Jnc D2M % 3 M56 Jnc D3M % 3 M56 Jnc D3M % 3 M56 Jnc D3M % 3 M56 Jnc D3M % 3 M56 Jnc 9-10 D3M % 4 M56 Jnc 8-9 D3M % 4 M56 Jnc 7-8 D3M % 4 M56 Jnc 6-7 D3M % 4 M56 Jnc 5-6 D4M % 4 M56 Jnc 5 Airport Spur D3M % 4 M56 Jnc 4-5 D4M % 4 M56 Jnc 3-4 D4M % 4 A5103(T) M56 Jnc 3-M60 Jnc 5 D3T % 4 M56 Jnc 2-3 D2M % 4 M56 Jnc 1-2 D3M % 5 M53 Jnc 4-5 D3M % 5 A41/A550 M53 Jnc 5 A5117(T) S2T % 5 M53 Jnc 6-7 D2M % 5 M53 Jnc 7-8 D2M % 5 M53 Jnc 9-10 D2M % 5 M53 Jnc D2M % 6 M53 Jnc D2M % 6 A55(T) M53 Jnc 12-A51 D2T % 6 A55(T) A5-A41 D2T % 6 A55(T) A41 A483(T) D2T % 6 A55(T) A483(T) - A550 D2T % 6 A55(T) A550-A494(T) D2T % 7 A533 Silver Jubilee Bridge S4P % 8 A556(T) M56 Jnc 7/8 M6 Jnc 19 S4T* % 9 A556 M6 Jnc 19 A559 S4P % 9 A556 A559-A49 D2P % 9 A556 A49-A54 S2P % 9 A54 A556-A51 D2P/S2P % 9 A51 A54-A55(T) S2P % 5.7 Figure 5.1 reproduces the existing level of stress for the regional highway network in the study area. Page 58 of 150

59 Figure 5.1 Existing Level of Stress for the Regional Highway Network 5.8 On the basis of this analysis the following sections of key road network are shown to be overcapacity; M56 between junctions 6 and 7; A556(T) between M56 junctions 7/8 and M6 junction 19; A533 Silver Jubilee Bridge; and A51 east of Chester All of these locations that have been identified as sections of road suffering from congestion in the peak periods. 5.9 However, on the basis of this simple method of analysis the A5117(T)/A550(T) through Deeside Park would appear to be operating successfully. Clearly, this is not the case with the level of stress being significantly underestimated because the CRF formula takes no account of the limiting capacity of the at-grade junctions Indeed the CRF formula also takes no account of the interaction between junctions for example, the impact of weaving traffic between closely spaced junctions. Thus it is reasonable to conclude that the existing levels of stress for sections of the M53 between junctions 5 and 11, and M56 between junctions 3 and 6 have been underestimated using this approach. Existing Congestion Represented By Average Speeds Below 30mph 5.11 An alternative means of representing the level of stress of the key road network is by reference to the number of hours per annum where average speeds have fallen below 30mph, as shown in Figure 5.2 below. Page 59 of 150

60 Figure 5.2 Number of Hours per Annum with Average Speeds Less Than 30mph 5.12 Figure 5.2 above was produce using information supplied by Trafficmaster and provides further evidence of the stress that the M56 east of junction 7 is under. It is unfortunate that similar data was not available for all of the regional highway network in the study area and in particular, the A556(T), M56/A5117(T)/A550(T)/A494(T) west of junction 15, and Silver Jubilee Bridge In addition the Highways Agency holds a journey time database for the motorway network, that can be interrogated at 15 time minutes intervals (or averaged according to need) by making best use of data from three sources; MIDAS data Trafficmaster ITIS data GPS generated data (albeit biased toward commercial vehicles and more expensive cars) 5.14 Although outside of the timeframe for completing this draft report it is considered that interrogation of this database would provide useful further information on existing conditions. Future Level of Service on the Regional Highway Network 5.15 A preliminary estimate of the future levels of stress that can be expected on the regional highway network, over a 15 year horizon, has been made by applying October 1997 National Road Traffic Forecast factors, to the 2002 base flows. Historically, Low and High traffic growth profiles had been prepared, but these are now replaced by a single central default growth profile. NRTF assumes a traffic growth factor of 1.35 between 2002 and It should be noted that NRTF factors take no account of the possibility of road user charging being introduced at some date in the future In terms of the standard of highways provision for the future year regional highway network, no highway improvements have been assumed to provide a worst case scenario. Page 60 of 150

61 5.17 Table 5.2 below summarises the future levels of stress on the regional highway network in the study area assuming unconstrained traffic growth. Table 5.2 Future Levels of Stress (2019) on the Regional Highway Network Carriageway 2019 Central NRTF Section Road Location Standard AADT Stress 1 A55(T) West of Ewloe D2T % 1 A494(T) A55(T)-A550(T) D2T % 1 A550(T) A494(T)-A548 D2T % 2 A550(T) A548-A5117(T) D2T % 2 A5117(T) A550(T)-M56 Jnc 16 D2T % 3 M56 Jnc D2M % 3 M56 Jnc D3M % 3 M56 Jnc D3M % 3 M56 Jnc D3M % 3 M56 Jnc D3M % 3 M56 Jnc 9-10 D3M % 4 M56 Jnc 8-9 D3M % 4 M56 Jnc 7-8 D3M % 4 M56 Jnc 6-7 D3M % 4 M56 Jnc 5-6 D4M % 4 M56 Jnc 5 Airport Spur D3M % 4 M56 Jnc 4-5 D4M % 4 M56 Jnc 3-4 D4M % 4 A5103(T) M56 Jnc 3-M60 Jnc 5 D3T % 4 M56 Jnc 2-3 D2M % 4 M56 Jnc 1-2 D3M % 5 M53 Jnc 4-5 D3M % 5 A41/A550 M53 Jnc 5 A5117(T) S2T % 5 M53 Jnc 6-7 D2M % 5 M53 Jnc 7-8 D2M % 5 M53 Jnc 9-10 D2M % 5 M53 Jnc D2M % 6 M53 Jnc D2M % 6 A55(T) M53 Jnc 12-A51 D2T % 6 A55(T) A5-A41 D2T % 6 A55(T) A41 A483(T) D2T % 6 A55(T) A483(T) - A550 D2T % 6 A55(T) A550-A494(T) D2T % 7 A533 Silver Jubilee Bridge S4P % 8 A556(T) M56 Jnc 7/8 M6 Jnc 19 S4T* % 9 A556 M6 Jnc 19 A559 S4P % 9 A556 A559-A49 D2P % 9 A556 A49-A54 S2P % 9 A54 A556-A51 D2P/S2P % 9 A51 A54-A55(T) S2P % Page 61 of 150

62 5.18 Figures 5.3 and 5.4 below present the future year traffic growth forecast flows and levels of stress on the regional highway network in Figure 5.3 Forecast 2019 Annual Average Daily Traffic (Central NRTF) Figure 5.4 Forecast Level Stress 2019 (Central NRTF) Page 62 of 150

63 5.19 It is evident from Table 5.2 above that the regional highway network has a finite capacity and in its current form will be unable to accommodate unconstrained traffic growth over a 15 year horizon Even with peak spreading, which has the effect of increasing the CRF (and hence the calculated level of stress), many of the forecast flows are unachievable, such as; across the Silver Jubilee Bridge, the A556(T) and M56 between junctions 6 and 7. Indeed, as previously stated the table above underestimates the level of stress on sections of road affected by the interaction of junctions. Analytical Representation of Rail Related Problems and Issues 5.21 Rail related problems as considered from an analytical approach considering three different aspects of capacity/constraints: Network Capacity Utilisation as depicted in the 2004 Network Rail Business Plan, showing how busy the rail routes are in the UK; train capacity utilisation effectively acting as a measure of peak period crowding; and rail freight network constraints Each of these will be considered in turn. Network Capacity Utilisation 5.23 The 2004 Network Rail Business Plan provides information on how busy the rail network is terms of the number of available train paths compared to the demand for them. Where capacity exceeded 90% it is considered serious operational problems would result with high levels of unreliability Table 5.3 shows the results of the 2000 analysis for the key rail corridors in question: Table 5.3 Rail Network Capacity Utilisation (2004 Network Rail Business Plan) Route % utilisation Chester-Northwich-Manchester 30-70%* Chester-Warrington-Earlestown-Manchester 30-70%* Chester-Wrexham 30-70% Chester-Crewe 30-70% Bidston-Shotton-Wrexham 30-70% Chester-Hooton 30-70% Ellesmere Port-Hooton 30-70% Helsby-Ellesmere Port <30% Frodsham-Runcorn Crewe-Runcorn-Liverpool (WCML) Crewe-Weaver Junction Weaver Junction-Warrington Bank Quay Weaver Junction-Runcorn-Liverpool n/a >90% 70-90% 30-70% Note: * indicates that 70-90% Network Utilisation was identified on approaches to Manchester Hub As this table shows the key problem identified is that of the main West Coast Main Line south of Weaver Junction and at key pinchpoints in the Manchester hub area. Both of these issues are Page 63 of 150

64 being addressed by the SRA as part of their Manchester Hub and West Coast Main Line strategies, along with the Regional Planning Assessments and Route Utilisation Strategies. For the remaining routes in the study area minimal line capacity problems were identified. Train Capacity Utilisation 5.26 A methodology similar to that used in the London and South East area has been adopted based upon advice from the SRA, which is broadly based upon PIXC Passengers in Excess of Capacity. The process used is set out below: extract from MOIRA the flows of passengers along each link for passengers who arrive at the major destination station between 0700 and 1000 on a weekday, the major stations in the study area being Manchester, Chester, Liverpool and Warrington; from estimates of the seating capacity provided by the Train Operating Companies over the same morning peak period (based on scheduled train services), and allowing for an additional 35% to take account of standing over and above the seated capacity; and express percentage train capacity utilisation as the ratio of the number of passengers to total passenger capacity (seating plus standing) over the weekday morning peak period Figure 5.5 below shows the results of such an analysis for the M56 corridor study routes, with colour coding set for train capacity utilisation. Figure 5.5 Train Capacity Utilisation 5.28 Figure 5.3 shows that none of the routes are subject to overcrowding problems when considered in the context of the full morning peak period. However, it should be bourn in mind that the passenger demand profile is not uniform over the 3 hour morning peak period (07:00-10:00) and therefore it is reasonable to conclude that the %train capacity utilisation for the morning peak hour will be higher than for the average morning peak period. This may require further investigation in any future stages of this study. Page 64 of 150

65 Rail Freight Network Constraints 5.29 Separate to the issues associated with the passenger rail network are the constraints which exist restricting the ability of freight trains to access certain areas of the country. The two constraints applicable are route availability (RA) and loading gauge Route availability is a function of the permissible axle-loading along the line, and is expressed as a rating between RA1 and RA10, with the higher the index the greater the axle load that can be carried. The rating is affected, in particular, by the strength of bridges along a route Within the M56 study area most of the routes are rated at the highest permissive axle load of RA10, with the exception of the line north of Hooton to Birkenhead and Liverpool which is rated at a lower RA8, and north of Shotton to Bidston which is rated at RA7. As such there are minimal constraints upon the weight of rail vehicle that can be accommodated in the study area Loading gauge constraints describe the ability of a route to take different sizes of wagons over the network, and is a function of the clearances afforded by platforms, bridges and tunnels The loading gauge presents greater problems in the study area, as is evident from Figure 5.4. This shows the loading gauge ratings in the study area, as obtained from the Network Rail Freight Commercial website and classified as: W7 (W6A-8 ): able to accommodate 8 high containers on normal height wagons; W8 (W6A-8 6 ): able to accommodate 8 6 high containers on normal height wagons; W9 (SB1c): able to accommodate demountable loads (swap bodies) and 9 6 high containers using low floor/pocket wagons; and W10 (SB1c): able to accommodate 9 6 high containers on specific wagons. Figure 5.6 Loading Gauge Map Page 65 of 150

66 5.34 As is evident from this figure the main north-south West Coast Main Line has been fully cleared to take the increasingly dominant 9 6 maritime containers, and so have the links to the rail hubs at Trafford Park in Manchester, and Seaforth and Garston in Merseyside. Away from this corridor the majority of the rail network is rated at W8 with a small section of W7 on the Mid Cheshire line which means that the high containers cannot be conveyed on these routes. Increasingly container traffic is adopting the height of 9 6 as standard, which will lead to increasing problems for rail in maintaining competitiveness with road for inter-modal (container based) traffic. Page 66 of 150

67 6. Inventory of Problems and Issues and Potential Transport Measures Identified Through Document Review and Stakeholder Consultation 6.1 The purpose of this section is to document the full range of problems and issues and potential transport measures (relevant to the M56 corridor study area) that have been identified through document review and from stakeholder consultation. It must be stressed that a detailed examination of the regional significance of the problems identified has not been undertaken as part of this scoping exercise, and therefore their presence should not be misconstrued as an endorsement of their regional importance. 6.2 Section 7 of this report relates these problems and issues back to the corridor objectives (outlined in Section 2), while Appendix G presents the results from a broad qualitative assessment of the extent to which the transport measures identified through document review and stakeholder consultation could potentially contribute to the strategic objectives for the M56 corridor. 6.3 In addition to a description of the identified problem and issues and potential transport measure the following information has been collated where available; status of the scheme/measure, with committed schemes highlighted in red an indication of the likely cost of the scheme/measure, (estimated range where data not available); less than 5m; 5m to 50m; 50m to 100m; and greater than 100m. an indication of the potential timescale for implementation (estimated where no timescale provided in documented references, and categorised as either a; short term measure (0-5years); medium term measure (5-10years); or long term measure (over 10 years). Page 67 of 150

68 Table 6.1 Identified Highway Related Problems and Issues/Transport Measures in the Study Area Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation HP1 The M56 east of M6 is not part of Trans- European Network Routes. Trans-European Routes are designated to be of highest strategic importance, with the principal function of catering for long distance traffic movements linking origins and destinations with international significance. Indeed the M56(West of M6)/A5117(T)/A550(T)/A94(T)/A55(T) forms part of E22 from Ireland, through North Wales (via Holyhead), that uses the M6 to join the M62 trans-pennine route to Hull and onward to Europe. However, the M56 east of M6 is not part of the TENs even though both Manchester Airport and Liverpool John Lennon Airport are a part of TENs. The status of A556(T) should also be reviewed as it also part of the main approach to Manchester Airport from M6 south. Regional Planning Guidance for the North West HS1 Designate the M56 east of M6 as a Trans European Route Short Term HP2 General recognition of a need to better manage highway demand together with the development of telecommunications to reduce the need to travel. The regional road network has a finite capacity and that demand already exceeds supply in certain key locations leading to congestion and problems of journey time reliability to all road users. Increases in traffic growth will assert greater pressure on the road network with a subsequent deterioration in the level of service to all road users. Issue raised at stakeholder consultation with Warrington MBC and Manchester Airport HS2a Company travel plans including car sharing incentives and flexible work practices Short Term HS2b School travel plans Short Term HS2c Car pooling sites at motorway interchanges. Short Term HS2d HS2e Dedicated lanes for road based public transport services in conjunction Dedicated lanes for high occupancy vehicles Medium Term Medium Term HS2f Road user charging Medium Term HS2g Parking charges (including disincentives for kiss-ride at Airports) and workplace charging Short Term HS2h Closure of motorway junctions Medium Term HS2i Telecommunications development of technologies which will facilitate teleshopping, teleworking and video conferencing Short Term Page 68 of 150

69 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation HP3 General recognition of a need to make better use of existing infrastructure. A significant proportion of the regional road network is running at or near capacity, resulting in unreliable journey times, frustration to drivers and increased cost to industry. The impact of incidents and roadworks exacerbate these problems. With vehicle ownership rising steadily, demand is forecast to increase further. Highways Agency Business Plan 2003/04 HS3a HS3b HS3c Ramp metering on slip roads at appropriate junctions to ensure traffic joins motorways in a controlled way, avoiding queues. Use of the hard-shoulder as a running lane to increase link capacity. Electronic variable speed limit signs to smooth traffic flows at busy times Less than 5m Medium Term 5m to 50m Short Term 5m to 50m Short Term HS3d Other 'Active Traffic Management' systems including, enhanced message signs and strategic incident diversion routes. For particular application see problem ref. FP5. Short Term HS3e National Traffic Control Centre improve the information to travellers about delays and recommended diversions using electronic message signs NTCC already operational although the range of services are still being rolled out. Short Term offer new telephone and Internet services enabling travellers to make more informed travel choices provide improved traffic information to the media and other organisations supply information to the Government's Transport Direct service (see HS3f below) The Welsh Assembly have set up their own TCC Traffic Wales based in Coryton (South Wales). HS3f Government's Transport Direct service which will provide a comprehensive route planning service covering all modes of transport. Short Term HP4a Poor journey time reliability on the A550(T)/A494(T) through Deeside and Queensferry. This section is running at or near capacity during the peak periods. The duration of the peak period is increasing as drivers alter their travel times to reduce delays. Congestion Historically traffic growth along this corridor has been higher than national growth and further expected growth will add significantly to existing congestion. These problems will be Queensferry Transportation Study, September 2000 The Transport Framework for Wales, HS4a Review of options for solving capacity problems on A55 Ewloe to Northop Trunk Road Forward Programme 2002, Welsh Assembly Government 5m- 50m Medium Term Unlikely to proceed before April 2008 Page 69 of 150

70 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue on the trunk road is a frequent occurrence and is severe at times. Future Problem and Issue exacerbated by planned developments in the Deeside Industrial Park which may act as a deterrent to tourist destinations including, North Wales coastal areas, Snowdonia National Park and Anglesey (and beyond to Ireland via the ferry terminal at Holyhead). Documented References where available November National Assembly for Wales, November 2001 Trunk Road Forward Programme 2002, Welsh Assembly Government Measure Ref. HS4b Potential Measures Identified of Documented References and/or Stakeholder Consultation A55/A494 Ewloe interchange improvement with a connection to A494 to Mould Status (where relevant) Trunk Road Forward Programme 2002, Welsh Assembly Government Cost Range 5m- 50m Potential Timescale for Implementation Medium Term Unlikely to proceed before April 2008 HP4b Safety issues on the A494(T)/A550(T) through Queensferry and Deeside. The accident rate on this section is above the national average and four times higher in places. Future increases in traffic will add significantly to the existing traffic safety problems. HS4c Widening A494 Drome Corner to Ewloe Trunk Road Forward Programme 2002, Welsh Assembly Government 5m- 50m Short Term Procurement under early contractor involvement (late 2006/07) HS4d Widening A494/A550 Deeside Park to Drome Trunk Road Forward Programme 2002, Welsh Assembly Government 5m- 50m Short Term In progress HP5a Poor journey time reliability on A5117(T)/A550(T) between the end of the M56 and the Welsh border. Average speeds of 40mph in the peak as result of insuf ficient junctions capacity. In the inter peak average speeds still only reach 55mph as a result of the high proportion of heavy goods vehicles and slow moving agricultural vehicles. At the A5117/(T)A540 roundabout in the morning peak hour the mainline flow of traffic bound for Deeside Park and onwards to North Wales has to give priority to the lesser movement of commuters between Neston and Chester creating significant delays. The reverse is true in the evening peak hour and delays to traffic bound for Manchester. Deeside Park Junctions Study, 2001 HS5 Deeside Park junctions improvement scheme on-line grade separation of the at-grade three junctions along the route, together with the provision of a service road combined with pedestrian/cyclist/ equestrian facilities. Improvements will comprise new two-level junctions with the M56, A540 and A550(T). Highways Agency Targeted Programme of Improvements Scheme 5m- 50m ( 21m Deeside Park 2001) Short Term Scheduled to be open to traffic in 2007 HP5b Safety issues on A5117(T)/A550(T) between the end of the M56 and the Welsh border last three remaining at-grade junctions on E22 in England. All three junctions have existing road safety problems. A550(T)/A5117(T) traffic signals most heavily trafficked section of the A550(T), Page 70 of 150

71 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue with poor accident record, associated with high approach speeds and queuing traffic give rise to high number of shunts and loss of control accidents A5117(T)/A540 roundabout long queues develop at peak times affecting both the A5117(T) and A540. High approach speeds coupled with poor deflection, particularly for westbound traffic gives rise to high number of shunts and loss of control accidents. Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation A5117(T)/M56 high approach speeds in particular on the A5117(T) eastbound and M56 approaches, coupled with substandard alignment on the M56 approach are cited as the cause of accidents at this junction. HP6 Access between the Wirral and Deeside Park/North Wales. The M53/M56 Stoak Interchange has no connection between M53 North and M56 West Instead these movements are catered for by the A41/A550 and as a result it is accepted that this section of trunk road should continue to be part of the core trunk road network. The A550 route is a standard single 2 lane carriageway and is approaching capacity during peak periods. Future increase in traffic growth including planned developments in the Deeside Industrial Park are likely to result in a deterioration in the level of service on this section of trunk road. M53/A55/A483 Birkenhead to Welsh Border Route Management Study. HS6a A550 Improvement Hooton to Sealand To be considered as part of road based study for Wirral to North Wales HS6b Provision of M53/M56 Stoak Interchange West/North Links To be considered as part of road based study for Wirral to North Wales 5m- 50m 5m- 50m Long Term Long Term HP7 Signing issues at the M53/M56 Stoak Interchange and A55/A494 Ewloe Interchange. Traffic on the M56 bound for North Wales is signed to follow the M56/A5117(T)/A550(T)/A494(T), and likewise traffic on the A55 bound for Manchester is signed to follow the A494(T)/A550(T)/A5117(T)/M56. When the CCTV camera located at the A5117(T)/A550(T) identifies an incident or significant congestion, there is the opportunity to activate the variable message signs (VMS) on the M56 east of junction 15 and on the A55(T) west of the Ewloe interchange to route traffic via the M53 and A55(T) to the south of Issue raised at stakeholder consultation with both the Welsh Assembly Government and the Highways Agency. HS7 Active traffic management at the M56/M53 Stoak Interchange Less than 5m Short Term Page 71 of 150

72 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation Chester. Whilst active traffic management is in operation on the A55(T) this is not currently the case on the M56. It is understood that VMS east of M56 junction 15 is in need of being upgraded. HP8 Close proximity of junctions on the M53 between junctions 5 and 11. The weaving length between many of the junctions on this section of motorway is not to standard (DMRB Volume 6 Section 2 TD 22/92). M53 Junction 5 to 6, 7 to 8, 8 to 9 and 10 to 11 all have a weaving length below the desirable minimum of 2km. The close proximity of junctions and the impact of weaving traffic is to reduce the capacity of the motorway below its theoretical capacity. Whilst this section of motorway generally operates satisfactorily some delays are already experienced on the approaches to M53 junction 10 for traffic destined for Cheshire Oaks Designer Outlet Village, the Blue Planet Aquarium together other facilities such as cinemas and restaurants. Planned development in the Ellesmere Port Economic Development Zone will add further pressure to this section of motorway. Issue raised at stakeholder consultation with the Highways Agency HS8 Potential M53 highway improvements junctions 5 to 11 Although there are currently no scheme proposals to improve for this section of motorway the Highways Agency requirements are that any proposals for significant development adjacent to this section of motorway will need to be subject to a detailed traffic impact assessment and may require the need for highway improvements to be made. This is a particular issue here given the close proximity of junctions. Long Term HP9a HP9b HP9c Delays at the A55/A483 interchange south of Chester are a regular occurrence during the peak periods. Safety at the A55/A483 interchange is a concern. Environmental issues at the A55/A483 interchange are also a concern. These problems will be exacerbated by development proposals associated with Chester Business Park. Chester Business Park is designated by the NWDA as a strategic regional site.. Future increases in traffic will add to the existing safety and environmental problems. M53/A55/A483 Birkenhead to Welsh Border Route Management Study A5/A483 Shrewsbury to Chester Road-Based Study. HS9 Major junction improvements to the A55(T)/A483(T) Interchange. Preferred option to provide increased capacity on the roundabout to accommodate the dominant north to east bound movement from A483(T) to A55(T), and to provide free flow left turn slip roads. (Proposals for a three level interchange are no longer being pursued). A dedicated slip from the A483 on to the eastbound A55 has recently been completed (June 2003). Highways Agency have been asked to dev elop a schemed to be considered for inclusion in the TPI. 5 to 50m Medium Term HP10a Delays on the A51 east of Chester frequently occur during the peak periods as a result of overcapacity at A51/A55 and A51/A41 junctions. Cheshire County Council Local Transport Plan 2001/ /06 HS10a A51 improvements east of Chester although no studies or scheme proposals have been put forward by Cheshire CC to address the problem of congestion. Long Term HP10b Strategic signing from the M6 may be a contributory factor with Chester signed away HS10b Highway authorities should give high priority to ensuring that the Primary Route Network Less than 5m Short Term Page 72 of 150

73 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation from the M6 at both junction 16 (A500/A51) and junction 18 (A54/A51). Indeed a high proportion of heavy goods vehicles from M6 south heading for the Wirral/Ellesmere Port/Deeside Park use the A51 in preference to the M56 because of the fuel cost savings that can be gained. direction signing is up-to-date and consistent. In particular M6 to Wirral/Ellesmere Port/Chester/North Wales. HP11 Journey time reliability issues on the M56 between junctions 12 and 14 and as a result a transfer of traffic to the already heavily trafficked A56 through the villages of Helsby and Frodsham. Flow breakdown in the westbound direction is often the result of queuing traffic back from the Deeside junctions. Delays in the eastbound direction can extend back from the A557/M56 junction 12 Clifton Interchange. The off-slip of the M56 eastbound carriageway has part-time signal control at peak times to give priority over other traffic, however there are still problems that result in traffic backing back to the motorway. Cheshire County Council Local Transport Plan 2001/ /06 Halton Borough Council, Local Transport Plan 2001/ /06 HS5 HS7 HS11 Active traffic management at the M56/M53 Stoak Interchange (see HS5) and the Deeside Park junction improvements (see HS7) should improve the flow of traffic in the westbound direction. Improvements to M56 junction 12 need to be considered in light of the proposals for a new Runcorn to Widnes Mersey Crossing and the regeneration proposals in the Runcorn area. Less than 5m Less than 5m Short Term HP12a Delays on the approaches to the Silver Jubilee Bridge are a regular occurrence during the extended peak periods. These delays also affect the reliability of public transport. Queues of up to 1.5km are regularly experienced on the Expressway approaches. HP12b The Silver Jubilee Bridge was opened in 1961 as a three lane single carriageway but in 1977 it was widened to four lanes of substandard width with poor facilities for pedestrians and no safe facilities for cyclists. The poor standard of the Bridge contributes to the poor road accident rate in Halton at 0.128% of the population, the number killed or seriously injured on Halton s roads is twice the national average. Congestion and the poor standard of the bridge is a major constraint to the development of integrated sustainable transport strategies. Traffic growth of over 17% over the last seven years is almost double the national average and increasing congestion on the Silver Jubilee Bridge will be a constraint to economic regeneration both locally and across the sub-region and hamper the growth of major development areas, such as Speke/Garston, Omega, Daresbury, and Widnes Waterfront. Future growth in traffic flows seeking to cross the bridge are likely to be forced on to alternative routes, impacting on the Mersey Tunnels and the M6 Thelwall Viaduct. Halton Borough Council, Local Transport Plan 2001/ /06 New Mersey Crossing, Major Scheme Appraisal, Halton Borough Council 2003 HS12a Proposals for a major scheme for a new crossing of the River Mersey between Runcorn and Widnes include; a new bridge crossing 1.6km east of the existing bridge. A dual 2 lane all pupose standard linking between the Central/Bridgewater/ Daresbury Expressway junction in Runcorn and Ditton Roundabout in Widnes. the new crossing connecting directly into Central Expressway, with Central Expressway crossing Daresbury Expressway via a new high level flyover. reduce the existing Silver Jubilee Bridge to two lanes of vehicular traffic with improved pedestrian and cycle facilities. Access to the bridge would require negotiation of the several junction to dissuade strategic traffic from using the bridge. A major scheme bid has been submitted to Government. A strategic assessment of the impact the new crossing has on travel patterns is currently being undertaken including the impact on M56 junctions 11 and 12, and M62 junctions 6 and 7. More than 100m (Between 291m and 336m at 2002 estimates Major Scheme Appraisal for New Mersey Crossing) Medium Term Page 73 of 150

74 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation HP12c Delays of 10 minutes are frequently experienced on the A557 Weston Point Expressway at Clifton Hall for southbound traffic heading for M56 junction 12. The strategic impact of any new crossing has travel patterns including; the Mersey Tunnels; M6 Thelwall Viaduct; Warrington Mersey Crossing; M56 junctions 11 and 12; and M62 junctions 6 and 7 is required. Issue raised at stakeholder consultation with Highways Agency HS12b In addition highway improvements are proposed at both the Weston Point Expressway Interchange at Clifton Hall and the Southern Expressway Interchange at Halton Lodge. Less than 5m Medium Term HP13a Delays at the A558 Eastern Expressway/A56 Daresbury Bypass roundabout junction with regular queues during the peak periods particularly on the A556 Eastern approach. The Eastern Expressway is a single carriageway continuation of the Daresbury Expressway dual carriageway. The draft Halton UDP proposes a development area for East Runcorn as a sustainable extension of the urban area to accommodate employment and housing needs to 2016 and beyond. The area includes the designated strategic regional site at Daresbury Park including the Daresbury Laboratory, proposed Science Park site and adjoining sites. Alternative sustainable access will need to be explored to avoid further pressure on the road network in the East Runcorn area. East Runcorn Development Area Sustainable Transport Framework, Mott MacDonald 2003 HS13a HS13b As part of the Daresbury Park development works include proposals to upgrade M56 junction 11 slip roads and signalise the westbound off-slip entry to the roundabout. In order to accommodate the level of development to 2012 the following improvements to the existing highway network have been proposed; Widening the A558 Eastern Expressway to wide single carriageway between Pitts Heath Land and access to Daresbury Laboratory. Widening to dual carriageway is likely to be prohibitive on cost grounds as additional structures would be required over railways etc. Dualling of the A558 Eastern Expressway between access to Daresbury Laboratory and the A56 Daresbury Bypass Works committed under Section 278 agreement as part of the Daresbury Park Phases 1-2 and Daresbury Science Park planning approvals. Identified in East Runcorn Development Area Sustainable Transport Framework Less than 5m Less than 5m ( 2.5m estimate in 2003) Short Term Medium Term Improvements to the A558 Eastern Expressway/A56 Daresbury Bypass roundabout M56 junction 11 full signalisation, widening of the circulating carriageway and widening of entries The proposals above take no account of possible increases in traffic flow through East Runcorn as a result of the proposed new Runcorn to Widnes Mersey Crossing. Page 74 of 150

75 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation HP13b Some delays are currently experienced at the M56 junction 11 roundabout (partially signalised), by A56 Daresbury Bypass traffic during the peak hours. RS11a RS11b New rail station on West Coast Main Line at Daresbury Business Park New rail station on North-Cheshire Line at Delph Lane No prospect of funding in short/medium term No prospect of funding in short/medium term Long Term Long Term Employment bus services linking Murdishaw bus terminal and Runcorn east to; Short Term Manor Park and Daresbury Laboratory Abbots Park and Daresbury Laboratory Increase frequency on Runcorn- Sandymoor-Warrington Hourly service on Runcorn-Darsebury- Manchester Airpot route Hourly bus service Runcorn-East Runcorn- Northwich HP14 Congestion is a particular problem for northsouth movements in Warrington which in part is a result of; Warrington Local Transport Plan HS14 New crossing to the west of Warrington in conjunction with flood defence scheme. 5m to 50m Long Term the New Town road network not being completed, so large areas of new development have poor or constrained access; impact and lack of control over, motorway flows, and in particularly the M6 when incidents occur; and lack of bridge capacity across the Manchester Ship Canal with four crossings carrying 60,000 AADT. The single existing fixed bridge carrying the B5156 has a weight limit of three tonnes. HP15a H15b Poor journey time reliability on the A556(T) between M6 junction 19 and M56 junction 7. This section of trunk road is running at capacity during extended peak periods. Safety issues on the A556(T) between M6 junction 19 and M56 junction 7, include; speeding drivers; narrow carriageway widths; right turning problems for numerous side- A556 (M6 Junction 19 to M56 Junction 7) Route Management Strategy Public Consultation March 2004 HS15a Short terms measures are currently under consideration as part of a Route Management Strategy for the A556(T), including full footway along length of route full crossing facilities at Mere (A50) junction right turn bans a Moss Lane and Mere A556 RMS Public Consultation Proposals, March 2004 Less than 5m Short Term Page 75 of 150

76 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue roads, private frontages and field accesses. Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Golf Club junctions Status (where relevant) Cost Range Potential Timescale for Implementation HP15c Environmental issues on the A556(T) between M6 junction 19 and M56 junction 7, include; pollution of air, noise, and water quality from heavy volumes of traffic. HS15b Medium term proposals include; dual carriageway between Mere and Bucklow Hill Mere junction improvements upgrade G-turn at Bucklow Hill emergency refuge lay -bys capacity/safety upgrade to M6 junction 19 and Bowdon roundabout A556 RMS Public Consultation Proposals, March m to 50m Medium Term HP15d Congestion on the A556(T) has resulted in a transfer of traffic on to alternative parallel routes such as the A535 and A34. Issue raised at stakeholder consultation with both Cheshire CC and AGMA. HS15c Longer term proposals include; dualling of the whole route (50mph speed limit) and connecting services roads to carry local traffic and pedestrians/cyclists A556 RMS Public Consultation Proposals, March m- 100m Long Term further improvements to Mere Junction, to a two level junction convert any remaining accesses to left in and left out only two level junction at Rostherne Lane/Millington Lane free flow links to M6 junction 19 and M56 junctions 7/8 Proposals for a new standard motorway link have been rejected by the Secretary of State on environmental grounds. In addition, the Secretary of State concluded that alternative options to improve the M60 junction 20 Lymm interchange did not represent value for money and rejected them. HP16 Poor journey time reliability on the M56 between junctions 7 and 3 and accessibility to Manchester Airport. Between M56 junctions 4 and 3 (the A5103 Princess Parkway) the motorway is operating in excess of its operating capacity in the morning and evening peak periods a problem that is compounded by heavy weaving movements such as M56 East (e.g. Stockport) traffic heading for M56 West (e.g. Birmingham) conflicting with Princess Parkway traffic heading for Wythenshawe and Manchester Manchester Airport is currently operating at 20 mppa and significant spare runway capacity could enable the Airport to cater for 50 mppa, subject to environmental considerations. It is forecast to be handling around 40 mppa by The area around Manchester Airport is subject to major business park development pressures at Manchester Business Park (formerly known as Woodhouse Page 76 of 150 HS16a Widening scheme between M56 junctions 5 and 6, at-grade improvements to M56 junction 6 roundabouts and a dual carriageway between M56 junction 6 and Terminal 2. Scheme improvements to be in place prior to Manchester Airport passenger throughput exceeding 10,100 pph (currently forecast to be reached with a annual throughput of between 30 and 37.5 mppa by 2014). Scheme part of a Section 278 agreement that formed part of the planning consent of the second runway public inquiry. Latest proposals shown at public exhibition in Section 278 agreement for 5m- 50m ( 11.4m - M56 Western Access Improvements 2000) Medium Term Scheduled to be completed by 2009

77 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation Airport. Slow moving and queuing traffic is regular experienced between M56 junctions 7 and 3. The M56 is used heavily by commuter traffic into and out of Manchester City Centre from the south and west and continued traffic growth is resulting in extended peak periods. Park) and Davenport Green. Davenport Green has been designated by NWDA as a regional strategic site. Davenport Green includes the works at M56 junction 6. HS16b Possible widening of M56 junctions 6 to 7. 5m- 50m Long Term (Between 29m and 34m A556 Area Study 2003) H17 Recognition that the growth in Manchester and Liverpool Airports will not be sustainable if they rely on the private car. Manchester Airport Draft Ground Transport Strategy Liverpool John Lennon Airport Surface Access Strategy Details of all measures proposed to increase the public transport mode share at Manchester and Liverpool Airports are not been included in this report, as they are covered in the respective ground transport strategy documents. Page 77 of 150

78 Table Identified Freight Related Problems and Issues/Transport Measures in the Study Area Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation FP1 In many supply chains, including Just In Time systems, transport operators can be tightly constrained to delivery time slots (by their customers). In these circumstance the reliability and predictability of journey time can be more important than minimising journey time. M56 Chester to M60 junction 4 has been identified by members of FTA s North West Freight Council as one of the most congested parts of the regional road network, carrying most of the region s trade and in most urgent need of upgrading and further investment. This section of motorway is ranked 7 th in the FTA s order of investment priorities for the North West Regional Road Network. In addition congestion and journey time reliability are identified as an issue for freight movements on the cross-border A5117/A550 and A55/A483 routes between the North West and North Wales. The Silver Jubilee Bridge and A556(T) are identified as congestion pinchpoints. North West Regional Freight Strategy FTA North West Trade Routes Targeted highway measures are covered in Table 6.1 above. FP2 The drivers of freight vehicles are obliged to take statutory breaks and rest periods as directed by EU drivers hours legislation. There is a concern that the lack of a comprehensive approach to the provision of such facilities combined with pressure to develop land for other purposes has resulted in goods vehicles being forced to park in less suitable locations. The Road Haulage Association list the following truckstops in the study area; North West Regional Freight Strategy Category A - Poplar 2000 Services at Lymm (M6 Jnc 20, M56 Jnc 9) with 220 spaces, and Category C M56 Truckstop at Lower Whitley (M56 Jnc 10, south on A49 to junction with A533) with 60 spaces Page 78 of 150

79 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation FP3 It is recognised that road user charging is under consideration as a means of managing demand on the highway network. Concern that the imposition of charges on goods vehicles, to enter urban areas in particular, could increase transport costs with little potential improvements in efficiency. It is understood that Government is currently in the process of developing a distance-based charging regime for commercial vehicles for implementation in 2006, but the likely impact of this is not yet known. North West Regional Freight Strategy FP4 Provision of up-to-date and consistent direction signing can make a significant contribution to the safe and efficient operation of the highway network. In addition to the increased use if inappropriate routes by heavy goods vehicles, inadequate and inconsistent direction signing can lead to congestion and increased journey times/distance travelled. North West Regional Freight Strategy FS4 Highway authorities should give high priority to ensuring that the Primary Route Network direction signing is up-to-date and consistent. (see HS10) FP5 Limited use of new technology to provide better driver information and to co-ordinate flows. For example, in the event of the closure of the Kingsway Mersey Tunnel crossing, enhanced message signs could be used to forewarn hgv drivers and thereby eliminate the need for a long detour to Silver Jubilee Bridge. Issue raised at stakeholder consultation with FTA FS5 MerseyTunnels (Merseytravel) and Liverpool City Council are both seeking to introducing an enhanced message signing strategy to provide diversionary information in the event of incidents/ roadworks and special events. This strategy could be linked and extend to the adjacent motorway network Particular application of measure ref. HS3d. Short Term FP6 The volume of heavy goods vehicles using the A56 Chester Road to access Whitehouse Industrial Estate at Preston Brook. The predominant movement is for good vehicles to leave the M56 at junction 11 and use the A56 Chester Road. Halton Borough Council, Local Transport Plan Merseyside Freight Study FS6 The concept of a new access to the M56 from Whitehouse Industrial Estate, between junctions 11 and 12, has been put forward in Halton BC s LTP. No detailed layout (or sketch arrangement) has been prepared for the new motorway access. It should be point out that under current guidelines there would be a presumption against a new motorway junction with direct access to a development and in any event it This scheme can only be considered as an aspiration at this stage Unlikely to be implemented in the foreseeable f uture Page 79 of 150

80 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation is unlikely that a new junction be introduced without a departure from the appropriate design standards (DMRB Volume 6 Section 2 TD 22/92). Status (where relevant) Cost Range Potential Timescale for Implementation FP7 Restricted train paths on West Coast Main Line (WCML) for freight limits scope for new traffic/growth. Particular pinchpoints exist on double track sections south of Warrington Bank Quay to Crewe. Also freight access to Trafford Park through Manchester Piccadilly- Deansgate corridor SRA target of 80% growth in rail freight will exacerbate problem. Solutions could include the proposals for Port Salford which would involve direct access to WCML via link to Chat Moss route. Salford Port proposals from Peel Holdings FS7a FS7b West Coast Upgrade proposed to provide guaranteed timetabled hourly paths south of Crewe. This will not resolve access to Trafford Park. Possible routeing of freight via reinstated Halton Curve to Chester and thence via Chester and Shrewsbury. Long Term Long Term FP8 Restricted loading gauge problem on rail freight routes. This limits the scope for conveyance of swap body (road-rail trailers) or high cube containers. As road haulage industry adopts higher payload trailers/containers the problem will become more restricting without gauge enhancements FS8a Network of routes cleared to W10 gauge to accommodate deep sea containers of 9 6 height and 2.5m width. Enlargement of Newton-le-Willows to proposed Port Salford development to W10 would be key to proposals. In conjunction with Network Rail, the SRA is developing proposals Medium Term FS8b The provision of W12 gauge to accommodate inter-modal units, including swap bodies, for routes serving ports and Channel Tunnel corridor. Longer term aspiration Long Term FS8c W18 gauge for key links in the network for piggyback trailer operation. Longer term aspiration Long Term FP9 Suspension of Freight Facilities Grants. Railfreight grants are required to pump prime possible new entrants such as Vauxhall at Elllesmere Port. Suspension of Freight Facilities Grants in 2003 has no end in sight North West Regional Freight Strategy FS9 Reinstatement of Freight Facilities Grants Not aware of any timetable to reinstate FFGs Short Term FP10 Lack of accessible inter-modal facilities for customers with no direct rail or water access of their own. FS10a Facilities which provide quick, easy and affordable means of transferring freight from road to rail are a key component for encouraging greater use of rail freight for customers with no direct rail access of their own. A number of inter-modal terminals, rail-linked warehouses and distribution centres need to be developed. Page 80 of 150 The NWDA designated strategic regional site at Ditton, Widnes is identified as a strategic rail freight park. The sites lies to the south of the Liverpool branch of the WCML and is served by the freight only line to Arpley, Warrington which A public sector led consortium is developing the proposals which will build on the potential of two 5m- 100m Medium Term

81 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation serves the Fiddlers Ferry Power Station. Status (where relevant) existing railfreight business (Widnes Intermodal Rail Depot and Widnes International Freight Terminal). Cost Range Potential Timescale for Implementation FS10b Proposals exist for rail/road/water facilities at Port Salford (Peel Holdings) and Trafford Interchange (at Carrington). Medium Term FS10c New rail/water/road at Ince Marshes proposed by Peel Holdings which would enable access between rail, Ship Canal and M56 to be easily made. Medium Term FP11 Manchester Airport and LJLA can both accommodate a substantial increase in freight throughput without needing a step change in runway capacity. This should be utilised to enable more services to be provided to reduce the need for freight to be moved by road to airports in London and the South East. This is currently constrained for a variety of reasons including; system of international route licensing from Regional Airports lack of fiscal measures to encourage growth of more sustainable air-freight, e.g. effective grant regimes surface access and provision of freight facilities FS11a FS11b FS11c Reform of system of international route licensing from regional airports, at Manchester in particular, continues to constrain the growth of scheduled international freight and passenger flights. Seek fiscal measure which encourage the growth of more sustainable air-freight, for example, provision of more effective grant regimes for the dev elopment of air freight facilities where appropriate, and by encouraging the air freight industry to offer comparable rates for freight with those at London airports Make best use of existing facilities and explore potential for off-site facilities with appropriate transport links. Recommendation in North West Freight Strategy Recommendation in North West Freight Strategy Recommendation in North West Freight Strategy Short Term Short Term Long Term HS16a Improvement in surface transport infrastructure to Manchester Airport (see HS16a) and relaxation of legal restrictions on Manchester Airport s local authority owners under the Airports Act 1986, as they currently limit business opportunities and partnerships (for example investment in public transport) in which the airport can participate Recommendation in North West Freight Strategy FS11d Highway infrastructure improvements to LJLA, including a new Eastern Access Route from the A561 to the new cargo Recommendation in North West Freight Strategy Medium Term Page 81 of 150

82 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation development areas. Status (where relevant) Cost Range Potential Timescale for Implementation HS12a New Mersey Crossing but ensure that proposal takes account of issues of access to LJLA (see HS12a) FP12 Concern that ship canal carryings have seen a long term decline since the 1950 s, though stability was reached in the1990 s, despite the availability of the necessary infrastructure. Remaining flows on the ship canal only travel inland as far as Irlam on a regular basis. However, the reduction in shipping levels has meant that the three swing bridges in Warrington no longer open as often as in the past, but when they do, extensive disruption is caused. Increased use of the ship canal would therefore have an adverse impact in Warrington. Additional Ship Canal development proposed by Peel Holdings at Port Salford which could see additional canal carryings upstream. Could lead to Warrington swing bridges becoming a key constraint again. North West Regional Freight Strategy Issue raised at stakeholder consultation with Warrington BC FS12 Infrastructure exists to carry substantial flows of freight for selected cargoes (e.g. containers, bulks and wastes). Recommendation in North West Freight Strategy Short Term Table Identified Passenger Rail Related Problems and Issues/Transport Measures in the Study Area Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation RP1 Poor station environment provided at a selection of stations, including Chester, Crewe, Frodsham and Northwich, which leads to a discouragement of rail traffic due to fears of vandalism, personal security. Social problems are likely to lead to greater vulnerability of stations to vandalism. Where rail usage declines vandalism is likely to increase. RS1a Crewe station redevelopment (including rebuilt concourse, better bus/taxi access, new car park, remote check-in for Manchester Airport) in order to fulfil its role as a key regional hub, Funding Partners being sought 5m- 50m 12.5m (MidMan Study ) Short Term RS1b Major environmental improvements at Chester rail station, accompanied by bus/rail/car/taxi/cycle interchange Short Term Page 82 of 150

83 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation RS1c Upgrading of all stations to minimum standards, encompassing information, security, car/cycle parking, waiting environment. Focus placed upon current known problems at Frodsham (including potential park-and-ride), Northwich, and Runcorn East. Working with Rail User Groups. Rail user groups are promoting cases improvements. Short Term RP2 Poor journey time reliability for rail services in and through the study area, particularly during the evening peak periods. Reliability problems are often the result of problems elsewhere on the rail network, with Manchester Hub acting as the main bottleneck. Forecast growth in rail usage will lead to a greater pressure on existing rail network. RS2a RS3b New chord linking Victoria to Deansgate, Oxford Road and Piccadilly station, along with improved approaches to Piccadilly station. A new Manchester Airport Rail link (see RS3b below) could open up opportunities for alternative routes to Manchester from the south via the Airport for example North Wales-Manchester Airport-Manchester. This may then relieve the burden through Deansgate resulting improved journey time reliability to other services. Study currently being undertaken of Manchester Hub to assess capacity relief/enhancement options Long Term RP3 Poor accessibility and long rail journey times to Manchester Airport from the west. There are no direct services to Manchester Airport from Chester/North Wales. Journey times from Liverpool Lime Street to Manchester Airport are longer than trans- Pennine journeys from York. Demand for air access will increase, as will demand upon rail network capacity. RS3a RS3b Diversion of current Liverpool- Manchester Airport service via Chat Moss route will improve journey time and reliability, but will remove direct link Warrington-Manchester Airport. Manchester Airport Western Rail Link including resignalling of the Styal line and additional platforms at Manchester Airport,. Access by heavy rail from Liverpool/Chester/North Wales directions. Also can provide for circular Liverpool- Airport service, connecting Liverpool, Warrington, Manchester Piccadilly, Airport, Knutsford, Northwich, Runcorn, South Liverpool Parkway. Alternatively capacity could possibly be released through Deansgate resulting in improved journey time reliability to other services. Confirmed implemention Internal audit undertaken by SRA with no funding currently allocated to advance scheme Current North West Regional Planning Assessment being undertaken by SRA to advise on rail options More than 100m ( 370m - Railtrack 2000 NMS) Short Term Late 2004 Long Term Page 83 of 150

84 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation RS3c Upgrade Hartford Station to increase regional role on WCML by means of greater service frequency and reinstatement of peak time London services. Short Term RS3d Reopening to passenger services tied in with Manchester Airport Western Rail link (see RS3b) and new Liverpool circular service. In current Cheshire LTP Medium Term RP4a Potential exists for further improvement in public transport access to Liverpool John Lennon Airport, with challenging modal shift targets in Airport s Surface Access Strategy. Future plans for expansion of Liverpool Airport show increased demand from Vale Royal/Halton cross the Mersey to south Liverpool. Liverpool John Lennon Surface Access Strategy RS4a RS4b Upgrade of Halton curve to full two-way working with associated hourly Chester- Liverpool via Runcorn rail service South Liverpool Parkway (Allerton Interchange) In current Halton LTP 5m- 50m Long Term Under construction 5m- 50m ( 15.5m - Merseyside LTP APR July 2003) Short Term Identified in LTP for delivery in 2005/06 RS4c Dedicated high quality bus link between South Liverpool Parkway and Liverpool Airport and serving The Estuary development In current Merseyside LTP Less than 5m Short Term RS4d Merseytram Line 3 between South Liverpool Parkway and Liverpool Airport and serving The Estuary development Merseyside LTP Annex E submission due July 2004 More than 100m (Latest estimate for Merseytram Line 1 225m) Long Term RP4b Poor accessibility and long rail journey times between Chester/Helsby/Frodsham area to south Liverpool/Liverpool Airport. RS4e Reopen Ditton Station in conjunction with housing development at Hale Bank (500/600 houses) In current Halton LTP Less than 5m Long Term RS4f New Station at Beechwood In current Halton LTP Less than 5m Long Term RS4g Electrification Ellesmere Port Helsby. Easy extension of current Merseyrail services to Helsby to provide better connections and serve new housing/industry at Ince/Elton Medium Term RP5 Poor level of service afforded along northsouth axis in mid Cheshire. Limited access Cheshire CC LTP RS1a Crewe station planned for improved access point to rail network (see RS1a) Page 84 of 150

85 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue points to rail network, with quality of Crewe station poor in terms of parking, station environment and interchange with bus/slow modes. Future Problem and Issue Documented References where available Measure Ref. RS5b Potential Measures Identified of Documented References and/or Stakeholder Consultation SRA proposals for new semi-fast Birmingham-Liverpool/Preston rail service operated by Central Trains will open up opportunities for improved service at Hartford/Winsford. Status (where relevant) Confirmed implementation Cost Range Potential Timescale for Implementation Short Term RS5c Reopening of freight only Northwich- Sandbach line. Would provide scope for diversion of current Crewe/South Wales services via Manchester Airport and hence into Piccadilly. (Linked to Western Airport Rail Link see RS3b) In current Cheshire LTP Less than 5m Medium Term RS5d New station at Middlewich Cheshire LTP Less than 5m Medium Term RS5e Parkway station at M6 Sandbach, to be served by reopened Middlewich and new Airport western link trains as well as Wilmslow line trains. Long Term RP6a RP6b Rail passenger capacity issues on the North- Cheshire Line (Chester-Warrington- Manchester) during peak periods. Low level of off-peak service f requency on the North-Cheshire Line, currently hourly off-peak. Issue raised at stakeholder consultation with Cheshire CC Cheshire CC LTP RS6a Increased number of carriages during peak periods for North Cheshire Line services RS6b Minimum half hourly service In current Cheshire LTP Short Term Short Term RP7 Poor level of service on the Mid-Cheshire Line (Chester-Northwich-Manchester), including low line speeds, poor daytime frequencies (hourly off-peak service) and lack of interchange facilities. Cheshire CC LTP RS7a RS7b Minimum half hourly service Greenbank/Northwich or Knutsford to Manchester with scope for alternating stopping/semi-fast services New Mid-Cheshire line Parkway located near, Lostock Gralam near Northwich. One option under consideration is to relocate the station to make it more convenient for a proposed business park in the triangle created by the convergence of the A556 and A559 roads. In current Cheshire LTP Feasibility study recently commissioned by Mid-Cheshire Community Rail Partnership Short Term Medium Term RS7c Upgrade route to provide better line speed to provide better journey times In current Cheshire LTP Medium term RS7d Use of diesel trams and potentially run them on Metrolink Conceptual idea based on Diesel Trams for Community Railways AEA Technology Medium Term Page 85 of 150

86 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation RS7e Extension of Metrolink to Hale with single track parallel running to heavy rail line Has not been progressed. Long Term RS7f New station at Mickle Trafford Has not been progressed. Less than 5m Unlikely to be progressed RP8 Inadequate publicity of available rail services including the North-Cheshire and Mid- Cheshire Lines. Issue raised at stakeholder consultation with Cheshire CC RS8 Publicity awareness campaign to alert the public of available public transport services including the North-Cheshire and Mid- Cheshire Lines. In current Cheshire LTP Less than 5m Short Term RP9 Fare anomalies for medium distance crossboundary travel. Tensions in fares structures at the boundary between areas where fares are set by PTEs and surrounding areas where fares are set by the operator with SRA regulation. As result of these anomalies passengers often choose to park-and-ride to a station within the PTE area or are dissuaded from using rail at all. RS9 Extend PTE multi-modal ticket and fares baskets to logical travel to work areas (e.g. to Knutsford/Lostock Gralam by means of Cheshire buying in to scheme). Short Term RP10 Poor level of service on the Wrexham-Bidston line, and poor access to Deeside Park. Cheshire CC LTP Queensferry Transportation Study RS10a Minimum half hourly service In current Cheshire LTP RS10b Electrification of the line between Bidston and Woodchurch Being promoted by Merseyside PTE Short Term Medium Term RS10c Full electrification of the Wrexham to Bidston Line Decrease journey times on the Wrexham - Bidston line and would allow services to connect with Mersey Rail. Identified in Queensferry Study. No progress has been made. Long Term RS10d Increase in line speed on Wrexham-Bidston line from existing speed of mph giving a reduction in journey time Being promoted by Flintshire County Council and Merseyside PTE Long Term RS10e Provision of new station at Shotton possibly along with a bus feeder network connecting the new station with businesses on Deeside Park Identified in Queensferry Study. No progress has been made. Less than 5m ( 0.7m Queensferry Study 2000) Long Term Page 86 of 150

87 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation RS10f New chord linking Bidston-Wrexham line to North Wales Coast line. Would allow for direct services between north Wales and the Wirral. If combined with electrification of the Wrexham - Bidston line would allow for direct services between north Wales and Liverpool. Identified in Queensferry Study. No progress has been made. Long Term Table 6.4 Identified Road Based Public Transport Related Problems and Issues/Transport Measures in the Study Area Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation CP1 Lack of high quality road based public transport services and interchange facilities to support sustainable development and the growth of Manchester Airport. Page 87 of 150 CS1a Regional network of high quality limited express services on specific routes with high-quality interchange facilities. Cheshire CC are promoting Cheshire NET Six express and key inter urban routes using the motorway and primary route network with high quality interchanges; Manchester - South Manchester - Manchester Airport Knutsford/Poplar Warrington South - Runcorn/Darsebury - Chester Warrington Birchwood - Knutsford/Poplar Stoke Warrington Birchwood - Knutsford/Poplar Macclesfield Warrington Birchwood - Knutsford/Poplar Wilmslow/Congelton - Hanley Manchester - South Manchester - Manchester Airport - Wilmslow/Congleton - Hanley Manchester South Manchester - Manchester Airport - Knutsford/Poplar 2000 Sandbach - Crewe Interchange points may be park-and-ride only sites or may also have interchange facilities with other public transport services. Further studies are ongoing 50 m- 100m ( 87m Road Based Public Transport and Interchange Strategy) Short Term/ Medium Term

88 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Interchange scheme proposals include; Status (where relevant) Cost Range Potential Timescale for Implementation Crewe Rail Gateway M56/M6 Interchanges at Services and all junctions Sandbach Motorway Car Share/Kissand-Ride Facility Knutsford/Poplar 2000 Area Interchanges Mid-Cheshire Line Parkway eg Lostock Gralam Hartford Station Interchange Enhancement Winsford Station Interchange Enhancement Chester East Interchange and Parkand-Ride Ellesmere Port South Interchange and Park-and-Ride Halton South Interchange Warrington South Park-and-Ride Warrington Bus Station Upgrades Birchwood Interchange Warringon South Manchester Interchange Upgrade (Barlow Moor) CP2 Poor journey time reliability in Manchester Airport area of M56 caused by peak time congestion has led to avoidance of routeings and hence poor level of express coach services to the airport. Will get worse with increasing highway traffic flows in proximity to airport. CS2 Manchester Airport strategic approaches bus priority. Bus lanes (possibly on the hard shoulder) and selected vehicle detection on strategic approaches to the Airport particular from the M56. Medium Term CP3 Inadequate public transport provision in the Mersey Dee area (Wirral to Chester and surrounding area including Deeside Development Zone) to link people from areas of multiple deprivation to opportunities for work. Mersey Dee Alliance Transport Needs and Accessibility Improvement Study CS3a Provision of public transport services Short Term CS3b Fiscal measures to combat exclusion Short Term CS3c New/improved public transport infrastructure Medium Term Page 88 of 150

89 Table 6.5 Identified Planning Policy and Land Related Problems and Issues in the Study Area Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation LP1 The overriding aim of Regional Planning Guidance for the North West (RPG13) is to promote sustainable patterns of spatial development and spatial change. Policies SD1-SD9 set out the Spatial Development Framework for the North West, where the policies apply to areas/localities where development and urban renaissance resources need to be focused. It was highlighted that particular regard should be given to Policy SD1 which deals with the Regional Poles and surrounding areas within the North West Metropolitan Area. Regional Planning Guidance for the North West (RPG13) Issue raised at stakeholder consultation with GONW LP2 A need to link people from areas of multiple deprivation to opportunities for work. It is essential that adequate public transport services are in place to provide this linkage. Merseyside has a low car ownership with 40% of households without a car. Merseyside Local Transport Plan LP3 A need to develop the growth of knowledge-based industries in a sustainable manner. The presumption should be that sites are located such that the workforce have the best opportunity to make the journey to work by sustainable forms of transport. Concern from some stakeholders that the development of knowledge-based industries adjacent to areas with a relatively low skill base (those less able to make use of job opportunities) is perhaps not the most sustainable form of development for these areas, generating longer trips to work than other sectors. Issue raised at stakeholder consultation with Warrington BC LP4 Concern that the problems of congestion experienced with the Silver Jubilee Bridge are having a negative impact on the local economy, the Merseyside ERDF objective 1 and Regeneration Priority Area and the North Cheshire ERDF Objective 2. New Mersey Crossing Major Scheme Appraisal Halton BC Local Transport Plan LP5 Concern expressed that more development in the M56 corridor is not sustainable in terms of north-south movements. In addition to the pressures on the Silver Jubilee Crossing there is concern that development would put increased pressure on the road network in Warrington. Issue raised at stakeholder consultation with Warrington BC Page 89 of 150

90 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation LP6 Manchester International Airport is identified in the RES as a key contributor to economic regeneration and growth. The area around Manchester Airport is subject to major business park development pressures at Manchester Business Park (formerly known as Woodhouse Park) and Davenport Green. Davenport Green has been designated by NWDA as a strategic regional site. Current congestion may detract from the attractiveness of this site to prospective occupiers, thus constraining its contribution to regional economic growth. Major employment growth at Davenport Green (estimated at 4,300) combined with growth in airport passenger levels and thus direct airport related employment will lead to increased traffic levels at this already pressured location, possibly constraining the potential of each and thus the achievement of regional economic objectives. Manchester Airport have concerns about motorway congestion associated with adjacent developments. Regional Economic Strategy Mersey Belt Study LP7 Proposals to widen M6or new M6 expressway ( toll road extending north from Birmingham to Manchester between junctions 11a and junction 19 of the existing M6) and improvements to the A556(T) may result in induced (and reassigned) traffic leading to further pressures on this section of motorway, and M60 between junctions 6 and 12. There already tensions between strategic and local traffic on M60 junctions 6 and 12, and increase in traffic as a result of improvements elsewhere may inhibit the development potential of UDP allocations in Salford and Trafford. Issue raised at stakeholder consultation with AGMA Page 90 of 150

91 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation LP8 Liverpool John Lennon Airport is identified in the RES as a key contributor to economic regeneration and growth. There are strategic regional sites located adjacent to the airport site at The Estuary, at Ditton (Widnes) and Daresbury (Runcorn). Although congestion is not currently considered to be a problem in the area this is qualified by difficulties at the Silver Jubilee Bridge linking the area to Runcorn and the M56. Increased traffic levels are anticipated in future as a result of airport passenger growth and increased demand for workers at Liverpool Airport and The Estuary/Ditton/Daresbury which are likely to exacerbate problems on the bridge. As there is no current alternative to road based access to these sites this will restrict the accessibility of jobs to residents of identified deprived areas. This contrasts with the RES objective aim of enabling new jobs to be accessed by people living in deprived areas. Regional Economic Strategy strategic regional sites, first monitoring report Liverpool John Lennon Airport Surface Access Strategy LP9 Congestion at Queensferry having negative impact on business perceptions of border areas but is subject to current improvement scheme. LP10 Linkages with North West region identified as key to economic development of North Wales. Congestion on approaches to M56 likely to restrict accessibility and thus will constrain opportunities for growth in these areas (especially in the west, which are amongst the worst performing areas in Europe Objective 1) which rely on the A55(T) for strategic access via the motorway network to customers & suppliers in the NW and beyond. North Wales Development Strategy (draft) Wales Spatial Plan Page 91 of 150

92 Prob. Ref. Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Existing Problem and Issue Future Problem and Issue Documented References where available Measure Ref. Potential Measures Identified of Documented References and/or Stakeholder Consultation Status (where relevant) Cost Range Potential Timescale for Implementation LP11 High travel to work movements across into England already identified in Flintshire. Future employment and housing growth in Flintshire focussed around Connah s Quay, Deeside and Queensferry, thus likely to contribute to further increase in journeys in this area, for both leisure activities and work related travel on both sides of the border. Wales Spatial Plan Development Plan Review LP12 Considerable employment growth anticipated as strategic sites and other large allocations come forward at Chester (c120 Ha). Population growth anticipated to be slower than in past and this is likely to require, and encourage, workers to travel from the surrounding area. Strategic Regional Sites Development Plan Review LP13 Northwich identified as focus for population growth in Cheshire. Plans provide for relatively high employment growth in district to help reduce high commuting levels. If this doesn t come forward, commuting will increase with implications for eastern part of M56 to access Manchester area. Road Based Study of Mid Man Area (PBA) Development Plan Review Page 92 of 150

93 7. Relating Identified Problems and Issues to Proposed Corridor Strategy Objectives 7.1 The purpose of this section is to relate the problems and issues identified through document review and/or from stakeholder consultations to the proposed strategy objectives. It is important to stress that a detailed examination of these problems and issue to ascertain the strategic importance of the problem has yet to be undertaken, i.e. there is a need as part of the next stage in the study to establish whether the problem has genuine regional significance or whether the problem is clouded by perception. 7.2 In undertaking this exercise it was necessary to review and modify the strategy objectives put forward at inception stage, with the following changes; the sub-objective Support the delivery of strategic regional sites and support the growth of knowledge-based industries in North Cheshire was broadened to Support the delivery of strategic regional sites and the growth of existing and target sector industries in the M56 transport corridor, since it was considered that the original sub-objective was to restrictive to a particular target sector industry. the separate sub-objectives Enhance transport network efficiency including public transport services and Improve journey time reliability were combined into the single sub-objective Enhance strategic transport network efficiency and improve journey time reliability including public transport services, since it was considered that in any qualitative assessment retaining the two original sub-objectives would have resulted in a double counting of benefits. Table Relating Identified Problems and Issues to Proposed Corridor Strategy Objectives Proposed Corridor Strategy Objectives ENABLE ECONOMIC REGENERATION AND DEVELOPMENT IN A MANNER THAT MAXIMISES ACHIEVEMENT OF SUSTAINABILITY OBJECTIVES Support the delivery of strategic regional sites and the growth of existing and target sector industries in the M56 transport corridor Problem Ref HP2 HP3/FP1 HP4a/ FP1/ LP11 HP5a/ FP1/ LP11 Problem Identified through Document Review and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) There is a need to better manage highway demand to encourage sustainable development which in part is the responsibility of industry and can be facilitated through measures such as company travel plans including car sharing incentives and flexible work practices. There is a need to make better use of existing infrastructure. A significant proportion of the regional road network is running at or near capacity, resulting in unreliable journey times, frustration to drivers and increased cost to industry (as a result of the impact on just-in-time delivery systems). The impact of incidents and roadworks exacerbate these problems. Congestion on the A494(T)/A550(T) between Ewloe Interchange and Welsh/English has a significant impact on the operational performance of the route. This has a knock-on effect on local and national regeneration initiatives as they have a direct bearing on the perception of this route as a gateway to/from North Wales and to Deeside Park Industrial Zone, and the reliance of industry on just-in-time delivery systems. Linkages with the North West region are identified as key to economic development of North Wales. Congestion on approaches to M56 likely to restrict accessibility and thus will constrain opportunities for growth in these areas which rely on the A55(T) for strategic access via the motorway network to customers & suppliers in the NW and beyond. The congestion and delay which arises at the three at-grade junctions on A5117(T)/A550(T) between M56 and Welsh/English border has a significant impact on the operational performance of the route. This has a knock-on effect on local and national regeneration initiatives as they have a direct bearing on the perception of this route as a gateway to/from North Wales and to Deeside Park Industrial Zone, and the reliance of industry on just-in-time delivery systems. Linkages with North West region identified as key to economic development of North Wales. Congestion on approaches to M56 likely to restrict accessibility and thus will constrain opportunities for growth in these areas which rely on the A55(T) for strategic access via the Possible Outcome From Any Mitigation Measures For industry to play a part in better managing highway demand and promoting sustainable development through measures such as company travel plans including car sharing incentives and flexible work practices. Better use of existing infrastructure would smooth the flow of traffic and minimise the breakdown of traffic, and thereby improve journey time reliability and reduce cost to industry. Improved accessibility to/from North Wales and to Deeside Park through improved journey time reliability. Schemes to alleviate problem are included in the Trunk Road Forward Programme 2002, Welsh Assembly. Improved accessibility to/from North Wales and to Deeside Park through improved journey time reliability. Scheme to alleviate problem is included in the Highways Agency Targeted Programme of Improvements. Page 93 of 150

94 HP9a HP11 HP12a/ LP4 HP13a HP14/ LP5 HP16/ LP7 FP10 CP1 CP3 motorway network to customers & suppliers in the NW and beyond. Delays at the A55(T)/A483(T) Interchange not only affect access to Chester from the south but also have a negative impact on the development potential of the NWDA designated strategic regional site at Chester Business Park. Poor journey time reliability on the M56 between junctions 12 and 14 is currently the result of congestion from the Deeside junctions for westbound traffic and the M56 junction 12 roundabout for eastbound traffic. These delays are likely to be exacerbated if plans for a new crossing of the River Mersey proceed. If these problems are not addressed future access from the M56 could have a negative impact on the local economy and access tothe NWDA designated strategic regional sites at Ditton (Widnes) and The Estuary (Speke/Garston). Problems of congestion experienced with the Silver Jubilee Bridge are having a negative impact on the local economy, the Merseyside ERDF objective 1 and Regeneration Priority Area and the North Cheshire ERDF Objective 2, including access to the NWDA designated strategic regional sites at Ditton (Widnes) and The Estuary (Speke/Garston). Congestion and delays at the A558 Eastern Expressway/A56 Daresbury Bypass roundabout will have a negative impact on the East Runcorn Development Area including the NWDA designated strategic regional site at Daresbury Park. There is concern that further significant development in the M56 corridor will put increased pressure on the road network in Warrington, particularly for north-south trips in Warrington. Access to the East Runcorn development area including the strategic regional site at Daresbury Park is already difficult from the north side of Warrington. Congestion and poor journey time reliability on the M56 between junctions 7 and 3 coupled with the growth of Manchester Airport will hinder the development potential of target sector industries in and around Manchester Airport including Manchester Business Park and the NWDA designated strategic regional site at Davenport Green. There is a need to provide inter-modal freight facilities for customers with no direct rail access of their own to encourage a transfer of freight from road to rail/water. Proposals for a strategic rail freight park at the NWDA designated strategic regional site at Ditton (Widnes) need to be developed. The lack of high quality road based public transport services and interchange facilities is a hindrance to sustainable development particularly as many of the strategic regional sites and industry in the study corridor are poorly served by rail. The lack of high quality public transport services preventing people from areas of social exclusion (often with no household car) access to opportunities for work. Improved accessibility to Chester and Chester Business Park through reduce delays at the A55(T)/A483/(T) interchange. Ensure that accessibility to the Runcorn area and NWDA designated strategic regional sites at Ditton (Widnes), Daresbury Park and The Estuary (Speke/Garston) are not adversely affected in the future. Improved accessibility between the M56 and Merseyside including access to the NWDA designated strategic regional sites at Ditton (Widnes) and The Estuary (Speke/Garston). Improved accessibility to the East Runcorn Development Area including the NWDA designated strategic regional site at Daresbury Park. Improved accessibility between North Warrington, South Warrington and Halton (including the NWDA designated strategic regional site at Daresbury Park). Improved accessibility to the target sector industries in and around Manchester Airport including Manchester Business Park and the NWDA designated strategic regional site at Davenport Green. Highway improvements are required under a Section 278 agreement that formed part of the planning consent for Davenport Green. Access to inter-modal freight facilities for customers with no direct rail access of their own. Enhanced access to the strategic regional sites and existing and target sectors industries in the study area by sustainable means of transport. Improved access to the strategic regional sites and existing and target sectors industries in the study area for people from areas of social exclusion. Support the Manchester Regional Pole Problem Ref HP2 HP3 HP15a/ FP1 HP16/ FP1 LP8 Problem Identified through Document Review and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) There is a need to better manage highway demand to encourage sustainable development of the Manchester Regional Pole which in part is the responsibility of business and can be facilitated through measures such as company travel plans including car sharing incentives and flexible work practices. There is perhaps also a need to give consideration to the reallocation of road space. There is a need to make better use of existing infrastructure. A significant proportion of the regional road network is running at or near capacity, resulting in unreliable journey times, frustration to drivers and increased cost to industry (as a result of the impact on just-in-time delivery systems). The impact of incidents and roadworks exacerbate these problems. Congestion on the A556(T) between M6 junction 19 and M56 junctions 7 and 8 has a significant impact on the operational performance of the route. This has a knock-on effect on local and national regeneration initiatives as they have a direct bearing on the perception of this route as a gateway to Manchester from the M6 south, and the reliance of industry on just-in-time delivery systems. Congestion on the M56 between junctions 7 and 3 has a significant impact on the operational performance of the route. This has a knock-on effect on local and national regeneration initiatives as they have a direct bearing on the perception of this route as a gateway to Manchester from the south, and the reliance of industry on just-in-time delivery systems. This section of motorway is ranked 7 th in the FTA s order of investment priorities for the North West Regional Road Network. The strategic implications that any proposals to improve the M6 and A556(T) may have on the wider strategic road network need to be explored. There are concerns that strategic reassignment may increase traffic on the M60 between junctions 6 and 12 may inhibit the development potential of UDP allocations in Salford and Trafford. Possible Outcome From Any Mitigation Measures For business to play a part in better managing highway demand and promoting sustainable development through measures such as company travel plans including car sharing incentives and flexible work practices. Consideration to the reallocation of road space encourage more sustainable road based journeys to work. Better use of existing infrastructure would smooth the flow of traffic and minimise the breakdown of traffic, and thereby improve journey time reliability and reduce cost to industry. Improved accessibility between Manchester and the M6 south through improved journey time reliability. Improved accessibility between Manchester and the M6 south/m56 west through improved journey time reliability. Full understanding of the strategic implications that improvements to the M6 and A556(T) will have on the wider strategic network. Page 94 of 150

95 RP2 RP9 CP1 Poor journey reliability of rail services in the study area (the Manchester Hub currently acts as the main bottleneck) is having a negative impact on the sustainable development of the Manchester Regional Pole. The current rail fare pricing system and structure between the Manchester PTE boundary and Cheshire encourages railheading and is not supportive of the sustainable development of the Manchester Regional Pole The lack of high quality road based public transport services and interchange facilities is not supportive to sustainable development of Manchester Regional Pole particularly for commuters for outlying rural areas with poor public transport services. Improved journey time reliability of rail services affected by the Manchester Hub could encourage a transfer from road to rail and be supportive of the sustainable development of the Manchester Regional Pole. A change to the rail fare pricing system and structure between Manchester PTE boundary and Cheshire could encourage a transfer from road to rail and be supportive of the sustainable development of the Manchester Regional Pole. Improved road based public transport services and interchange facilities could encourage a transfer from car only journeys and be supportive of the sustainable development of the Manchester Regional Pole Support the growth of Liverpool John Lennon Airport and Manchester International Airport Problem Ref HP2 HP3 HP4a HP5a HP12a HP16/ LP7 HP17 FP11 RP3 RP4a RP4b Problem Identified through Document Review and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) There is a need to better manage highway demand to encourage sustainable development which in part is the responsibility of both Manchester and Liverpool Airports including the contribution from company travel plans and parking charges/disincentives for kiss-and-ride journeys. There is perhaps also a need to give consideration to the allocation of road space. There is a need to make better use of existing infrastructure. A significant proportion of the regional road network is running at or near capacity, resulting in unreliable journey times, frustration to drivers, with the impact of incidents and roadworks exacerbating these problems and can lead to passengers missing flights. Poor journey time reliability on A494(T)/A550(T) between Ewloe Interchange and Welsh/English border is an issue for the growing number of passengers from North Wales. There are currently 680,000 ppa using Manchester Airport from North Wales. Poor journey time reliability on A5517(T)/A550(T) between M56 and Welsh/English border is an issue for the growing number of passengers from North Wales. There are currently 680,000 ppa using Manchester Airport from North Wales. Problems of congestion experienced with the Silver Jubilee Bridge will have a negative impact on the development of Liverpool John Lennon Airport. Congestion on the M56 between junctions 7 and 3 has a significant impact on the operational performance of the route. Good surface access to Manchester Airport is essential if it is grow to its potential of 50mppa, subject to environmental considerations. The recognition that the growth in both Manchester and Liverpool Airports will not be sustainable if reliance is placed on the private car. The under-utilisation of air freight from Manchester and Liverpool Airport thereby is resulting unnecessary transportation of freight by road to airports in London and the South East. Poor rail access and long journey times to Manchester Airport from the west encourages journeys by car and does not support the sustainable growth of the airport. Potential exists for further improvement in public transport access to Liverpool John Lennon Airport, with challenging modal shift targets in Airport s Surface Access Strategy. Poor rail access and long journey times between Chester/Helsby/Frodsham and Liverpool John Lennon Airport (via Allerton Interchange) encourages journeys by car and does not support the sustainable development of the airport. Possible Outcome From Any Mitigation Measures For the Airport to play a part in better managing highway demand and promoting sustainable growth through measures such as company travel plans and parking charges/disincentives for kiss-and-ride journeys. Consideration to the reallocation of road space to encourage more sustainable road based journeys to the airports. Better use of existing infrastructure to smooth the flow of traffic and minimise the breakdown of traffic, and thereby improve journey time reliability and access to both airports. Improved access to Manchester and Liverpool Airports from North Wales. Improved access to Manchester and Liverpool Airports from North Wales. Improve surface access to Liverpool Airport from the M56. Maintain good surface access to Manchester Airport. Highway improvements are required under a Section 278 agreement that formed part of the planning consent of the second runway public inquiry (to be in place before passenger throughput exceeds 10,000pph ~ between 30 and 37.5mppa). An increase in the mode share to Manchester and Liverpool Airports by sustainable means of transport. An increase in the volume of air freight from Manchester and Liverpool Airports may result in a reduction in freight carried by road to airports in London and the South East. Improved rail access to Manchester Airport from the west to encourage a transfer from car and be supportive of the sustainable development of the airport. Diversion of current Liverpool-Manchester Airport service via Chat Moss route will have some improvement on journey time and reliability, but will remove direct link Warrington-Manchester Airport to be implemented late 2004 Improved access to Liverpool John Lennon Airport by public transport to encourage a transfer from car and be supportive of the sustainable development of the airport. South Liverpool Parkway (Allerton Interchange) under construction. Improved rail access to Liverpool John Lennon Airport from Chester/Helsby/Frodsham to encourage a transfer from car and be supportive of the sustainable development of the airport. Page 95 of 150

96 CP1 CP2 The lack of high quality road based public transport services and interchange facilities is a hindrance to the sustainable development of both airports particularly from areas that are poorly served by rail. Poor journey time reliability in Manchester Airport area of M56 caused by peak time congestion has led to avoidance of routeings and hence poor level of express coach services to the airport. Improved road based public transport services and interchange facilities could encourage a transfer from car only journeys and be supportive of the sustainable development of Manchester and Liverpool Airports. Improved journey time reliability of road based public transport to Manchester Airport to encourage a transfer from car only and to be supportiv e of the sustainable development of the airport. Encourage the reduction in the need to travel Problem Ref HP2 Problem Identified through Document Review and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) There is a need to better manage highway demand and encourage the reduction in the need to travel through measures such as the development of telecommunications. Possible Outcome From Any Mitigation Measures Better management of highway demand should reduce the number of vehicle kilometres travelled. Enhance strategic transport network efficiency and improve journey time reliability including public transport services Problem Ref HP2 HP3 HP4a HP5a HP7 HP9a HP10a HP11 HP12a HP12c HP15a HP15d Problem Identified through Document Review and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) There is a need to better manage highway demand since the regional road network has a finite capacity and demand already exceeds supply in certain key locations leading to congestion and problems of journey time reliability to all road users. A significant proportion of the regional road network is running at or near capacity, resulting in unreliable journey times, frustration to drivers and increased cost to industry. The impact of incidents and roadworks exacerbate these problems. Poor journey time reliability on A494(T)/A550(T) through Queensferry and Deeside. This section is running at or near capacity during the peak periods. The duration of the peak period is increasing as drivers alter their travel times to reduce delays. Congestion on the trunk road is a frequent occurrence and is severe at times. Tourism in North Wales is a major employer, currently 3.8 million visitors per annum to the area access via the M56, increased congested would have a detrimental impact on the growth of this industry. Poor journey time reliability on A5517(T)/A550(T) between M56 and Welsh/English border. Average speeds speed of 40mph in the peak as result of insufficient junctions capacity. In the inter peak average speeds still only reach 55mph as a result of the high proportion of heavy goods vehicles and slow moving agricultural vehicles. Tourism in North Wales is a major employer, currently 3.8 million visitors per annum to the area access via the M56, increased congested would have a detrimental impact on the growth of this industry. The absence of an efficient active traffic management system at the M53/M56 Stoak Interchange results in unnecessary delays to drivers bound for North Wales during peak congestion when a suitable alternative route is available. Tourism in North Wales is a major employer, currently 3.8 million visitors per annum to the area access via the M56, increased congested would have a detrimental impact on the growth of this industry. Delays are regularly experienced at the A55(T)/A483(T) Interchange south of Chester during the peak periods. Delays on the A51 east of Chester frequently occur during the peak periods as a result of overcapacity at A51/A55 and A51/A41 junctions. Journey time reliability is an issue on the M56 between junctions 12 and 14. Flow breakdown in the westbound direction is often the result of queuing traffic back from the Deeside junctions. Delays in the eastbound direction can extend back from the A557/M56 junction 12 Clifton Interchange. As a result there can be a transfer of traffic to the already heavily trafficked A56 through the villages of Helsby and Frodsham. Delays on the approaches to the Silver Jubilee Bridge are a regular occurrence during the extended peak periods. These delays also affect the reliability of bus services. Queues of up to 1.5km are regularly experienced on the Expressway approaches. Delays of 10 minutes are frequently experienced on the A557 Weston Point Expressway at Clifton Hall for southbound traffic heading for M56 junction 12. Poor journey time reliability on the A556(T) between M6 junction 19 and M56 junction 7. This section of trunk road is running at capacity during extended peak periods. Congestion on the A556(T) has resulted in a transfer of traffic on to alternative parallel routes such as the A535 and A34. Possible Outcome From Any Mitigation Measures Better management of highway demand has the potential of reducing total travel distance by car and improving journey time reliability for targeted use. Better use of existing infrastructure would smooth the flow of traffic and minimise the breakdown of traffic, and thereby improve journey time reliability. Improved journey time reliability to all road users. Schemes to alleviate problem are included in the Trunk Road Forward Programme 2002, Welsh Assembly Improved journey time reliability to all road users. Scheme to alleviate problem is included in the Highways Agency Targeted Programme of Improvements. Improved journey time reliability to all road users. Improved journey time reliability to all road users. Improved journey time reliability to all road users. Improved journey time reliability and a reduction in the amount of traffic that diverts to the A56 through the villages of Helsby and Frodsham. Reduced delays on the approaches to the Silver Jubilee Bridge, and improvements to the reliability of bus services. Reduced delays for southbound traffic heading for the M56 at junction 12. Improved journey time reliability to all road users. Improvements to the A556(T) may reduce the amount of strategic traffic transferring from the A556(T) to alternative parallel routes such as the A535 and A34. Page 96 of 150

97 HP16 Poor journey time reliability on the M56 between junctions 7 and 3. Between M56 junctions 4 and 3 (the A5103 Princess Parkway) the motorway is operating in excess of its operating capacity in the morning and evening peak periods a problem that is compounded by heavy weaving movements such as M56 East (e.g. Stockport) traffic heading for M56 West (e.g. Birmingham) conflicting with Princess Parkway traffic heading for Wythenshawe and Manchester Airport. Improved journey time reliability to all road users. FP4 FP5 RP2 RP3 RP4a RP4b Slow moving and queuing traffic is regular experienced between M56 junctions 7 and 3. The M56 is used heavily by commuter traffic into and out of Manchester City Centre from the south and west and continued traffic growth is resulting in extended peak periods. Provision of up-to-date and consistent direction signing can make a significant contribution to the efficient operation of the highway network. In addition to the increased use if inappropriate routes by heavy goods vehicles, inadequate and inconsistent direction signing can lead to congestion and increased journey times/distance travelled. Limited use of new technology to provide better driver information and to co-ordinate flows. For example, in the event of the closure of the Kingsway Mersey Tunnel crossing, enhanced message signs could be used to forewarn hgv drivers and thereby eliminate the need for a long detour to Silver Jubilee Bridge. Poor journey time reliability for rail services in and through the study area, particularly during the evening peak periods. Reliability problems are often the result of problems elsewhere on the rail network, with Manchester Hub acting as the main bottleneck. Poor accessibility and long rail journey times to Manchester Airport from the west. There are no direct services to Manchester Airport from Chester/North Wales. Journey times from Liverpool Lime Street to Manchester Airport are longer than trans-pennine journeys from York. Potential exists for further improvement in public transport access to Liverpool John Lennon Airport, with challenging modal shift targets in Airport s Surface Access Strategy. Poor accessibility and long rail journey times between Chester/Helsby/Frodsham area to south Liverpool/Liverpool Airport. A reduction in unnecessary journey time/distance travelled. Increased use of new technology to provide better driver information and co-ordinate traffic flow. Improved journey reliability of rail services in the study area. Improved rail access and reduced journey times to Manchester Airport from the west. Diversion of current Liverpool-Manchester Airport service via Chat Moss route will have some improvement journey time and reliability, but will remove direct link Warrington-Manchester Airport to be implemented late 2004 Improved access and reduced journey times to Liverpool John Lennon Airport by public transport. South Liverpool Parkway (Allerton Interchange) under construction. If required improved rail access and reduced journey times between Chester/Helsby/Frodsham and south Liverpool/Liverpool John Lennon Airport (via Allerton Interchange) Encourage mode shift from car where feasible Problem Ref HP2 RP1 RP2 RP3 RP4a RP4b Problem Identified through Document Review and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) There is a need to better mange highway demand and discourage use by car with the aim of supporting sustainable transport objectives. Poor station environment provided at a selection of stations, including Chester, Crewe, Frodsham and Northwich, which leads to a discouragement of rail traffic due to fears of vandalism, personal security. Poor journey time reliability for rail services in and through the study area, particularly during the evening peak periods. Reliability problems are often the result of problems elsewhere on the rail network, with Manchester Hub acting as the main bottleneck. Poor accessibility and long rail journey times to Manchester Airport from the west. There are no direct services to Manchester Airport from Chester/North Wales. Journey times from Liverpool Lime Street to Manchester Airport are longer than Trans-Pennine journeys from York. Potential exists for further improvement in public transport access to Liverpool John Lennon Airport, with challenging modal shift targets in Airport s Surface Access Strategy. Poor accessibility and long rail journey times between Chester/Helsby/Frodsham area to south Liverpool/Liverpool Airport. Possible Outcome From Any Mitigation Measures Better management of highway demand through measure that discourage use by car. Improved rail station environment could reduce personal security concerns and could contribute towards a mode shift from car. Improved journey reliability of rail services in the study area could encourage a mode shift from car. Improved rail access and reduced journey times to Manchester Airport from the west could encourage a mode shift from car. Diversion of current Liverpool-Manchester Airport service via Chat Moss route will have some improvement on journey time and reliability, but will remove direct link Warrington-Manchester Airport to be implemented late Improved access to Liverpool John Lennon Airport by public transport could encourage a mode shift from car. South Liverpool Parkway (Allerton Interchange) under construction. If required improved rail access and reduced journey times between Chester/Helsby/Frodsham and south Liverpool/Liverpool John Lennon Airport (via Allerton Interchange) could encourage a mode shift from car Page 97 of 150

98 RP5 RP6a RP6b RP7 RP8 RP9 Poor level of service afforded along north-south axis in mid Cheshire. Limited access points to rail network, with quality of Crewe station poor in terms of parking, station environment and interchange with bus/slow modes. Rail passenger capacity issues on the North-Cheshire Line (Chester-Warrington-Manchester) during peak periods. Poor daytime frequencies on the North-Cheshire Line, currently a hourly off-peak service is provided. Poor level of service on the Mid-Cheshire Line (Chester-Northwich-Manchester), including low line speeds, poor daytime frequencies (hourly off-peak service) and lack of interchange facilities. Inadequate publicity of available rail services including the North-Cheshire and Mid-Cheshire Lines. Fare anomalies for medium distance cross-boundary travel. Tensions in fares structures at the boundary between areas where fares are set by PTEs and surrounding areas where fares are set by the operator with SRA regulation As result of these anomalies passengers often choose to park-and-ride to a station within the PTE area or are dissuaded from using rail at all. Improved accessibility to rail services along a north-south corridor in mid Cheshire could encourage a mode shift from car. New semi-fast Birmingham-Liverpool/Preston rail service operated by Central Trains confirmed open up opportunities for improved service at Hartford/Winsford If required increased rail passenger capacity for services using the North-Cheshire Line during the peak periods could encourage a mode shift from car. Appropriate level of service frequencies for the North- Cheshire line to encourage a mode shift from car. If required improved level of service on the Mid-Cheshire Line, could encourage a mode shift from car. Improved publicity awareness of available public transport services could assist in encouraging a mode shift from car. A change to the rail fare pricing system and structure between Manchester PTE boundary and Cheshire could encourage a transfer from road to rail. RP10 Poor level of service on the Wrexham-Bidston line, and poor access to Deeside Park. If required improv ed level of service on the Wrexham- Bidston Line and rail access to Deeside Park and/or improvements to road based PT could encourage a mode shift from car. CP1 CP2 Lack of high quality road based public transport services and interchange facilities to support sustainable development and the growth of Manchester Airport. Poor journey time reliability in Manchester Airport area of M56 caused by peak time congestion has led to avoidance of routeings and hence poor level of express coach services to the airport. Improved bus/coach express services with high quality interchange facilities could encourage a mode shift from car only trips Improved journey time reliability to Manchester Airport by road based public transport could encourage a mode shift from car. Encourage a shift of freight from road to other modes where feasible Problem Ref FP7 FP8 Problem Identified through Document Review and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Restricted train paths on West Coast Main Line for freight limits scope for new traffic/growth. Particular pinchpoints exist on double track sections south of Warrington Bank Quay to Crewe. Also freight access to Trafford Park through Manchester Piccadilly-Deansgate corridor Restricted loading gauge problem on rail freight routes. This limits the scope for conveyance of swap body (road-rail trailers) or high cube containers. Possible Outcome From Any Mitigation Measures If required changes to the physical network to increase train paths on West Coast Main Line for freight could encourage a shift of freight from road to rail If required removal of loading gauge problems on rail to enable scope for conveyance of swap body or high cube containers could encourage a shift of freight from road to rail. FP9 Suspension of Freight Facilities Grants. A reinstatement of Freight Facilities Grants could help to pump prime possible new entrants and could thereby encourage a shift of freight from road to rail. FP10 FP11 FP12 Lack of accessible inter-modal facilities for customers with no direct rail or water access of their own. Manchester Airport and LJLA can both accommodate a substantial increase in freight throughput without needing a step change in runway capacity. This should be utilised to enable more services to be provided to reduce the need for freight to be moved by road to airports in London and the South East. This is currently constrained for a variety of reasons including; system of international route licensing from Regional Airports lack of fiscal measures to encourage growth of more sustainable air-freight, e.g. effective grant regimes surface access and provision of freight facilities Concern that ship canal carryings have seen a long term decline since the 1950 s, though stability was reached in the1990 s, despite the availability of the necessary infrastructure. Remaining flows on the ship canal only travel inland as far as Irlam on a regular basis. The provision of inter-modal freight f acilities could encourage a shift of freight from road to rail/water. A public sector led consortium is developing proposals for the Ditton Strategic Rail Freight Par. Following a Public Inquiry held in 2003 the Inspector has supported the development. Ditton is a NWDA designated strategic regional site. Increased volume of freight through Manchester and Liverpool Airport could reduce the need for freight to be moved by road to airports in London and the South East. Better use of the Manchester Ship Canal and Weaver Navigation to carry freight for selected cargoes such as containers, bulks and waste, could encourage a shift of freight from road to water transport. Page 98 of 150

99 ENHANCE ACCESSIBILITY AND IN PARTICULAR TO AREAS SERVED BY THE CORRIDOR SUFFERING FROM SOCIAL EXCLUSION INCLUDING MERSEYSIDE, EAST MANCHESTER, HALTON AND ELLESMERE PORT AND NESTON Improve access for non-car users Problem Ref RP3 RP4a RP4b RP5 Problem Identified through Document Review and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Poor accessibility and long rail journey times to Manchester Airport from the west. There are no direct services to Manchester Airport from Chester/North Wales. Journey times from Liverpool Lime Street to Manchester Airport are longer than trans-pennine journeys from York. Potential exists for further improvement in public transport access to Liverpool John Lennon Airport, with challenging modal shift targets in Airport s Surface Access Strategy. Poor accessibility and long rail journey times between Chester/Helsby/Frodsham area to south Liverpool/Liverpool Airport. Poor level of service afforded along north-south axis in mid Cheshire. Limited access points to rail network, with quality of Crewe station poor in terms of parking, station environment and interchange with bus/slow modes. Possible Outcome From Any Mitigation Measures Improved rail access for non-car users to Manchester Airport from the west. Diversion of current Liverpool-Manchester Airport service via Chat Moss route will have some improvement on journey time and reliability, but will remove direct link Warrington-Manchester Airport to be implemented late Improved access for non-car users to Liverpool John Lennon Airport by public transport. South Liverpool Parkway (Allerton Interchange) under construction. If required improved rail access for non-car users between Chester/Helsby/Frodsham and south Liverpool/Liverpool John Lennon Airport (via Allerton Interchange) Improved accessibility to rail service along a north-south corridor in mid Cheshire. New semi-fast Birmingham-Liverpool/Preston rail service operated by Central Trains confirmed open up opportunities for improved service at Hartford/Winsford RP10 Poor level of service on the Wrexham-Bidston line, and poor access to Deeside Park. If required improved level of service on the Wrexham- Bidston Line and rail access to Deeside Park and/or improvements to road based PT. CP1 CP2 CP3 Lack of high quality road based public transport services and interchange facilities to support sustainable development and the growth of Manchester Airport. Poor journey time reliability in Manchester Airport area of M56 caused by peak time congestion has led to avoidance of routeings and hence poor level of express coach services to the airport. Inadequate public transport provision in the Mersey Dee area (Wirral to Chester and surrounding area including Deeside Development Zone) to link people from areas of social exclusion to opportunities for work. Improved bus/coach express services with high quality public transport interchange facilities could improve access for non-car users. An improved level of service and improving journey time reliability to Manchester Airport by road based public transport could improve access for non-car users The provision of good public transport provision to link people from areas of social exclusion to opportunities for work could improve access for non-car users. Increase transport choice in rural areas Problem Ref RP3 RP5 RP7 Problem Identified through Document Review and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Poor accessibility and long rail journey times to Manchester Airport from the west. There are no direct services to Manchester Airport from Chester/North Wales. Journey times from Liverpool Lime Street to Manchester Airport are longer than trans-pennine journeys from York. Poor level of service afforded along north-south axis in mid Cheshire. Limited access points to rail network, with quality of Crewe station poor in terms of parking, station environment and interchange with bus/slow modes. Poor level of service on the Mid-Cheshire Line (Chester-Northwich-Manchester), including low line speeds, poor daytime frequencies (hourly off-peak service) and lack of interchange facilities. Possible Outcome From Any Mitigation Measures Improv ing rail ac cess to Manchester Airport from the west may increase transport choice in rural. Diversion of current Liverpool-Manchester Airport service via Chat Moss route will have some improvement on journey time and reliability, but will remove direct link Warrington-Manchester Airport to be implemented late Improved accessibility to rail service along a north-south corridor in mid Cheshire may increase transport choice in rural areas. New semi-fast Birmingham-Liverpool/Preston rail service operated by Central Trains confirmed open up opportunities for improved service at Hartford/Winsford If required improved level of service on the Mid-Cheshire Line, may increase transport choice in rural areas. RP10 Poor level of service on the Wrexham-Bidston line, and poor access to Deeside Park. If required improved level of service on the Wrexham- Bidston Line and rail access to Deeside Park may increase transport choice in rural areas and/or improvements to road based PT. Page 99 of 150

100 CP1 Lack of high quality road based public transport services and interchange facilities to support sustainable development and the growth of Manchester Airport. Improved bus/coach express services with high quality public transport interchange facilities may increase transport choice in rural areas Improve interchange between transport modes Problem Ref RP1 RP4a RP7 Problem Identified through Document Review and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Poor station environment provided at a selection of stations, including Chester, Crewe, Frodsham and Northwich, which leads to a discouragement of rail traffic due to fears of vandalism and personal security. Potential exists for further improvement in public transport access to Liverpool John Lennon Airport, with challenging modal shift targets in Airport s Surface Access Strategy. Poor level of service on the Mid-Cheshire Line (Chester-Northwich-Manchester), including low line speeds, poor daytime frequencies (hourly off-peak service) and lack of interchange facilities. Possible Outcome From Any Mitigation Measures An improved rail station environment and improved interchange facilities may reduce fears of vandalism and personal security. Provision of high quality interchange facilities at South Liverpool Parkway (Allerton) for improved access to Liverpool John Lennon Airport by public transport. South Liverpool Parkway (Allerton Interchange) under construction. If required improved level of service on the Mid-Cheshire Line. RP10 Poor level of service on the Wrexham-Bidston line, and poor access to Deeside Park. If required improved rail access to Deeside Park and/or improvements to road based PT. CP1 Lack of high quality road based public transport services and interchange facilities to support sustainable development and the growth of Manchester Airport. Improved bus/coach express services and high quality interchange facilities. ENHANCE THE IMAGE OF THE M56 TRANSPORT CORRIDOR Improvements to and enhanced management of Trans-European Network Problem Ref HP1 HP2 HP3 HP4 HP5 HP7 Problem Identified through Document Review and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) The M56 east of M6 is not part of Trans-European Network Routes even though both Manchester Airport and Liverpool John Lennon Airport are a part of TENs. The regional road network has a finite capacity and that demand already exceeds supply in certain key locations leading to congestion and problems of journey time reliability to all road users. A significant proportion of the regional road network is running at or near capacity, resulting in unreliable journey times, frustration to drivers and increased cost to industry. The impact of incidents and roadworks exacerbate these problems. Congestion is a problem on the A494(T)/A550(T) through Queensferry and Deeside. This section is running at or near capacity during the peak periods. Congestion and delays at the three at-grade junctions on A5117(T)/A550(T) between the end of the M56 and the Welsh border The absence of an efficient active traffic management system at the M53/M56 Stoak Interchange results in unnecessary delays to drivers bound for North Wales during peak congestion when a suitable alternative route is available Possible Outcome From Any Mitigation Measures Including the M56 (east of M6) as part of Trans European Network Route, given that it is the highway link to Manchester Airport which is a part of TENs. Review the status of A556(T) as it also forms part of the main approach to Manchester Airport from M6 south. Schemes to better manage highway demand. Schemes to make better use of existing highway infrastructure. Improvements to the A494(T)/A550(T) between Ewloe Interchange and Welsh/English border. Schemes to alleviate problem are included in the Trunk Road Forward Programme 2002, Welsh Assembly Improvements to the A550(T)/A5117(T) between M56 and Welsh/English border. Scheme to alleviate problem is included in the Highways Agency Targeted Programme of Improvements. Introduction of active traffic management at the M53/M56 Stoak Interchange. HP9 Congestion and delays at the A55(T)/A483(T) interchange to the south of Chester Major junction improvements to the A55(T)/A483(T) Interchange. FP7 RP2 Restricted train paths on West Coast Main Line for freight limits scope for new traffic/growth. Particular pinchpoints exist on double track sections south of Warrington Bank Quay to Crewe. Also freight access to Trafford Park through Manchester Piccadilly-Deansgate corridor Poor journey time reliability for rail services in and through the study area, particularly during the evening peak periods. Reliability problems are often the result of problems elsewhere on the rail network, with Manchester Hub acting as the main bottleneck. If required changes to the physical network to increase train paths on West Coast Main Line for freight. If required changes to the physical rail network. Page 100 of 150

101 Improve perception of personal security for public transport journeys Problem Ref RP1 CP1 Problem Identified through Document Review and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Poor station environment provided at a selection of stations, including Chester, Crewe, Frodsham and Northwich, which leads to a discouragement of rail traffic due to fears of vandalism, personal security. Lack of high quality road based public transport services and interchange facilities to support sustainable development and the growth of Manchester Airport. Possible Outcome From Any Mitigation Measures An improved rail station environment and improved interchange facilities may reduce fears of vandalism and personal security. Improved bus/coach express services with high quality interchange facilities may assist in improving the perception of personal security for public transport journeys. Improve road safety Problem Ref HP2 HP3 HP4b HP5b Problem Identified through Document Review and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) The regional road network has a finite capacity and that demand already exceeds supply in certain key locations leading to congestion and problems of journey time reliability to all road users. A significant proportion of the regional road network is running at or near capacity, resulting in unreliable journey times, frustration to drivers and increased cost to industry. The impact of incidents and roadworks exacerbate these problems. Safety issues on the A494(T)/A550(T) through Queensferry and Deeside. The accident rate on this section is above the national average and four times higher in places. Safety issues on A5117(T)/A550(T) between the end of the M56 and the Welsh border last three remaining at-grade junctions on E22 in England. All three junctions have existing road safety problems. A550(T)/A5117(T) traffic signals most heavily trafficked section of the A550(T), with poor accident record, associated with high approach speeds and queuing traffic give rise to high number of shunts and loss of control accidents A5117(T)/A540 roundabout long queues develop at peak times affecting both the A5117(T) and A540. High approach speeds coupled with poor deflection, particularly for westbound traffic gives rise to high number of shunts and loss of control accidents. A5117(T)/M56 high approach speeds in particular on the A5117(T) eastbound and M56 approaches, coupled with substandard alignment on the M56 approach are cited as the cause of accidents at this junction. Possible Outcome From Any Mitigation Measures Better management of highway demand could reduce the number of vehicle kilometres travelled and hence a reduction in accidents Better use of existing highway infrastructure may smooth traffic flow and minimise the breakdown of traffic which should result in a reduction of accidents. Improved safety on A494(T)/A550(T) between Ewloe Interchange and Welsh/English border. Schemes to alleviate problem are included in the Trunk Road Forward Programme 2002, Welsh Assembly Improved safety on A5517(T)/A550(T) between M56 and Welsh/English border. Scheme to alleviate problem is included in the Highways Agency Targeted Programme of Improvements. HP9b Safety at the A55(T)/A483(T) interchange is a concern. Improved safety at the A55(T)/A483(T) Interchange south of Chester. HP12b HP15b FP2 FP4 The Silver Jubilee Bridge was opened in 1961 as a three lane single carriageway but in 1977 it was widened to four lanes of substandard width with poor facilities for pedestrians and no safe facilities for cyclists. The poor standard of the Bridge contributes to the poor road accident rate in Halton at 0.128% of the population, the number killed or seriously injured on Halton s roads is twice the national average. Safety issues on the A556(T) between M6 junction 19 and M56 junction 7, include; speeding drivers; narrow carriageway widths; right turning problems for numerous side-roads, private frontages and filed accesses. The drivers of freight vehicles are obliged to take statutory to take statutory breaks and rest periods as directed by EU drivers hours legislation. There is a concern that the lack of comprehensive approach to the provision of such facilities combined with pressure to develop land for other purposes has resulted in goods vehicles being forced to park in less suitable locations. The Road Haulage Association list the following truckstops in the study area; Category A - Poplar 2000 Services at Lymm (M6 Jnc 20, M56 Jnc 9) with 220 spaces, and Category C M56 Truckstop at Lower Whitley (M56 Jnc 10, south on A49 to junction with A533) with 60 spaces Provision of up-to-date and consistent direction signing can make a significant contribution to the safe and efficient operation of the highway network. In addition to the increased use if inappropriate routes by heavy goods vehicles, inadequate and inconsistent direction signing can lead to congestion and increased journey times/distance travelled. Improved safety in the vicinity of the Silver Jubilee Bridge. Improved safety on the A556(T) between M6 junction 19 and M56 junctions 7 and 8. Adequate facilities for hgv drivers to take statutory breaks and rest periods as directed by EU drivers hours legislation. Ensuring that direction signing is up-to-date and consistent. If it isn t improved signing could reduce unnecessary distances travelled possibly leading to a reduced number of accidents. Page 101 of 150

102 MANAGEMENT OF NATURAL, BUILT AND HISTORIC ENVIRONMENT WITHIN THE M56 TRANSPORT CORRIDOR Minimise the impacts of transport upon the built and natural environment Problem Ref HP2 HP15c Problem Identified through Document Review and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) The regional road network has a finite capacity and that demand already exceeds supply in certain key locations leading to congestion and problems of journey time reliability to all road users. Environmental issues on the A556(T) between M6 junction 19 and M56 junction 7, include; pollution of air, noise, and water quality from heavy volumes of traffic. Possible Outcome From Any Mitigation Measures Better management of highway demand could reduce demand and smooth traffic flows. Reduced impact of traffic on water quality on the A556(T) between M6 junction 19 and M56 junctions 7 and 8. Minimise the impacts of transport upon emissions Problem Ref HP2 Problem Identified through Document Review and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) The regional road network has a finite capacity and that demand already exceeds supply in certain key locations leading to congestion and problems of journey time reliability to all road users. Possible Outcome From Any Mitigation Measures Better management of highway demand (including the contribution from telecommunications) could reduce the number of vehicle kilometres travelled and reduce total vehicle emissions. HP9c Environmental issues at the A55/A483 interchange are also a concern. Reduced noise and air pollution at the A55(T)/A483(T) Interchange south of Chester. HP15c Environmental issues on the A556(T) between M6 junction 19 and M56 junction 7, include; pollution of air, noise, and water quality from heavy volumes of traffic. Reduced noise and air pollution on the A556(T) between M6 junction 19 and M56 junctions 7 and 8. Encourage the use of environmentally sustainable modes of transport such as walking, cycling and public transport Problem Ref RP1 RP2 RP3 RP4a RP4b RP5 Problem Identified through Document Review and/or from Stakeholder Consultation (Note: evidence base for problem has not been established in all cases) Poor station environment provided at a selection of stations, including Chester, Crewe, Frodsham and Northwich, which leads to a discouragement of rail traffic due to fears of vandalism, personal security. Poor journey time reliability for rail services in and through the study area, particularly during the evening peak periods. Reliability problems are often the result of problems elsewhere on the rail network, with Manchester Hub acting as the main bottleneck. Poor accessibility and long rail journey times to Manchester Airport from the west. There are no direct services to Manchester Airport from Chester/North Wales. Journey times from Liverpool Lime Street to Manchester Airport are longer than trans-pennine journeys from York. Potential exists for further improvement in public transport access to Liverpool John Lennon Airport, with challenging modal shift targets in Airport s Surface Access Strategy. Poor accessibility and long rail journey times between Chester/Helsby/Frodsham area to south Liverpool/Liverpool Airport. Poor level of service afforded along north-south axis in mid Cheshire. Limited access points to rail network, with quality of Crewe station poor in terms of parking, station environment and interchange with bus/slow modes. Possible Outcome From Any Mitigation Measures An improved rail station environment may reduce personal security concerns and could encourage increased use of environmentally sustainable modes of transport (rail). Improved journey reliability of rail services in the study area could encourage increased use of environmentally sustainable modes of transport (rail). Improved rail access and reduced journey times to Manchester Airport from the west could encourage increased use of environmentally sustainable modes of transport (rail). Diversion of current Liverpool-Manchester Airport service via Chat Moss route will have some improvement on journey time and reliability, but will remove direct link Warrington-Manchester Airport to be implemented late Improved access to Liverpool John Lennon Airport by public transport could encourage increased use of environmentally sustainable modes of transport (bus/tram/rail). South Liverpool Parkway (Allerton Interchange) under construction. Improved rail access and reduced journey times between Chester/Helsby/Frodsham and south Liv erpool/liverpool John Lennon Airport (via Allerton Interchange) could encourage increased use of environmentally sustainable modes of transport (bus/tram/rail). Improved accessibility to rail service along a north-south corridor in mid Cheshire could contribute towards a mode shift from car. New semi-fast Birmingham-Liverpool/Preston rail service operated by Central Trains confirmed open up opportunities for improved service at Hartford/Winsford Page 102 of 150

103 RP6a RP6b RP7 RP8 RP9 Capacity issues on the North-Cheshire Line (Chester-Warrington-Manchester) during peak periods. Poor daytime frequencies on the North-Cheshire Line, currently a hourly off-peak service is provided. Poor level of service on the Mid-Cheshire Line (Chester-Northwich-Manchester), including low line speeds, poor daytime frequencies (hourly off-peak service) and lack of interchange facilities. Inadequate publicity of available rail services including the North-Cheshire and Mid-Cheshire Lines. Fare anomalies for medium distance cross-boundary travel. Tensions in fares structures at the boundary between areas where fares are set by PTEs and surrounding areas where fares are set by the operator with SRA regulation As result of these anomalies passengers often choose to park-and-ride to a station within the PTE area or are dissuaded from using rail at all. Increased rail passenger capacity for services using the North-Cheshire Line during the peak periods would contribute towards increased use of environmentally sustainable modes of transport (rail). If required increased rail passenger capacity for services using the North-Cheshire Line during the peak periods could contribute towards increased use of environmentally sustainable modes of transport (rail). If required improved level of service on the Mid-Cheshire Line, could contribute towards increased use of environmentally sustainable modes of transport (rail). Improved public awareness of av ailable public transport services could assist in encouraging increased use of environmentally sustainable modes of transport (rail). A change to the rail fare pricing system and structure between Manchester PTE boundary and Cheshire may reduce railheading and contribute towards use of environmentally sustainable modes of transport (rail). RP10 Poor level of service on the Wrexham-Bidston line, and poor access to Deeside Park. If required improv ements to the level of service on the Wrexham-Bidston Line and rail access to Deeside Park and/or improvements to road based PT may encourage use of environmentally sustainable modes of transport (rail/bus) CP1 CP2 CP3 Lack of high quality road based public transport services and interchange facilities to support sustainable development and the growth of Manchester Airport. Poor journey time reliability in Manchester Airport area of M56 caused by peak time congestion has led to avoidance of routeings and hence poor level of express coach services to the airport. Inadequate public transport provision in the Mersey Dee area (Wirral to Chester and surrounding area including Deeside Development Zone) to link people from areas of social exclusion to opportunities for work. Improved bus/coach express services with high quality interchange facilities could encourage use of environmentally sustainable modes of transport (bus) Improved journey time reliability to Manchester Airport by road based public transport could encourage use of environmentally sustainable modes of transport (bus) Improved public transport provision to link people from areas of social exclusion to opportunities for work could encourage increase use of environmentally sustainable modes of transport (bus/rail). Page 103 of 150

104 8. The Way Forward INTRODUCTION 8.1 This report presents the outcome of the first stage in the processes of a multi-modal study. The work undertaken has sought to identify the scope of the M56 corridor study area and to identify the key problems and issues within that study area, through a process of document reviews and stakeholder consultation. At this stage the work has not sought to ascribe any applicability of potential solutions/measures to the identified problems, nor to allocate a weight to the magnitude of these problems. 8.2 This section considers the outputs of this Scoping Study, and then looks forward as to how the study process should be progressed, addressing the known areas of insufficient knowledge as identified by the study. Following on from this the chapter will set out the recommended new data collection requirements and potential modelling and appraisal methodology. M56 CORRIDOR STUDY AREA 8.3 The study brief defined the M56 corridor study area to be the area bordered by the Cheshire County Council/Wirral Metropolitan Borough Council boundary and the River Mersey/Manchester Ship Canal to the north, the A5103(T) south from M60 to M56 to the east, the M56 from junction 1 to junction 7 including Manchester Airport and the A556/A54/A51/A55 south of Northwich and Chester to the Welsh Border. The western limit of the study area was defined by the boundary between England and Wales. 8.4 It is our recommendation that the study area should be extended to logical transport decision points. For this reason the study area has been extended into the Wirral to encompass M53 junctions 5 and 6, and into Wales to encompass the A55(T)/A494(T) Ewloe Interchange. For the purpose of this study it is considered that the English/Welsh border that dissects the study area is not relevant with respect to the operation of local economies, housing markets and travel areas. DETAILED EXAMINATION OF PROBLEMS AND ISSUES 8.5 The priority for the next stage in an M56 Corridor Multi-Modal study is to undertake a detailed examination of the problems and issues that have been identified through document review and from stakeholder consultation. This review should ascertain the regional importance of the problem, i.e. to establish whether the problem has genuine regional significance or whether the problem is clouded by perception. This will require; linking the regional transport problems to the wider environmental, economic regeneration and development objectives for the corridor as outlined in current Regional Planning Guidance and the Regional Economic Strategy; the development of a full demand matrix across all modes of travel to a common zoning system, including new data collection where appropriate; to provide a detailed breakdown on trip making patterns including the following; trip purposes; trip lengths; and current mode share for key origin-destination movements. Page 104 of 150

105 a more detailed baseline assessment of the problems and issues, including an assessment of the balance of short and longer distance movements at key study area bottlenecks and congestion points; and a need to undertake a high level accessibility mapping exercise to determine the relative costs of the alternative modes (in terms of the full range of factors; time, convenience, reliability, quality, monetary cost which all influence travel behaviour and choices) for key origin-destinations, and to establish a benchmark that each mode must deliver for them to be a suitable alternative mode for that movement. ADDITIONAL DATA REQUIREMENTS 8.6 In addition to the review of existing information we have identified a number of areas of uncertainty with regard to reliability and completeness of data, namely: potential need for further roadside interview data; patronage figures for strategic road based public transport; disaggregate data with regard to levels of patronage for rail services beyond that supplied via MOIRA/LENNON (which is only station based i.e. does not provide the true origin and destination of trips). 8.7 Before embarking upon the definition of any new data collection we would propose that an further examination is undertaken, data assembled and details provided in respect of: 2001 journey to work census data providing origin-destination data at ward/output area level. Deeside Park Junctions TPI Study which includes M53, it is understood that registration surveys have been undertaken; New Mersey Crossing it is understood that a SATURN model is being built to consider the strategic reassignment effects of the proposed new crossing between Runcorn and Widnes; Manchester Airport passenger surveys, it is understood that passenger surveys were undertaken in September 2002; North West Regional Planning Assessment undertaken for the SRA; Train operator based ongoing passenger surveys; and National Express ticketing data. 8.8 Subject to the outcome above we would propose that a limited amount of new data collection may be necessary, covering the following areas of detail: boarding and alighting counts of users of National Express coach services using the M56 corridor; and face to face surveys of users of National Express coach services using the M56 corridor to obtain true origin-destination information; boarding and alighting counts of users of rail services in the M56 corridor on the Mid Cheshire and North Cheshire lines, as well as at Hartford and Winsford railway stations, primarily focussing upon peak time demand issues; face to face surveys with rail passengers on the Mid Cheshire and North Cheshire lines, as well as at Hartford and Winsford railway stations; and face to face surveys with Metrolink passengers at Altrincham to obtain information about current railheading from the M56/A556 corridor to this station. Page 105 of 150

106 PREPARING A SHORTLIST OF POTENTIAL MEASURES 8.9 Having established problems and issues of regional importance (as opposed to local) it will be necessary to prepare a shortlist of potential measures which are appropriate for further consideration and discard those that do not fulfil a strategic role, by giving consideration to; the extent to which the potential transport measures contribute to the defined set of corridor objectives. It is suggested that this assessment should be based on a refined 7 point textual scale, utilising a clearly defined set of indicators; whether the potential measures are both realistic and practicable issues such as possible timescale for implementation and general acceptability where relevant. Further details on possible timescales for implementation will be sought from stakeholders at this stage; and whether the cost of implementing a particular potential measure is broadly commensurate with the likely benefits and provides value for money. Further details on scheme costs will be sought from stakeholders at this stage. SCENARIO TESTING - MODELLING 8.10 In order to test the effects of the different scenarios the modelling approach taken will be dependent upon the level of detail required: for regional transport problems that require corridor-wide consideration we would suggest that a skeletal multi-modal network is developed using the SEMMMS TRIPS model as its basis. Whilst it is recognised that the SEMMMS model is focussed on the Greater Manchester conurbation and in its current form is not be sufficiently robust to model strategic transport choices along the M56 corridor, we feel that adoption of this model as a platform for a strategic network model could be developed at a reasonable cost. From the highway side the SEMMMS model could draw upon information contained in the A556 SATURN model which has been developed for the A556(T) RMS (which is itself based on the MIDMAN model), possibly the SATURN model which we understand is being developed by Giffords to assess the strategic reassignment effects of the proposed New Mersey Crossing between Runcorn and Widnes (although we are currently unaware of details of this work), and potentially any modelling work associated with the Deeside Park Junctions TPI Study. In addition we would propose that a revised mode choice model capability is included based upon new mode choice parameters (for example from the MIDMAN or M1 Multi-Modal studies) with improved long distance bus/coach, park-and-ride and light rail modelling capabilities. for regional transport problems that do not require corridor-wide consideration a more localised modelling approach may be acceptable, such as; smaller scale but more detailed strategic multi-modal model; micro-simulation models and/or spreadsheet based models to assess the impact of highway changes. For example the Highways Agency are currently undertaking a study to carry out an initial assessment (using a spreadsheet based model) to assess how the future development aspirations in the Halton area will affect the operation and safety of the trunk road network in the area; or direct demand modelling techniques to assess the impact of new railway facilities. SCENARIO TESTING TRANSPORT SUPPLY 8.11 Once a shortlist of potential measures has been prepared and discussed in consultation with the Study Advisory Group the process of scenario testing can be undertaken. Page 106 of 150

107 Do-Minimum Scenario 8.12 The first stage of this exercise will be to define the do-minimum scenario, against which packages of measures can be tested. The do-minimum scenario will comprise committed schemes i.e. schemes where a decision to proceed has been taken (even though statutory procedures may still have to be completed) and for which funding will be made available, and would be implemented regardless of whether this study took place or not. This scoping study has already identified many of those schemes; including; A494(T)/A550(T) Widening Ewloe Interchange to Welsh/English border (committed schemes included in Trunk Road Forward Programme 2002, Welsh Assembly Government); A550(T)/A5117(T) Deeside Park Junction Improvements (committed scheme included in the Highways Agency s Targeted Programme of Improvements); M56 improvements between junctions 5 and 6, (scheme part of a Section 278 agreement that formed part of the planning consent of the second runway inquiry, there is also a Section 278 agreement works at M56 junction 6 a part of the planning consent for the Davenport Green development); major schemes (above 5m) in the full Local Transport Plans; such as South Liverpool Parkway (Allerton Interchange); and rail franchise commitments including; diversion of the current Liverpool-Manchester Airport service via Chat Moss; new semi-fast Birmingham-Liverpool/Preston rail service operated by Central Trains which will open up opportunities for an improved service at Hartford/Winsford Agreement on schemes/interventions that comprise the do-minimum scenario would be defined in consultation with the Study Advisory Group. Do Minimum Reference Case 8.14 This will be a development of the do-minimum scenario and will include a package of shortlisted schemes for which there is a high likelihood of them being developed whether or not this study took place. It is our recommendation that the do-minimum reference case should comprise measures for which there is consensus amongst the Study Advisory Group for the inclusion in the long term strategy for the M56 corridor and for which there is a very high likelihood of them proceeding At this point we would suggest that a review is undertaken to assess the extent to which these measures will alleviate (or otherwise) the identified problems. Demand Management/Making Best Use of Existing Infrastructure Scenario 8.16 Once the do-minimum reference case has been established priority should be given to demand management and making best use of infrastructure options for both the regional highway and rail network. Demand Management 8.17 It is recognised that the Regional Highway Network has a finite capacity and that demand already exceeds capacity in certain key locations leading to congestion and problems of journey time reliability, and that if demand is unconstrained conditions will continue to deteriorate to unacceptable levels. It is considered therefore that there is a need to investigate how to better manage demand together with developing new technologies to assist in reducing the need to travel. Whilst a range of highway demand measures have been identified the practicalities Page 107 of 150

108 associated with their implementation and their impact on the M56 corridor transport system have yet to be addressed. Some aspects of demand management have already been considered under a number of route management strategies and it is understood that M56 RMS is commence in the near future. The study would draw on the recommendations from the Route Management Strategies for inclusion in any scenario testing For rail reference will be made to the outputs of the North West Regional Planning Assessment to identify the key areas of rail growth (and decline) forecast for the future. This should provide an indication of where capacity problems can be expected to occur and provide recommendations on how rail demand should be managed. Better Use of Existing Infrastructure 8.19 It is recognised that delays caused by the increasing volumes of traffic, incidents and road works lead to frustration for road users and increased costs for industry. With vehicle ownership rising steadily, demand is forecast to increase further. It is considered therefore that to tackle this rise there is a need to investigate how to make best use of the latest techniques and technology, and potential small scale infrastructure measures, in managing traffic on the network and minimise delays caused by roadworks and incidents. Whilst a range of highway management measures have been identified the practicalities associated with their implementation and their impact on the M56 transport system have yet to be addressed. As with demand management, this study would draw on the recommendations from the Route Management Strategies regarding better use of existing highway infrastructure as the basis of any scenario testing A similar consideration will be required of the rail network, with a hierarchy of services being assessed. Such a process is being undertaken as part of the SRA-led Route Utilisation Strategy (RUS) process, which is ongoing for Greater Manchester and Trans-Pennine and due to report in spring The recommendations from this process will provide a valuable input as to whether some of the measures that have been identified in this scoping study require further consideration in the context of the M56 transport corridor. Further Transport Scenarios 8.21 Further transport scenarios could range from Public Transport scenarios to Highway Improvements. Indeed there may also be a need for further testing of combination scenarios to ensure that an optimal balance of measures is obtained. Public Transport Scenarios 8.22 The focus of this scenario would be to make public transport as attractive and competitive as possible in order to encourage modal transfer and reduce car usage, in combination where necessary with highway demand and management measures Current funding would appear to suggest that there is limited prospect for significant rail investment in the near to foreseeable future. However, given the planned change in the rail industry structure following the recent Government White Paper, and combined with private sector involvement, rail could continue to play a significant role in making a step change in accessibility to the key traffic attractors in the area. Therefore a realistic assessment needs to be made as to the role public transport can make in encouraging modal transfer and reduce car usage. For this reason it is considered that public transport should be considered under two scenarios; short/medium term measures, and longer term measures. Page 108 of 150

109 Short/Medium Term Public Transport Scenario 8.24 Clearly at this stage in the study process precise details of measures that would comprise this scenario have yet to be defined. It would appear, however, that on the basis of the broad qualitative assessment undertaken as part of this scoping study (and from the recommendations made in MIDMAN and the ongoing Road Based Public Transport and Interchange Study) that there is a need to explore the contribution that a step change in road based public transport provision would have in supporting sustainable development and the growth of Manchester and Liverpool Airports, as part of any short/medium term public transport scenario. Longer Term Public Transport Scenario 8.25 In October 2003, the SRA published The Railway Planning Framework; Regional Planning Assessments. A Regional Planning Assessment (RPA) will be produced for all areas covered by the rail network. These Assessments will form a framework for the Route Utilisation Strategies, franchise replacement specifications and ongoing infrastructure enhancement considerations. The outcome of relevant regional and local studies will be incorporated into the RPA which will be reviewed every five years In the North West the initial RPA is ongoing at the moment, and is due to report late 2004/early This is likely to identify the future changes in the rail network over the next years, but within a wider regional context as compared to the M56 corridor alone. This process will provide valuable input as to whether some of the longer term rail measures that have been identified in this scoping study require further consideration in the context of the M56 transport corridor. Similarly, it is understood that as part of the Greater Manchester RUS issues associated with the Manchester Hub will be examined. Highway Improvement Scenario 8.27 Notwithstanding improved demand management measures, better use of existing infrastructure and the introduced (where appropriate) of public transport services, it is possible that some problems on the regional road network can only be solved, by providing targeted increases in highway capacity. Locations already identified by other studies and schemes put forward to mitigate against these are well advanced; including A483(T)/A55(T) junction improvements; A556(T) highway improvements; and major new crossing of the River Mersey between Runcorn and Widnes; SCENARIO TESTING TRAVEL DEMAND 8.28 Land-use planning has a fundamental impact on the operation of the M56 corridor transport system. On the one hand, regeneration of the North West Metropolitan Area for housing and employment could have a beneficial effect on the transport network as the provision of high quality housing in and near to the city centres could reduce longer commuting distances. New development and redevelopment in the regional poles and surrounding areas could also enable easier access by sustainable modes of transport. However, development pressures will also remain outside the city centres and in existing employment locations The transport network should play an integrated role in assisting existing and future regeneration initiatives and in aiding inward investment and supporting indigenous economic growth. It should also assist in accommodating the forecast passenger growth at Manchester and Liverpool Airports. Any travel demand forecasting along the corridor should take into account the emerging policies in the Regional Spatial Strategy and the RES. Page 109 of 150

110 SCENARIO APPRAISAL 8.30 Scenario appraisal should be undertaken in accord with the transport analysis guidance provided on the Department for Transport (DfT) website WebTAG. The website originally brought together the Department's existing documents, The Guidance on the Methodology for Multi-Modal Studies (GOMMMS) and associated supplements and errata, Applying the Multi- Modal Approach to Appraisal to Highway Schemes (The Bridging Document) and Major Scheme Appraisal in Local Transport Plans. The material on the DfT WebTAG site supersedes these documents Compliance with WebTAG guidance requires that the scenarios are assessed against the Governments five key criteria for transport: environment to protect the built and natural environment (including the European Directive on Strategic Environmental Assessment 2001/42/EC); to reduce noise, safety to improve safety; to improve local air quality to reduce greenhouse gases to protect and enhance the landscape to protect and enhance the townscape to protect the heritage of historic resources to support biodiversity to protect the water environment to encourage physical fitness to improve journey ambience to reduce accidents to improve security economy to support sustainable economic activity and get good value for money; to improve transport economic efficiency to improve reliability to provide beneficial wider economic impacts accessibility to improve access to facilities for those without a car and to reduce severance; to improve access to the transport system to increase option values to reduce severance integration to ensure that all decisions are taken in the context of the Government s integrated transport policy and other local policies; to improve transport interchange to integrate transport policy with land-use policy to integrate transport policy with other Government policies 8.32 The assessment of the degree to which central Government objectives are achieved should be carried out using an Appraisal Summary Table (AST) and supported by a short summary of key impacts and accompanied by worksheets, including the Transport Economic Efficiency (TEE) table. The Appraisal Summary Table summarises the benefits and adverse impacts of the strategy package. Page 110 of 150

111 8.33 As the MMS process (defined in the GOMMMS guidance) is objective led, it was necessary to identify a series of core corridor objectives at the beginning of the process describing the needs of the study area. These core corridor objectives have been framed both within the Government s five key criteria for transport and the wider regional objectives The core corridor objectives for the M56 Corridor are set out in Section 2. These objectives will be used to frame the appraisal process throughout any future stages of the study. Therefore, for the final scenario appraisal it will be necessary to assess the package of measures against the Governments key criteria for trans port, the wider Regional objectives and against the core corridor objectives. Thus, the following Appraisal Summary Tables will be required; within the framework of the Governments key criteria for transport; within the framework of the wider Regional objectives; and within the framework of the core corridor objectives In addition to the assessment against the Government s five key criteria, consideration will also need to be given to the performance of the scenarios against: distribution and equity financial sustainability and affordability; and practicality and public acceptability 8.36 These issues essentially relate to the feasibility of solutions, as it will be important to ensure that any proposed measures could actually be delivered. distribution and equity - designed to show the distribution of the overall impacts summarised in the AST, thereby enabling a judgement to be made about the fairness of the impacts across those affected by the strategy. financial sustainability and affordability - the key question for Financial Sustainability is the extent to which the scheme option is self-supporting from revenues i.e. can revenues cover operating costs for each year during the operating period; can revenues cover all costs, including investment costs? If the scheme option is not be fully self supporting, what grant or subsidy is required to deliver the option? In assessing Affordability, it will be necessary for the Study Advisory Group to take a view as to the likelihood of public funds being available to cover all costs. practicality and public acceptability The strategy (or scheme option) may be desirable but not fundable, or may create a majority of winners with a minority of uncompensated losers who will form a vocal opposition. There therefore needs to be an overall assessment of the practicality of the strategy (or scheme option), and where relevant, what countervailing or complementary measures are needed to make the strategy practical, and consideration of priorities. PARTNERSHIP WORKING WITH DELIVERY AGENCIES 8.37 In pursuing a programme of further study for the M56 Corridor we consider that partnership working with the delivery agencies is fundamental in order to ensure that their specific needs are met and that account is made of other ongoing and future work In addition to liaison on committed schemes, account will need to be taken of other studies, including; M56 Route Management Strategy; A556(T) Route Management Strategy; Strategic assessment of the proposed new Runcorn to Widnes Mersey crossing; Page 111 of 150

112 North West Regional Planning Assessment for rail; Route Utilisation Strategies for rail; and the emerging Northern Way Growth Strategy. Page 112 of 150

113 References Forming the Document Review Transport White Paper A New Deal for Transport: Better for Everyone, DETR, July 1998 A New Deal for Trunk Roads in England, DETR, July 1998 Future of Air Transport White Paper, DfT, December 2003 European Directive on Strategic Environmental Assessment 2001/42/EC Highways Agency Business Plan 2003/04 Strategic Rail Authority Strategic Plan 2003 Platform for Progress Transport in Tomorrow s Countryside, Countryside Agency, April 2003 Network Rail Business Plan 2004 Guidance on the Methodology for Multi-Modal Studies, Volumes 1 and 2, DETR, March 2000 Planning Policy Guidance Note 13: Transport A Better Quality of Life A Strategy for Sustainable Development in the UK (DETR, 1999) Regional Planning Guidance for the North West (RPG 13), ODPM, March 2003 Partial Review of Regional Planning Guidance for the North West (RPG13), North West Regional Assembly, March 2004 Regional Economic Strategy, Northwest Development Agency, March 2003 Strategic Regional Sites Designation Report, NWDA, December 2001 Strategic Regional Sites, First Monitoring Report, 2003 Strategic Regional Sites, Annual Monitoring Report, 2004 Mersey Belt Study, DTZ Pieda Consulting, May 2002 Mersey Belt Policy Statement 2003 South East Manchester Multi-Modal Study, September 2001 West Midlands to North West Conurbation Multi Modal Study, March 2002 West Midlands to North West Conurbation Multi Modal Study Decision Letter, DfT A556 Area Study Technical Report (2002) and Supplementary Report (2003), Highways Agency Deeside Park Junctions Study, September 2001 A5/A483 Shrewsbury to Chester Road-Based Study, April 2002 A556 (M6 Junction 19 to M56 Junction 17) Route Management Strategy, Public Consultation, March 2004 M6 Warrington to the Scottish Border Route Management Strategy, January 2004 M53/A55/A483 Birkenhead to Welsh Border Route Management Strategy, December 2002 Queensferry Transportation Study, September 2000 Mid Man Study Road Based Public Transport Interchange Strategy, July 2003 Mersey Dee Alliance Transport Study New Mersey Crossing Major Scheme Appraisal, Halton BC, 2003 East Runcorn Development Area Sustainable Transport Framework, 2003 Page 113 of 150

114 Highways Agency Halton Study, Draft, April 2004 Manchester Airport Ground Tr ansport Access Study Manchester Airport Draft Development Strategy to 2015 Liverpool John Lennon Airport Surface Access Strategy, Issue Three, April 2004 North West Regional Freight Strategy, NW Freight Advisory Group, November 2003 Cheshire Local Transport Plan 2001/02 to 2005/06, Cheshire County Council Greater Manchester Local Transport Plan 2001/02 to 2005/06 Merseyside Local Transport Plan 2001/02 to 2005/06 Halton Local Transport Plan 2001/02 to 2005/06, Halton Borough Council Warrington Local Transport Plan 2001/02 to 2005/06, Warrington Borough Council Transport Framework for Wales / Fframwaith Trafnidiaeth Cymru, Welsh Assembly Government, November 2001 Trunk Road Forward Programme / Blaenraglen Cefnffyrdd, Welsh Assembly Government, March 2002 Page 114 of 150

115 APPENDIX A Terms of Reference for Study Objectives Page 115 of 150

116 NATIONAL OBJECTIVES Government's Five Over-Arching Objectives for Transport Protect and enhance the built and natural environment Improve safety for all travellers Contribute to an efficient economy, and to support sustainable economic growth in appropriate locations Promote accessibility to everyday facilities for all, especially those without a car Promote the integration of all forms of transport and land use planning, leading to a better, more efficient transport system Government's Sustainable Development Strategy Promote high and stable levels of economic growth and employment Ensure effective protection of the environment Promote social progress that recognises the needs of everyone Ensure the prudent use of natural resources Future of Air Transport White Paper Recognise the importance of air travel to our national and regional economic prosperity, and that not providing additional capacity would significantly damage the economy and national prosperity Reflect people s desire to travel further and more often by air, and to take advantage of the affordability of air travel and the opportunities this brings Seek to reduce and minimise the impacts of airports on those who live nearby, and on the natural environment Ensure that, over time, aviation pays the external costs its activities impose on society at large in other words, that the price of air travel reflects it environmental and social impacts Minimise the need for airport development in new locations by making best use of existing airports where possible Respect the rights and interests of those affected by airport development Provide greater certainty for all concerned in the planning of future airport capacity, but at the same time is sufficiently flexible to recognise and adapt to the uncertainties inherent in long-term planning Highways Agency To give priority to maintenance whilst minimising whole life costs To develop its role as a network operator To reduce congestion and improve journey time reliability To carry out the targeted investment programme To minimise the environmental impact of the trunk road network To improve safety for all road users To work in partnerships that promote choice and information for travellers To be a good employer Strategic Rail Authority Growth over the period of the Government's 10 Year Plan of 50% in passenger traffic (measure in passenger kilometres) Growth over the period of the Government's 10 Year Plan of 80% in freight traffic (measure in freight tonne kilometres) Reducing overcrowding on services within the London Area to meet standards set by the SRA Performance in the form of train service punctuality is to be improved Performance in the form of train service reliability is to be improved Countryside Agency - Transport in Tomorrow's Countryside Transport policy should seek to make services and facilities more accessible and easier to reach, rather than simply increasing the amount and speed of travel. Services and transport should be linked together in a way that enhances quality of life and the economy in rural areas Page 116 of 150

117 Roads, railways and associated construction should fit in with the character of the countryside and improve the quality of life for all Using public transport should not cost more than travelling by car, and government funding should favour non-car transport, supported by longer term funding to enable new transport provision to work over time. Alternatives to car and lorry travel should be found, in order to reduce the rate of traffic growth in the countryside. As rail is less damaging to the environment than road and air travel, its use should be encouraged for long distance travel People should feel safe and secure when travelling in rural areas. More decisions affecting travel should be made locally. Good connections between different forms of transport should be available, so that people can use a combination of services with ease. Walkers, public transport users, cyclists and horse riders should be able to move around safely and freely, and be able to access services and the countryside easily. REGIONAL OBJECTIVES Regional Planning Guidance for the North West Achieve greater economic competitiveness and growth, with associated social progress Secure an urban renaissance in the cities and towns of the North West Ensure the sensitive and integrated development and management of the costal zone, and secure the revival of coastal resort towns Sustain and revive the Region's rural communities and the rural economy Ensure active management of the Region's environmental and cultural assets Secure a better image of the Region and high environmental and design quality Create an accessible Region, with an efficient and fully integrated transport system Regional Transport Strategy Enhancement of Trans -European Networks Effective multi-modal solutions to the conveyance if goods, people and services at major hubs Effective planned and significantly more efficient transport interchanges Attractive gateways and transport corridors Scope for effective use of new technology to enhance travel A safe and pleasant environment complementary to the need to improve the Region's image and encourage more use of environmentally-friendly modes of transport (e.g. walking, cycling and canals) Regional Economic Strategy Exploit the growth potential of business sectors Improve the competitiveness and productivity of businesses Develop and exploit the Region's knowledge base Deliver urban renaissance Deliver rural renaissance Secure economic inclusion Develop and maintain a healthy labour market Develop the strategic transport, communications and economic infrastructure Ensure the availability of a balanced portfolio of employment sites Develop and market the Region's image North West Regional Freight Strategy To assist the promotion of sustainable economic growth To underpin the competitiveness of indigenous business, attract and retain inward investment and reduce the threat of peripherality in Europe by improving accessibility to, from and within the North West for those who use or operate freight transport Page 117 of 150

118 To provide a vibrant, efficient and safe freight industry in the North West by developing and maintaining a range of high quality transport networks and services To involve both private and public sector interests by encouraging partnership working to facilitate a better understanding amongst stakeholders of the needs of modern supply chains Transport Framework for Wales Transport system that is more accessible to all people, including people with disabilities, young people and those at a social disadvantage Transport system that is able to provide access and mobility to support commercial activity and facilitate implementation of the economic vision for Wales Transport system that is better integrated between different modes, and with land-use planning with care for the environment as a basic principle Transport system that is safer and health promoting Transport system that is more efficient in its use of resources LOCAL OBJECTIVES Cheshire Local Transport Plan To promote sustainable accessibility To improve travel safety and security To promote integration of all forms of transport To contribute to an efficient and sustainable economy To protect and enhance the environment Merseyside Local Transport Plan To ensure that transport supports sustainable economic development and regeneration To moderate the upward trend in car use and secure a shift to more sustainable forms of transport such as walking, cycling and public transport To secure the most efficient and effective use of the existing transport network To enhance the quality of life of those who live, work in, and visit Merseyside Halton Local Transport Plan To develop safe, efficient and inclusive integrated transport systems and infrastructure that encourage s ustainable economic growth and regeneration Warrington Local Transport Plan Enhance and protect the environment of the Borough Improve safety, personal security and health To contribute to an efficient economy and to support sustainable economic growth in Warrington Improve accessibility and mobility in the Borough To promote the integration of all forms of transport and land use planning Improve the quality of life and transport system and reduce social exclusion and poverty in the Borough Ensure best value and optimal use of resources is obtained from the LTP expenditure programme Greater Manchester Local Transport Plan To strengthen, modernise and diversify the local economy in ways which are environmentally sustainable To support urban regeneration and bring disused and under-used urban land back into effective use To make Greater Manchester as a whole a more attractive, safer and healthier place to live, work and invest To focus these improvements in the Regional Centre, the town centres, and major employment centres (e.g. Manchester Airport, Salford Quays and Trafford Park) To reverse the decentralisation of population and economic activity, sustain the community and cultural life of urban centres and neighbourhoods, and ensure that everyone can participate in the opportunities that the County has to offer Page 118 of 150

119 OTHER STRATEGIES AFFECTING THE STUDY AREA South East Manchester Multi-Modal Study (SEMMMS) Promotion of environmentally sustainable economic growth Promotion of urban regeneration Improvement of amenity, safety and health Enhancement of the Regional Centre, town centres and local and village centres and the Airport Encouragement of the community and cultural life of neighbourhoods, and encouragement of social inclusion West Midlands to North West Conurbations Multi-Modal Study (MIDMAN) To enable the M6 to retain a strategic role, this being measured by acceptable journey times, improved levels of journey time reliability and safety, and reductions in the diversion of strategic traffic onto local routes To enable the M6 to retain a strategic role for road freight To enable the public transport networks (e.g. the West Coast Main Line) to provide a quality of service to facilitate modal transport in the corridor so to attract the maximum numbers of passengers and volume of freight To achieve satisfactory levels of journey time, journey time reliability and safety around M6 junction 11a following the construction of Birmingham Northern Relief Road, these to be consistent with the adjacent length of the M6 motorway To reduce strategic traffic diverting off the M6 onto diversionary routes such as A34, A449, A5/A51, A50 (north of Stoke-on-Trent) and A536 so that these routes can maintain their sub-regional function To provide a transport solution between the M6 and M56 to perform the strategic role currently performed by the A556, this being assessed by acceptable journey times, and improved levels of journey time reliability and safety To achieve compatibility between the impact of major new developments in the corridor and other objectives of the Study To reduce noise in identified communities To improve local air quality To protect and enhance the landscape To protect and enhance biodiversity To improve access to and within areas identified for regeneration, particularly existing urban areas and transport interchanges To enhance accessibility in areas suffering from social exclusion such as Merseyside Objective 1 Area, east Manchester, the Mersey Belt and regeneration zones identified in the West Midlands To ensure integration between the transport strategy of the corridor with the Regional Planning Guidance and Regional Economic Strategies of the West Midlands and North West A556 Area Study (Based on MIDMAN Objectives) To enable the M6 to retain a strategic role, this being measured by acceptable journey times, improved levels of journey time reliability and safety, and reductions in the diversion of strategic traffic onto local routes To enable the M6 to retain a strategic role for road freight To reduce the divers ion of strategic traffic diverting onto local highway routes To provide a transport solution to the A556 assessed by acceptable journey times and improved levels of journey time reliability and safety To reduce noise in identified communities To improve local air quality To protect and enhance the landscape To protect and enhance biodiversity A550(T)/A5117(T) Deeside Park Junctions Study A5/A483 Shrewsbury to Chester Road-Based Study To reduce congestion To resolve safety problems Page 119 of 150

120 To resolve environmental problems To facilitate economy activity in North Shropshire, North Wales and the North West To protect the local interests of the communities affected by the route To promote and support sustainable modes along the route M6 Warrington to the Scottish Border Route Management Strategy To protect and enhance the built and natural environment. To improve safety for all travellers To contribute to an efficient economy to support sustainable economic growth in appropriate locations To promote accessibility to everyday facilities for all, especially those without access to a car To promote the integration of all forms of transport and land use planning, leading to a better, more efficient transport system M62 Liverpool to Hull Route Management Strategy To reduce congestion To encourage integration To improve safety To enhance the environment To improve accessibility M53/A55/A483 Birkenhead to Welsh Border Route Management Strategy To protect and enhance the built and natural environment. To improve safety for all travellers To contribute to an efficient economy to support sustainable economic growth in appropriate locations To promote accessibility to everyday facilities for all, especially those without access to a car To promote the integration of all forms of transport and land use planning, leading to a better, more efficient transport system New Mersey Crossing Major Scheme Appraisal To relieve the Silver Jubilee Bridge, thereby removing the constraint on local and regional development and better provide for local traffic needs. (The crossing must provide a viable alternative route to the Silver Jubilee Bridge) To maximise development opportunities To improve public transport links across the river To encourage the increased use of cycling and walking Northwest Development Agency - Strategic Regional Sites First Monitoring Report (April 2003) Attracting and developing knowledge-base industry into and close to areas of regeneration need Developing knowledge-base industry related to university and other existing concentrations of knowledge-based industry Regional distribution sites Servicing the needs of the established target sectors Mersey Belt Study Promote an integrated approach to future planning which identified the steps needed to manage better all assets within the Mersey Belt Southern Crescent, so that economic potential could be encouraged and realised creatively, without compromising the principles of sustainable development Promote an integrated approach to future planning which supported and complemented regeneration in the Metropolitan Axis, by identifying realistic and sustainable opportunities to accommodate and deflect development pressures from the south to north of the River Mersey, in the short and long term Greater Manchester Rail Study Understanding how rail in Greater Manchester can contribute to achieving the Government s transport policy objectives and the 10 Year Plan targets for passenger and freight growth Page 120 of 150

121 Understanding what service improvements would be required to deliver significant increases in patronage Informing SRA s franchise replacement process, particularly for the Trans-Pennine Express and Northern franchises, SRA s Strategic Plan and Railtrack s Network Management Statement Informing the development of Regional Planning Guidance, Regional Transport Strategy, Local Transport Plans, and the conclusions of Multi-Modal Studies Manchester Airport - Ground Transport Strategy To develop the airport as a major regional transport hub, with a network of high quality and frequent public trans port services from regional centres and cities (airport gateways). To achieve a progressive reduction in the proportion of vehicle trips by road relative to the number of air passengers. Our public transport use target is 40% (at 40 million terminating passengers). To actively encourage the use of public transport for journeys to and from the Airport, and reduce dependence on the private car as a means of Airport access. To offer a choice of efficient reliable, safe and quality transport services for all To ensure that lack of personal mobility will not be a barrier to public transport access To invest, in partnership with others, in transport schemes that provide the best value solutions in terms of overall cost, time and environmental quality To support the development and management of the strategic road network in order to maintain a high standard of access for all airport users and to complement public transport access. To encourage cycling and walking as a means of Airport access by development of safe and convenient routes Manchester Airport - Draft Development Strategy to 2015 Maximise the profitable growth of its airport related and other businesses in a manner that brings sustainable economic, financial and social benefits to the North West Region Grow our business as a fundamental element in the region s infrastructure Maximise the capacity of all our assets whilst maximising the positive social and economic benefits that arise from the success of the business Minimise the negative environmental and community impacts arising from our activities TRANSPORT PROVIDERS IN THE STUDY AREA Network Rail Business Plan Improve safety. To reduce the number of accidents Improve service performance. To enable greater punctuality and reliability of train services Increase system capability. To facilitate achievement of the SRA s Strategic Plan and increase passenger and freight capacity Improve customer and stakeholder relationships. To increase the satisfaction of passenger and freight rail users and other stakeholders Improve financial control. To increase our financial efficiency and maximise what we can deliver for each pound spent Improve asset stewardship. To take better care of the infrastructure and deliver greater value for money Improve business performance. To make the most of our people s skills and effort Page 121 of 150

122 APPENDIX B Mersey Belt Study Page 122 of 150

123 MERSEY BELT STUDY The NWDA commissioned in 2000 a study that aimed to ensure that North West region as a whole had a realistic strategy for stimulating both indigenous and inward investment in knowledge-based industries focusing on the Target Sectors. The Mersey Belt Area was broadly defined as the following districts; Cheshire Greater Manchester Unitary Authorities Chester Bolton Halton Ellesmere Port and Neston Bury Warrington Macclesfield Manchester Vale Royal Oldham Rochdale Merseyside Salford Knowsley Stockport Liverpool Tameside Sefton Trafford St Helens Wigan Wirral The Mersey Belt Study took account of the contrasts between north of the Mersey River (the Metropolitan Axis) and south of the Mersey River (Southern Crescent), where; Southern Crescent comprises wards within Chester, Ellesmere Port, Vale Royal, Macclesfield and wards of Halton, Warrington, Manchester, Trafford and Stockport which lie to the south of the River Mersey and the M60 motorway; and Metropolitan Axis comprises wards within Bolton, Bury, Knowsley, Liverpool, Oldham, Rochdale, Salford, Sefton, St Helens, Tameside, Wigan and Wirral and the wards of Halton, Warrington, Manchester, Trafford and Stockport which lie to the north of the River Mersey and the M60 motorway. The main objectives of the Mersey Belt Study were to promote an integrated approach to future planning which: identifies the steps needed to manage better all assets with the Southern Crescent, so that economic potential can be realised creatively, without compromising the principles of sustainable development. supports and complements regeneration in the Metropolitan Axis by identifying realistic and sustainable opportunities to accommodate and deflect development pressures from the south to north of the River Mersey in the short and long term. The study identifies 40 sites (shown below) suitable for knowledge based industries as either Category A or Category B site; Category A 10 sites where public investment needs to be made, especially to improve accessibility, infrastructure and image Category B 30 sites which are no less important for knowledge-based industry in policy terms, but in general will have a lower call on public investment for site preparation and assembly Page 123 of 150

124 North West Sites Considered Suitable for Knowledge Based Industries (Mersey Belt Study) It should be noted that the terms Metropolitan Axis and Southern Crescent are used above only as a matter of historical record in referring to the Mersey Belt Study. RPG has reflected the issues in its identification of the North West Metropolitan Area Regeneration Priority Area and in the special policy framework for North Cheshire. Page 124 of 150

125 APPENDIX C Railway Station Audit Page 125 of 150

126 Station Name Status Facilities Information Car/Cycle Parking Comments Navigation Road Unmanned Shelter provided. None (phone on Metrolink platform). Altrincham Manned Attached to bus/metrolink interchange. Canopies provided. Hale Manned (early turn only) Canopies over both platforms. Ashley Unmanned Shelter on Chester bound platform only. Mobberley Unmanned Shelters on both platforms. Knutsford Manned Canopy over Manchester-bound platform. Shelter on Chester-bound platform. Plumley Unmanned Shelters on both platforms. Lostock Gralam Unmanned Shelter on Chesterbound platform only. Northwich Manned (early turn only) Canopy over Manchester-bound platform. Shelter on Chester-bound platform. Greenbank Unmanned Shelter on Chesterbound platform only. Cuddington Unmanned Shelters provided on both platforms. Delamere Unmanned Shelters on both platforms. Mouldsworth Unmanned Shelter on Manchesterbound platform only. Hartford Manned Shelters on both platforms. Local public address None except phone on Manchesterbound platform. None except phone on Chester-bound platform. None except phone adjacent to Chesterbound platform. Payphone on Manchester-bound platform for times when station is unstaffed (late evening). Payphone on Manchester-bound platform Payphone on Chester-bound platform. Payphone on Manchester-bound platform. None (payphone across busy main road). None except payphone on Manchester-bound platform. None (call box nearby). None except phone on Chester-bound platform. Free car park. Associated car park. Remote to station cycle rack. Car parking (50p per day). No defined spaces. A few car parking spaces (approx 8). Car parks on both sides ( 2.50 per day). Free Car park. Free Car park. Free Car parking. Free Car parking provided Free car parking. Free Car parking. Car parking. Car park soon to be expanded to 90 spaces. Poor quality of interchange pending redevelopment of site. Disabled access to Chester-bound platform via barrow crossing only. Disabled access via ramp to Liverpool-bound platform. Acton Bridge Unmanned Simple shelter. Help point provided. Small number of spaces. No disabled access provided. Warrington BQ Manned Shelters on both platforms Helsby Unmanned Shelters on both platforms Real time info screens, Small number of spaces Station gardens maintained by Rail User Group. Manned signal box provides security presence. Page 126 of 150

127 Station Name Status Facilities Information Car/Cycle Parking Comments Frodsham Unmanned Simple shelters on both platforms Runcorn East Manned Shelters on each platform Runcorn (main line) Manned Help point provided disconnected since new franchise began! Very limited parking Car parking Charged car park Security problems at car park and when station is unmanned Page 127 of 150

128 APPENDIX D Key Highway Movements in Study Area Page 128 of 150

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132 APPENDIX E Key Rail Demand Movements in Study Area Page 132 of 150

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