ahr proposed chester northgate development phase 0/1 · 2019-07-19 · vectos has been commissioned...

AHR

PROPOSED CHESTER NORTHGATE DEVELOPMENT PHASE 0/1

Transport Assessment

VN91226

May 2019

REPORT CONTROL

Document: Transport Assessment

Project: Proposed Chester Northgate Development – Phase 0/1

Client: AHR

Job Number: VN91226

File Origin: \\vtdc01\VectosNorthDrive\Vectos Job Data\2019\VN91226 Northgate Phase 1\Docs\Reports\4. TA\CNG Phase 1 - Transport Assessment_01b.docx

Document Checking:

Primary Author John Lancaster Initialled: JL

Contributor Paul Whitaker Initialled: PW

Review By Paul Whitaker Initialled: PW

Issue Date Status Checked for Issue

1 April 2019 TA_01 Paul Whitaker

2 May 2019 TA_01b Paul Whitaker

3

4

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CONTENTS

1 INTRODUCTION ......................................................................................................... 1

1.1 Background ...................................................................................................... 1 1.2 Phase 0/1 ......................................................................................................... 2 1.3 Initial Scoping ................................................................................................... 3 1.4 Report Detail .................................................................................................... 4

2 LOCAL CONTEXT ......................................................................................................... 5

2.1 Phase 0/1 Site Location .................................................................................... 5 2.2 Local Highway Network .................................................................................... 5 2.3 Baseline Traffic ................................................................................................. 8 2.4 Air Quality Management Area ........................................................................ 10 2.5 Accident Review ............................................................................................. 10

3 SITE ACCESSIBILITY ................................................................................................... 12

3.1 Original Application ........................................................................................ 12 3.2 Walking .......................................................................................................... 12 3.3 Cycling ........................................................................................................... 12 3.4 Public Transport – Bus (including Park and Ride) ............................................. 13 3.5 Public Transport – Rail .................................................................................... 14 3.6 Coaches ......................................................................................................... 15 3.7 Taxis .............................................................................................................. 15 3.8 Summary ....................................................................................................... 15

4 POLICY CONTEXT...................................................................................................... 16

4.1 Policy Position Update .................................................................................... 16 4.2 National Planning Policy Framework (2019) .................................................... 16 4.3 Cheshire West and Chester Parking Strategy (2017) ......................................... 17 4.4 Cheshire West and Chester Local Plan (Part 2) ................................................. 17

5 CHESTER NORTHGATE MASTERPLAN ACCESS STRATEGY ........................................... 18

6 PHASE 0/1 DEVELOPMENT ....................................................................................... 19

6.1 Development Scale ......................................................................................... 19 6.2 Hunter Street Highway Layout ........................................................................ 19 6.3 Public Realm and Internal Vehicle Access ........................................................ 21 6.4 Pedestrian, Cycle and Public Transport Access ................................................. 22 6.5 Existing Road Closures .................................................................................... 24 6.6 Market Service Yard ....................................................................................... 25 6.7 Other Service, Delivery and Refuse ................................................................. 26

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7 MULTI-STOREY CAR PARK ........................................................................................ 27

8 PHASE 0/1 TRIP IMPACT ........................................................................................... 29

8.1 Assessment Methodology and Assumptions .................................................... 29 8.2 Network Impact ............................................................................................. 30 8.3 St. Martin’s Way Network Modelling .............................................................. 31

9 MULTI-STOREY CAR PARK TRIP IMPACT .................................................................... 34

9.1 Sensitivity Test ............................................................................................... 34 9.2 St. Martin’s Way Network Modelling .............................................................. 35

10 SUMMARY AND CONCLUSION .................................................................................. 38

PLANS

Plan 1 – Chester Northgate Masterplan

Plan 2 – Chester Northgate Phase 1 Highway Infrastructure

Plan 3 – Chester Northgate Phase 1 Site Location

Plan 4 – Local Highway Network

Plan 5 – Chester Northgate Masterplan Highways General Arrangement

Plan 6 – Proposed Northgate Street Highway Infrastructure

Plan 7 – Proposed Phase 0/1 Highway Layout

Plan 8 – Updated Hunter Street Long Section

Plan 9 – Indicative Public Realm and Highway Interface

Plan 10 – Market Service Yard

Plan 11 – Multi-Storey Car Park Entry Level

Plan 12 – Multi-Storey Car Park Upper Levels

APPENDICES

Appendix A – Original Vectos Transport Assessment

Appendix B – Traffic Flow Diagrams

Appendix C – LinSIG Network Model Output

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1 INTRODUCTION

1.1 Background

Vectos has been commissioned to provide further highways and transportation input for Phase 0/1 of

the proposed Chester Northgate development in Chester city centre.

In 2016, a planning application (Ref: 16/02282/OUT) was submitted for the Chester Northgate

redevelopment which included the part-demolition and part-retention of existing buildings to allow

the construction of a comprehensive mixed-use development comprising retail stores, restaurants,

cafes, drinking establishments (Use Classes A1, A2, A3 and A4), offices (Use Class B1), cinema and

leisure uses (Use Class D2), 70-120 residential units (Use Class C3), public toilets, shop mobility, a

relocated hotel and indoor market with associated new public squares, car and cycle parking, provision

for buses and associated highway works and infrastructure, landscaping and public realm works.

The proposed scheme allowed for the phased delivery of the Chester Northgate development and

associated infrastructure. Specifically, this included:

• Phase 0: An initial phase of work to redevelop the old library building at Hunters Walk to retain

the façade fronting Town Hall Square, provide food and beverage units and office

accommodation above;

• Phase 1: The first substantial phase of work, which will deliver an extension to Phase 0 at

Hunters Walk, a new market, cinema and hotel, new publicly available car parking (163 spaces)

and a new highway connection from Hunter Street to St. Martin’s Way;

• Phase 2: The final phase which would see the delivery of a new highway connection to and from

St. Martin’s Way known as Edwards’s Street, an improvement at the St. Martin’s

Way/Watergate Street junction, a new car park (729 spaces including 49 allocated for

residential) and a mix of retail, food and beverage, office and residential accommodation.

A copy of the Chester Northgate scheme and associated highways works is included in Plan 1.


The Chester Northgate redevelopment included an overarching access strategy which was subject to

extensive pre-application consultation with Cheshire West and Chester (CWaC) Highways and other

key stakeholders, and was subsequently presented as part of the planning application within a

Transport Assessment and Environmental Statement. The assessments included a review of walking,

cycling and public transport connectivity within and around the city centre, extensive data collection

and analysis for the local highway network (including accidents) and a network modelling exercise for

the St. Martin’s Way corridor.

A Framework Travel Plan was also produced as part of the planning application which sought to

provide a structure that would allow each of the phases within the Chester Northgate scheme to

promote sustainable transport modes, reduce the reliance on private car travel and contribute to city-

wide sustainability and air quality objectives.

Following extensive consultation and review, CWaC Highways were able to recommend approval of

the Chester Northgate hybrid planning application, subject to a number of suitably worded conditions.

1.2 Phase 0/1

Initial consideration was given to Phase 0/1 of the Chester Northgate redevelopment within the

original planning application, particularly in relation to the provision of infrastructure. Plan 2 shows a

layout for St. Martin’s Way which includes the new Hunter Street connection but with the retention of

the existing Princess Street junction. This was agreed with CWaC Highways during the planning process

and ensures that access to the existing network around Trinity Street, Hamilton Place, Crook Street

and Goss Street is retained until such time that the new Edwards’s Street link is provided.

Having secured the planning permission for the Chester Northgate scheme in 2016, further detailed

consideration has now been given to the delivery of Phase 0/1 of the development.


Phase 0/1 of the Chester Northgate development does not include any retail development or

residential accommodation. Instead, it includes the re-provision of some parking spaces from the

Market Car Park, the relocation of the existing market to a new, purpose-built facility with associated

servicing provision, a new 6-screen cinema and food and beverage units. A large proportion of the trip

demands are therefore considered to already be present on the local highway network thereby

limiting the overall trip impact associated with Phase 0/1. This is discussed further in subsequent

sections.

One key change since the original application is the fact that the Crowne Plaza Hotel will not be

relocated to Phase 0/1. Instead, further consideration has been given to Phase 0/1 of the Chester

Northgate scheme and additional car parking is now proposed within Phase 0/1 in the form of a Multi-

Storey Car Park. For clarity, Phase 0/1 was always going to provide car parking, with 69 spaces for the

new hotel and 163 publicly available spaces accessed from Hunter Street, but the new Multi-Storey Car

Park will increase the overall provision to 788 spaces at this location.

It should be noted that the provision of additional car parking spaces as part of Phase 0/1 will be offset

with a corresponding reduction in the parking provision previously associated with future phases of

the Chester Northgate masterplan. In any case, any car parking associated with future phases will be

subject to additional review and consideration as further detail regarding the exact development mix

emerges.

1.3 Initial Scoping

As per the original planning application for the Chester Northgate masterplan, an initial scoping

exercise has been coordinated with CWaC Highways to discuss the principles of development in Phase

0/1. This has built upon the agreements as part of the original planning application and has taken the

form of regular meetings, emails and telephone correspondence to ensure the emerging designs for

Phase 0/1 continue to reflect the principles outlined in the overall Chester Northgate scheme. In

addition, feedback has also been received following a number of key stakeholder meetings and a

formal consultation exercise with members of the public.


Given that there is likely to be little additional trip demand associated with the Phase 0/1 elements, an

assessment focussing on the relocation of trips accessing the existing Market Car Park to the new

Multi-Storey Car Park has been discussed with CWaC Highways. An additional sensitivity assessment

has also been considered to provide CWaC Highways with information relating to any potential

increased use of the new Multi-Storey Car Park associated with future phases of the Chester Northgate

development. Following discussion, the scope for Phase 0/1 is acceptable to CWaC Highways in terms

of the study area, trip generation and network modelling, and is consistent with the methodology

previously presented for the original Chester Northgate planning application.

1.4 Report Detail

This Transport Assessment has been prepared to outline the predicted traffic impact of Phase 0/1 of

the Chester Northgate redevelopment only. It should be read in conjunction with the original

Transport Assessment, Environmental Statement and Framework Travel Plan prepared by Vectos, as

well as the updated Design and Access Statement, Planning Statement and Environmental Statement

Addendum.

In line with both local and national planning policy and industry best practice, as well as being led by

responses from CWaC Highways during initial scoping and public consultation, the Transport

Assessment includes:

• Context of the site;

• Review of previously assessed site accessibility;

• Updated policy context;

• Description of Phase 0/1 development proposals; and

• Consideration of Phase 0/1 traffic impact and mitigation.


2 LOCAL CONTEXT

2.1 Phase 0/1 Site Location

The Transport Assessment submitted as part of the original planning application for the Chester

Northgate scheme included a detailed review of the local highway network in the vicinity of the site. A

summary is provided in this document with an emphasis on Phase 0/1, but should be read in the

context of the wider Chester Northgate hybrid scheme area. A copy of the original Transport

Assessment is included in Appendix A.

The Phase 0/1 site is located in Chester city centre, within 300 metres walking distance from the

existing retail core around Northgate Street, Eastgate Street, Watergate Street and Bridge Street. It is

bounded by Hunter Street to the north, St Martin’s Way to the west, Princess Street to the south and

Northgate Street to the east. The Phase 0/1 site location is presented in Plan 3.

The site currently contains an area of landscaped grassland, the former bus station (including

associated drop-off areas and shelters) and the former library building. It should be noted that the

former bus station has been secured with a perimeter fence to prevent access and buses are now

coordinated into and out of the city via the Chester Bus Interchange located at Gorse Stacks.

The surrounding area within the city centre is predominantly retail with a variety of local shops as well

as national retailers. Residential areas exist to the north and west of the city centre (i.e. King Street

and Sens Close) but in the immediate vicinity is the Storyhouse on Hunter Street and a number of

other properties (i.e. Chester City Mission). A new student accommodation is also under construction

at the time of writing this report and is due for completion by September 2019.

2.2 Local Highway Network

This section provides a review of local highway network operations in the vicinity of the Phase 0/1 site.

The local highway network is presented in Plan 4.


Northgate Street

Northgate Street provides a local link to retail, leisure and employment opportunities in the vicinity of

Town Hall Square. It provides a one-way link southbound for access only between 0800-1800hrs with

exit either via Hunter Street or Princess Street. A contraflow cycle lane is provided so that two-way

cycle movement is accommodated.

For the section north of Hunter Street, pedestrian footways are provided along either side of the

carriageway with street lighting provided at regular intervals. Double yellow lines restrict parking and

the available carriageway width provides a natural control of vehicle speeds. A taxi rank is also located

on this section of Northgate Street with carriageway markings providing space for approximately eight

taxis.

For the section of Northgate Street between Hunter Street and Princess Street, a level surface is

provided to facilitate pedestrian movement and manage vehicle speeds. Paving and drainage channels

indicate a suggested vehicular route with bollards and street furniture guiding vehicles through the

space. This also includes a number of cycle parking spaces. Additional space is provided for taxis in

this section with a formal rank with space for four vehicles.

At the southern end of Northgate Street, at the junction with Princess Street in front of the Town Hall,

vehicular access is controlled with a pedestrian zone. This restricts vehicular movement with the

exception of servicing for properties around the Cathedral, access to the Grosvenor Hotel, permit

holders (including blue badge) and cyclists.

Hunter Street

Hunter Street is a link that is currently accessed from Northgate Street only. It provides a route from

Northgate Street, through the former bus station to Princess Street and St. Martin’s Way. It also

provides access to a number of properties. The majority of the link is one-way with no access for

vehicles back on to Northgate Street.


There is a section of Hunter Street that permits two-way vehicle movements towards the western end

but there is no vehicular access on to St. Martin’s way at this point and pedestrian movement is

accommodated with steps and a ramp. It should be noted that this section of Hunter Street is at a

higher level than the surrounding St. Martin’s Way carriageway (approximately 1.5 metres).

Footways are provided along Hunter Street providing a connection to Northgate Street and the rest of

the city centre. The carriageway has double yellow lines to restrict parking and street lighting is

provided. Following the completion of the Storyhouse development, an area at the eastern end of

Hunter Street has been designated for use by coaches to drop-off and pick-up (i.e. maximum stay 10

minutes).

Princess Street

Princess Street is accessed from Northgate Street and Hunter Street (via the former bus station), but

also from St. Martin’s Way via a 3-arm traffic signal junction. It has a speed limit of 30mph and

generally provides a wide carriageway to accommodate movement (historically associated with the

former bus station). Footways are provided along either side of the carriageway with street lighting at

regular intervals.

Princess Street used to provide an entrance and exit for the former bus station but now this is solely

used for access to a taxi rank and the Market Car Park. To the east of the Market Car Park access, the

route is one-way westbound and serves as an access for the Coach House Inn and the Forum Shopping

Centre service yard, as well as providing an escape route for vehicles on Northgate Street. It should be

noted that vehicles cannot access Northgate Street from St. Martin’s Way along this route.

A contraflow cycle lane is provided on Princess Street to facilitate access towards the city centre along

Princess Street. This provides a direct connection to existing, covered cycle lockers which are located

next to the pedestrian entrances to the Market Car Park.

Double yellow lines are provided along the route with yellow box markings at the Trinity Street

junction to ensure that any vehicles queueing at the stop line do not block access.


St. Martin’s Way

St. Martin’s Way is a key link to the west of Chester City Centre and forms part of the inner ring road

with a 30mph speed limit. In the vicinity of the site, it is a dual carriageway road with two lanes in

both directions for the majority of the route. The exception is on the southbound carriageway

approaching the junction with Watergate Street where a single ahead lane is provided with a

dedicated right turn lane. This is a pinch point on the local network which will be subject to

improvement associated with future phases of the Chester Northgate scheme.

Footways are provided along either side of the carriageway with formal crossing facilities located at

the Sens Close junction and Princess Street junction. These crossings facilitate east-west movements

between the city centre and surrounding areas. Street lighting is provided at regular intervals.

There are coach stops located along St. Martin’s Way in the vicinity of the site, approximately 40

metres north of the Watergate Street junction. A flag pole with information is provided indicating a

maximum stay of 10 minutes with vehicles then directed to facilities at the Little Roodee Car Park.

Access is provided to the lower levels of the Market Car Park via left in/left out arrangements from

both the northbound and southbound carriageway. On the southbound carriageway, the left in access

provides space for up to three light vehicles to wait without blocking the main ahead flow. On the

northbound carriageway, the left in access utilises a ramp and underpass beneath St. Martin’s Way

with sufficient storage space to accommodate waiting vehicles without blocking the main ahead flow.

Double yellow lines are provided along the length of the route to restrict parking movements and

yellow box markings are provided at junctions to maximise the efficiency of network operations.

2.3 Baseline Traffic

As previously noted, a comprehensive data collection programme was coordinated as part of the

original Chester Northgate redevelopment planning application. Surveys were collected in November

2015 at key junctions along St. Martin’s Way, the Fountains Roundabout and the Grosvenor

Roundabout. In addition, automatic traffic counts (ATCs) collected data on St. Martin’s Way to enable

traffic volume and vehicle speeds to be considered over a 7-day period, and surveys of the Market Car

Park and Trinity Street Car Park were coordinated.


The original analysis of the turning count and ATC data and turning count data at key junctions

suggested that the network peak hours on a weekday are 0800-0900hrs and 1600-1700hrs. On a

Saturday the network peak hour is 1430-1530hrs.

It should be noted that at a weekend, the data suggested that the total peak traffic demand is less

than the peak traffic demand experienced on a weekday evening peak. A summary, based on turning

counts at key junctions, is presented in Table 2.1.

Location 0800-0900hrs

Weekday Total Junction Flow

1600-1700hrs Weekday Total Junction Flow

1430-1530hrs Saturday Total Junction Flow

City Walls Road Junction 1,139 1,450 1,241

King Street Junction 1,120 929 908

Sens Close Junction 2,126 2,353 2,119

Princess Street Junction 2,217 2,445 2,276

Watergate Street Junction 2,402 2,503 2,215

Table 2.1: Weekday Saturday Flow Comparisons

Given that some time has passed since the previous assessment, a review has been coordinated to

investigate how traffic flows on the network might have changed over time. Initially, a review of

available traffic data sourced from the Department for Transport (DfT) has highlighted that the

counted annual average daily traffic flows on St. Martin’s Way have remained relatively consistent

over time with little observed growth.

In addition, a review of 2018 traffic count data at the St. Martin’s Way/Watergate Street junction has

been conducted for the peak periods. Based on the total flow travelling through the junction, the data

has highlighted that the morning peak hour flow in 2018 is similar to the original 2015 data and the

evening peak hour flow in 2018 is lower than the original 2015 data. As such, based on the data

available, it is considered that the data collected in 2015 and previously agreed as being acceptable to

CWaC Highways, remains appropriate for use for the assessment of Phase 0/1.


2.4 Air Quality Management Area

Since the original planning application, CWaC have designated the city centre as an Air Quality

Management Area (AQMA), which now incorporates the Chester Northgate scheme. This was being

reviewed at the time of the original planning application and a noise and air quality assessment was

presented. It should be noted that as part of the Phase 0/1 planning application, an updated noise and

air quality assessment has been undertaken with reporting summarised in the Environmental

Statement Addendum.

2.5 Accident Review

The original Transport Assessment included a review of accident data for the St. Martin’s Way corridor.

It identified that while there were some minor clusters observed at some of the junctions within the

study area, it is consistent with what would be expected for an inner-city ring road. Despite the

clusters, there was little evidence of repeated accident patterns with the majority classified as being

slight in severity.

A further investigation of road safety, specifically focussing on the St. Martin’s Way corridor between

Watergate Street and Sens Close, has been conducted to accompany the Phase 0/1 application with a

review of accidents recorded in the three-year period since the original planning application. A

summary is presented in Table 2.2.

Year Slight Serious Fatal

2016 2 0 0

2017 4 0 0

2018 1 0 0

TOTAL 7 0 0 Source: Crashmap [Accessed April 2019] Table 2.2: Accident Statistics 2016 - 2018

A total of 7 accidents have been recorded on St. Martin’s Way within the study area in the period since

the original planning application. All of the accidents were recorded as being slight.


Analysis of the data highlights that the majority of accidents occurred at the St. Martin’s Way/Princess

Street junction (4), all of which were recorded as being slight accidents. There was a single accident

recorded at the St. Martin’s Way/Sens Close junction which occurred on the northbound carriageway

in 2017. A further single accident was recorded at the St. Martin’s Way/Watergate Street junction in

2017 with another accident on the southbound carriageway approximately 60 metres north of the St.

Martin’s Way/Watergate Street junction.

Overall, it is considered that there have been few recoded accidents on St. Martin’s Way since the

original application which suggests that the level of conflict is low. As per the original conclusions, it is

considered that the overall level of risk is managed on the network.


3 SITE ACCESSIBILITY

3.1 Original Application

This section provides information on the accessibility of the Phase 0/1 site and builds upon the original

assessment that was submitted as part of the overall Chester Northgate redevelopment. The original

review concluded that the site is located in an excellent location to be able to positively promote the

use of sustainable travel modes. A further review is provided for completeness.

3.2 Walking

It was previously presented that the suggested acceptable walking distances, as referenced in the

Institution of Highways and Transportation (IHT) document ‘Guidelines for Providing for Journeys on

Foot’ (2000), would encompass the entire city centre, including the pedestrianised areas around Town

Hall Square, Eastgate Street, Watergate Street and Bridge Street. This area provides a traffic-free

environment during core hours with level surfacing, safe zones along buildings and seating. The area

integrates with surrounding areas with dropped kerbs at minor priority junctions and formal crossing

facilities at larger, traffic signal junctions.

As is to be expected, with the site located within the city centre, there is an interconnected network of

pedestrian routes linking key retail, leisure and employment opportunities. Overall, it is considered

that the pedestrian network previously described in the area around the site facilitates connectivity

with a number of key services (including the city centre) and therefore ensures walking can be actively

promoted as a sustainable mode.

3.3 Cycling

With reference to the IHT and Department for Transport (DfT) document ‘Cycle Friendly Infrastructure:

Guidelines for Planning and Design’ (1996), and local cycle route maps produced by CWaC, there are

options to be able to travel to and from the Phase 0/1 site by bike. Within 200 metres of the site,

Northgate Street provides access to a number of dedicated cycle routes around the city with

connections to the wider area. This also provides connections to the National Cycle Network Route 45

(a route from Chester to Salisbury).


Bedward Row is also identified as a suggested cycle route to guide cyclists away from more heavily

trafficked routes (i.e. St. Martin’s Way). This provides a connection via City Walls Road to New Crane

Street which forms part of another local route past the racecourse.

In addition to the local network surrounding the site, there are a number of National Cycle Routes in

the wider area including Route 5 (a long-distance route connecting Holyhead to Reading via Chester,

Birmingham and Oxford) and Route 568. It should be noted that Route 5 includes the Chester Railway

Path which provides 8 miles of flat, tarmac surface that is traffic free. This links with railway stations at

either end providing the option to cycle/walk one way and return by train.

In addition to signed routes, there is additional parking infrastructure located at key points around the

city centre (as previously noted). A combination of stands and secure lockers ensure that bicycles can

be parked close to the main retail, employment and leisure opportunities within the city.

Overall, it is considered that cycling can still be promoted as a sustainable mode for a range of journey

purposes utilising existing signed routes, advisory cycle lanes, cycle parking and crossing facilities.

3.4 Public Transport – Bus (including Park and Ride)

The previous assessment for the Chester Northgate scheme was prepared at a time when buses were

still operating via the former site at Hunter Street, and the Chester Bus Interchange was under

construction. Since this time, the Chester Bus Interchange has opened and is fully operational, and

additional bus infrastructure has been provided within the city centre. A further review has therefore

been conducted for completeness.

The nearest group of bus stops to the Phase 0/1 site are at Canal Street, George Street and Upper

Northgate Street. These stops are around 300-330 metres from the junction of Northgate

Street/Princess Street and at a typical walking speed this equates to a journey time of 4-5 minutes.

These stops are used by services to/from the east and north of Chester and in total are used by around

40 buses per hour.


To the south of the site, there is a further group of bus stops on Pepper Street, Grosvenor Street and

Lower Bridge Street. These are approximately 500 metres from the junction of Northgate

Street/Princess Street and at a typical walking speed this equates to a journey time of 7 minutes.

These stops are served by buses to/from the south of the city, using the Grosvenor Road and Lower

Bridge Street corridors and are served by around 13 buses per hour.

The Chester Bus Interchange itself is also approximately 500 metres (by pedestrian route) from the

junction of Northgate Street/Princess Street and is used by the majority of bus services in Chester,

including the Park and Ride services. At a typical walking speed this equates to a journey time of 7

minutes. A shopper hopper bus also provides a link from the Chester Bus Interchange to Princess

Street, via George Street and Northgate Street, operating every 15 minutes.

It should be noted that there is currently only one service (No. 16) that travels along St. Martin’s Way.

This service uses the northbound carriageway to access the Chester Bus Interchange and operates

clockwise around the city. There are no bus stops on St. Martin’s Way.

Overall, it is considered that the bus facilities surrounding the site ensure that frequent services can be

made available within acceptable distances and at key travel times, suitable for a variety of trip

purposes.

3.5 Public Transport – Rail

The nearest rail station for National Rail services is Chester, located approximately 1.5km to the east of

the site. It provides National Rail services to Holyhead, Crewe, Manchester, Birmingham and London.

In addition, Chester forms part of the Merseyrail network which provides regular services to

Birkenhead, New Brighton, West Kirkby and Liverpool.

The station provides secure cycle stands, car parking and taxi facilities. A ticket office is provided with

accessible ticket machines along with an ATM, shops, toilets, waiting rooms and refreshment facilities.

A city rail link bus service currently operates from the rail station in to the city centre, via the Chester

Bus Interchange, providing a multi-modal travel option for some residents, employees and visitors.


3.6 Coaches

Coaches currently access the city centre with dedicated lay-bys located at key locations, including two

on St. Martin’s Way. In addition, space is allocated for the use of coaches in the vicinity of the

Storyhouse. As previously noted, these provide a maximum stay of 10 minutes with vehicles then

directed to the Little Roodee Car Park where vehicles can park and additional facilities are provided.

The location of the coach facilities ensures that access can be provided to key destinations including

the existing hotel, city centre retail and race course.

3.7 Taxis

Taxis should be recognised as part of a sustainable transport system. There are formal taxi ranks

located on Northgate Street in the vicinity of the site to facilitate connectivity with the city centre

(including the Town Hall, Cathedral and retail areas).

3.8 Summary

Based on the review outlined in this section, it is considered that the site is highly accessible by a range

of sustainable modes. This is facilitated given the extensive walking and cycling links within the city

centre.


4 POLICY CONTEXT

4.1 Policy Position Update

The original Transport Assessment was prepared with reference to both local and national planning

policy with respect to sustainability, access and transport. This included reference to the Cheshire

West and Chester Local Plan Part 1, acknowledgement of the Cheshire West and Chester Local Plan

Part 2, the Cheshire West and Chester Local Transport Plan, the One City Plan, the Chester District

Local Plan, and the National Planning Policy Framework. This section provides an update on any

changes to the local or national planning policy position with respect to Phase 0/1 of the Chester

Northgate redevelopment.

4.2 National Planning Policy Framework (2019)

The NPPF sets out the Government’s planning policies for England and how these are expected to be

applied. It provides a framework within which locally-prepared plans for housing and other

development can be produced. Since the original application, an updated version has been produced.

The document still provides a focus on the promotion of sustainable transport and emphasises that an

early assessment of potential impacts on the transport network should be conducted so that

mitigation can be considered and opportunities to promote walking, cycling and public transport can

be fully explored. It also recognises the increasingly important role that technology can play in

managing transport networks and ultimately contribute to the better management and cost effective

mitigation of potential environmental impacts. This includes the consideration of electric vehicle

charging infrastructure and ultra-low emission vehicles.

Safe and suitable access remains a key theme with a continued focus on sustainable locations and the

assertion that development should only be prevented or refused on highways grounds if there would

be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network

would be severe.

It is also important that developments that are likely to generate a significant amount of movement

should provide a Travel Plan with applications accompanied by an appropriate Transport Assessment

so that likely impacts can be assessed.


4.3 Cheshire West and Chester Parking Strategy (2017)

In May 2017, CWaC adopted a new Parking Standards Supplementary Planning Document. This

supersedes the previous ‘Parking Provision within Developments in Chester’ (2003) and provides an

update on recommended parking provision (including disabled spaces), space dimensions and

requirements for electric vehicle charging.

4.4 Cheshire West and Chester Local Plan (Part 2)

Since the original application, there have been a number of changes to local planning policy,

specifically the publication of the CWaC Local Plan Part 2. Although still not formally adopted, it has

been through an Examination in Public and subsequent consultation on the Inspector’s Main

Modifications. With this in mind, it is important to acknowledge emerging Policy CH2 and Policy DM14

in which the allocated Chester Northgate development is cited and fully supported. In addition, Policy

T5 emphasises the importance of parking and access with development proposals required to allow for

safe movement to, from and within the site whilst not creating any unacceptable impacts on amenity

or road safety. Electric vehicle charging infrastructure is also encouraged along with redevelopment of

existing public car parks (where appropriate) and developments that provide coach parking.


5 CHESTER NORTHGATE MASTERPLAN ACCESS STRATEGY

As previously noted, the original planning application (Ref: 16/02282/OUT) presented an access

strategy that would facilitate the delivery of the Chester Northgate development including:

• Realigned Hunter Street and connection with St. Martin’s Way at the existing Sens Close

junction;

• Closure of Princess Street, Trinity Street, Hamilton Place, Crook Street and Goss Street;

• Introduction of two-way operation on Northgate Street between Hunter Street and Princess

Street;

• Service Yard access to be provided underneath the development with access and egress to and

from St. Martin’s Way;

• Construction of a new service road, to be known as Edwards’s Street, accessed from St. Martin’s

Way;

• Bus and coach facilities on St. Martin’s Way both northbound and southbound; and

• Car parking to be provided at two key locations on Hunter Street and Edwards’s Street.

A plan of the previously approved highway layout for St. Martin’s Way, Hunter Street and Edwards’s

Street is presented in Plan 5, with the introduction of two-way operation on Northgate Street

presented in Plan 6.

As part of the overall access strategy, it was highlighted that the highway infrastructure improvements

would need to be delivered in a phased manner. The new Hunter Street connection would need to be

provided to enable part of Princess Street to be closed. This would then allow for the relocation of

certain elements to new facilities (i.e. the market) and Edwards’s Street to be constructed, which in

turn would enable the remainder of Princess Street to be closed along with Trinity Street, Hamilton

Place, Goss Street and Crook Street. The improvement at the St. Martin’s Way/Watergate Street

junction would then be completed to finalise the overall highway layout.

At the planning stage, Plan 2 presented the highway infrastructure that would be required to facilitate

the delivery of Phase 0/1. This included the new Hunter Street connection to St. Martin’s Way and

minor amendments to the Princess Street junction.


6 PHASE 0/1 DEVELOPMENT

6.1 Development Scale

The latest Chester Northgate proposals will deliver Phase 0/1 of the previously approved planning

application consisting of a new market, cinema, food and beverage units and some office

accommodation.

It should be noted that the Chester Northgate area already contains a market hall and car parking. The

development proposals will replace this existing provision and therefore the majority of trips

associated with this phase of the development are already present on the local highway network. This

is discussed further in subsequent sections in relation to the overall traffic impact.

6.2 Hunter Street Highway Layout

As highlighted in the original application, a new highway connection is to be provided between Hunter

Street and St. Martin’s Way which will ensure that a connection is maintained between Northgate

Street and St. Martin’s Way and allows part of Princess Street to be closed to facilitate development.

Hunter Street will remain highway maintainable at public expense. The proposed highway, including

connection with St. Martin’s Way is presented in Plan 7.

The Hunter Street connection with St. Martin’s Way will be provided as a new arm to the existing

traffic signal junction. This will provide two lanes at the stop line to separate right and left turning

vehicles. At the new connection with St. Martin’s Way, pedestrian crossing facilities will be provided

across Hunter Street and on the St. Martin’s Way northern arm (as per the existing arrangement).

It should be noted that consideration was given to known archaeology in the area, and the local

topography, as part of the original planning application. A realignment of Hunter Street was required

with a gradient of 1:12 to minimise any potential impacts upon known archaeology, although there

were still areas where a potential risk remained.


As a result, and since the original planning application, a further highway design review has been

conducted and, in consultation with CWaC Highways, a revised 1:10 gradient is now proposed to

further mitigate any potential risks. The gradient still references local design guidance as well as

guidance contained within the FTA’s ‘Designing for Deliveries’ (2011) which states that gradients

should not exceed 1:10. A highway long section for this area is presented in Plan 8.

Approximately 60 metres to the east of the connection with St. Martin’s Way, the proposed alignment

will generally follow existing Hunter Street levels connecting with Northgate Street, again minimising

any potential impact on significant archaeology.

Access to all existing properties along Hunter Street will be retained as part of the Phase 0/1

development proposals. This includes the Chester City Mission, the student accommodation that is

currently being constructed on the corner of St. Martin’s Way, the Storyhouse (including the service

yard) and other buildings.

Pedestrian footways are to be provided along either side of Hunter Street with dropped kerbs and

tactile paving provided at crossing locations (i.e. across the car park entrance). These will provide a

minimum width of 2 metres.

The lay-by that was included in the original application will be provided along the southern side of

Hunter Street, in the vicinity of the Storyhouse. As previously identified, it is intended that this would

provide a flexible space without obstructing the through flow on Hunter Street. As part of the detailed

design process, further consultation has been coordinated with Storyhouse and CWaC Highways

regarding the designation of space within the lay-by and the wording of the associated Traffic

Regulation Order (TRO) which will ultimately govern the use of the lay-by and manage overall access.

As such, a facility is still provided at this location but has been divided into two separate areas to assist

with the overall management of space.

The north east section of Hunter Street in the vicinity of Northgate Street will be one-way towards St.

Martin’s Way, as per the current operation. Approximately half way along Hunter Street, the link will

provide for two-way movements facilitating access to and from St. Martin’s Way for car park access.


It should be noted that CWaC, in discussion with key stakeholders, have been considering the direction

of flow on Hunter Street. Whilst the direction of flow will remain unchanged as part of the delivery of

Phase 0/1, the highway design has been carefully considered to allow the direction of flow to be

considered further in the future, thereby providing flexibility to the overall operation of the local

highway network.

6.3 Public Realm and Internal Vehicle Access

As per the original application, it is the intention to create a more level surface environment to

facilitate access and integration with Town Hall Square and the remainder of the city centre. For the

Phase 0/1 development, this specifically relates to the provision of a new public square which will

provide an improved environment for access to the various development areas, the Town Hall and

Storyhouse, but will also provide an opportunity to create a meeting point and activity space for future

events.

Some vehicle access will be required within the new public square to facilitate service, delivery and

refuse access for the Chester Northgate development outside of core hours, as well as emergency

vehicle access. In addition, access will also need to be retained to the Forum Shopping Centre service

yard to the rear of the Town Hall until such time that future phases of the Chester Northgate

development are delivered. Access from Princess Street (at the eastern end) will be controlled

through infrastructure with signage provided highlighting that access beyond this point is restricted

during core hours (i.e. 1030-1630hrs). Outside of core hours, service and refuse vehicles only will be

permitted to drive through the site and exit via Hunter Street. It is envisaged that this would be

controlled through infrastructure (i.e. rising bollards) and signage within the site.

Within the site, the public realm will be designed to manage vehicle movements and to promote a low

speed environment (i.e. less than 10mph). The surface within the site is proposed to be level with

different materials and landscaping features to identify the route and guide vehicular movement. It

should be noted that this would not form part of the public highway and would remain the

responsibility of the Chester Northgate development in terms of management and maintenance.


Where the new public square meets Hunter Street, it is intended to retain some of the principles (i.e.

level surface and material specification) to improve linkages with the Storyhouse by enhancing

pedestrian routes and controlling vehicle speeds. This is presented in Plan 9.

6.4 Pedestrian, Cycle and Public Transport Access

Pedestrians

Pedestrian access has been considered as part of the overall scheme, and again for Phase 0/1, to

facilitate connections with existing city centre retail areas via Northgate Street (via Hunter’s Walk),

Hunter Street and Town Hall Square. Access is proposed to be level across the site with a shared

environment reflecting existing streets within the city centre providing the opportunity for integration.

From St. Martin’s Way, crossing facilities will continue to be incorporated at the Hunter Street junction

and the Princess Street junction to promote east-west connections and minimise the potential

severance associated with the St. Martin’s Way corridor.

Access via a set of steps is proposed from Princess Street, to provide pedestrian access directly into the

heart of the Chester Northgate development. Adjacent to the steps is a lift to provide alternative

access to meet a variety of user needs.

Cyclists

For access to the Phase 0/1 development from the north, cyclists are able to access the site from

existing cycle routes on Northgate Street via Town Hall Square or Hunter Street. In addition, links to

and from Bedward Row in the west will remain with crossing infrastructure on St. Martin’s Way and

cycle parking close to the crossing point on the development side of St. Martin’s Way to enable cyclists

to park and access the site. To and from the south, the existing shared pedestrian environment linking

through the city centre on Eastgate Street or Watergate Street provide options for access.

For wider city access, the retention of part of Princess Street (i.e. the western end and junction with St.

Martin’s Way) at this stage will allow cyclists to access a quiet network of streets including Trinity

Street, Hamilton Place, Goss Street and Crook Street. The identification of cycle routes and links to

cycle parking will be provided within the site and around the city centre.


As per the original application, each of the points of entrance to the Chester Northgate development

will include secure cycle parking integrated as part of the public realm design. This forms part of a

strategy to disperse cycle parking around the site so as to be close to key destinations and is in

addition to the cycle parking already available on Northgate Street. This was considered favourable to

cyclists based on initial feedback from the Chester Cycling Campaign during the various public

consultation events.

Public Transport

As previously noted, there are existing bus stops within 400m of the centre of the Phase 0/1

development which is often referred to as being an acceptable walking distance when planning for

public transport in new developments. This includes bus stops on Canal Street, George Street and

Upper Northgate Street to the north and Pepper Street, Grosvenor Street and Bridge Street to the

south. It is considered that there are suitable existing links to services to be able to positively promote

buses as a sustainable travel mode for Phase 0/1.

Since the original application, the Chester Bus Interchange has opened at Gorse Stacks. Based on

information available at the time, it was understood that there would still be a number of bus services

that would use St. Martin’s Way on their journey to and from the Chester Bus Interchange. As such,

the Chester Northgate redevelopment proposed the inclusion of new bus stops on St. Martin’s Way on

both the northbound and southbound carriageways, delivered as part of later phases (i.e. Phase 2).

The facilities were included to provide future flexibility for bus services to access the Chester

Northgate development although it was noted that the new bus station is only 6-7 minutes (approx.)

walking distance from the site along George Street and Northgate Street and therefore can be easily

accessed.

Following the opening of the Chester Bus Interchange, there is only one service that currently travels

along St. Martin’s Way (northbound). Despite this, initial consultation has been coordinated with

CWaC to better understand what potential there might be for services to use St. Martin’s Way in the

future and discuss how best to advance any new public transport infrastructure to be able to further

promote sustainable travel at an early stage. Following initial consultation, it is proposed to include

bus stops on St. Martin’s Way as part of Phase 0/1 in locations similar to those promoted in the

original application.


Although there are ongoing discussions regarding the services that will continue to use St. Martin’s

Way following the opening of the new bus station, the infrastructure proposed will provide sufficient

flexibility for future operations. In addition, the provision of infrastructure allows any future re-

routeing of the shopper hopper bus service to be considered so that it continues to serve the area.

Existing coach facilities are to be retained as part of the Phase 0/1 development proposals. These form

part of the overall city Coach Strategy whereby drop-off/pick-up activity is performed for a short

duration with vehicles then directed to parking and other facilities at the Little Roodee. In addition,

and as per the original application, consideration can be given to using the new lay-by on Hunter

Street as an additional coach pick-up/drop-off area during certain times. This could be managed so as

to provide a maximum 10 minutes stay with layover directed to facilities at Little Roodee Car Park.

This would require careful management but it is envisaged that the space could be used in a flexible

manner given the non-conflicting times of use.

Taxi access for the site is proposed through the use of the existing taxi rank on Northgate Street. This

is located within 100 metres of the proposed development site and is considered to provide a suitable

facility. These facilities will remain unchanged as part of the Chester Northgate development.

Motorcycle access for the site will continue to be via Princess Street to the dedicated motorcycle

parking spaces in the vicinity of Dial House, approximately 250 metres walking distance from the Phase

0/1 development. It should also be noted that motorcycles can park in any of the Council’s pay and

display car parks so long as they do not park in a space or cause an obstruction.

6.5 Existing Road Closures

To facilitate delivery of the Chester Northgate development, a systematic closure and replacement of

key access routes was discussed with CWaC and key stakeholders as part of the original application.

The principles remain consistent in that existing access rights would only be removed following the

replacement of alternative access rights.

For Phase 0/1, the provision of the new Hunter Street connection to St. Martin’s Way will allow part of

Princess Street and Hunter’s Walk to be closed to vehicles. Upon the closure of part of Princess Street,

it is proposed to amend the traffic regulation orders on Northgate Street (between Hunter Street and

Princess Street, to allow vehicles to travel north and exit the network via Hunter Street.


6.6 Market Service Yard

As part of the latest Phase 0/1 development proposals, a dedicated market service yard is proposed

with an access provided on Hunter Street (in the vicinity of a previously identified vehicular access).

The new market service yard will provide a dedicated space to coordinate deliveries to and from the

market with lift access included to directly access the market levels and back of house area.

Space is provided for six vehicles to park and unload with the access location facilitating movements to

and from St. Martin’s Way. It should be noted that this area will be used by cars and small vans with

space provided internally to allow vehicles to enter, turn and exit in forward gear. The layout and

associated vehicle tracking is presented in Plan 10.

Whilst there may still need to be some market servicing from the lay-by on Hunter Street, the

provision of a dedicated service yard ensures that the amount of space provided is consistent with the

original application but will allow demands to be better managed along Hunter Street. As noted in the

original application, the Chester Northgate development will be subject to an overarching servicing

strategy which will incorporate activity at the market.

In terms of waste collections, the service yard provides an internal bin store for the market with access

onto Hunter Street for collections. As per the original application, it is envisaged that a refuse vehicle

would be able to wait in the vicinity on Hunter Street with bins transported to and from the vehicle

before being returned to the bin store. Again, the Chester Northgate development will be subject to

an overarching waste strategy which will incorporate activity at the market.

It is envisaged that Hunter Street would provide a low speed environment. The one-way section and

available carriageway width would provide a natural control of vehicle speeds and therefore assist in

minimising the level of conflict between vehicles and vulnerable road users. Traffic Regulation Orders

(TROs) will be required to provide double yellow lines and loading restrictions at appropriate locations

along the route, including the proposed lay-by.


6.7 Other Service, Delivery and Refuse

The original Transport Assessment for the Chester Northgate masterplan sought to establish the

principles of an overarching waste and servicing strategy. The principles still apply but a focus is

provided on the Phase 0/1 development only at this stage.

As previously noted, the market is to be provided with a dedicated service yard accessed from Hunter

Street. This will facilitate access for deliveries with refuse collections coordinated from Hunter Street.

The cinema, food and beverage units will also coordinate servicing from the lay-by on Hunter Street at

all times with the option to use the new public square for some units (i.e. to minimise travel distances

and maximise the efficiency of service operations) outside of core hours, managed by the Chester

Northgate development.


7 MULTI-STOREY CAR PARK

A new Multi-Storey Car Park is proposed which will replace the provision at the existing Market Car

Park. This is to be provided with access to and from Hunter Street via St. Martin’s Way and provides

space for up to 788 vehicles. The proposed entry level layout and associated vehicle tracking is

presented in Plan 11.

The access on Hunter Street is in the vicinity of a vehicular access that was included on Hunter Street

in the original application (i.e. for the hotel). The latest design has been considered to maximise the

efficiency for vehicles entering and exiting the site, whilst managing movements and potential

conflicts. It should be noted, given the anticipated level of flow on Hunter Street associated with

vehicles from Northgate Street, it is envisaged that the main flow would be vehicles entering and

exiting the Multi-Storey Car Park via St. Martin’s Way. The layout of the access for the Multi-Storey

Car Park acknowledges this with priority assigned accordingly (as per the previous car parking

proposals in the original scheme). Visibility of 25 metres can be achieved at the car park access point

on Hunter Street, in accordance with guidance for a 20mph road.

At the top of the ramp from Hunter Street, the access barriers are positioned approximately 20 metres

from the edge of the highway to minimise any potential conflicts. In addition, there are four access

barriers included which provide the option to manage demand efficiently at peak times. For example,

during a peak when arrivals are likely to be higher than departures, the barriers could be configured to

allow three lanes for entry and one exit lane. The provision for up to three entry lanes at times of peak

demand will provide space for approximately seven vehicles to wait off the highway before entering

the car park. Similarly, during a peak when departures are higher than arrivals, the barriers could be

configured to allow three lanes for exit and one entry lane.

The total number of spaces provided within the site will be 788. Referencing local parking standards,

this includes disabled provision (36 spaces) located on each level in close proximity to the lifts and

main access points. In addition, there is an initial 5% (40 spaces) allocated for the use of electric

vehicles with associated charging infrastructure. As referenced in the original planning application, a

further 5% will be allocated for future electric vehicle provision, allowing the Multi-Storey Car Park to

provide up to 10% of its capacity for electric vehicles.


Design guidance has been referenced from local sources and industry best practice in relation to aisle

widths (6 metres for one-way circulation, 7 metres for two-way circulation), ramp gradients (1:6 with

transition curves 1:12 over 3 metres length) and general internal circulation. The general principles

seek to allow efficient space finding with a one-way circulation on each level prior to gaining access to

other levels, whilst minimising potential conflict. In relation to the ramps, these can accommodate

two-way movement at low speeds with the priority given to vehicles manoeuvring at the top and

bottom (i.e. vehicles already on a level must give way). A plan of internal circulation and associated

vehicle tracking for the upper levels is presented in Plan 12.

As previously noted, the new Multi-Storey Car Park will replace the parking provision in the Market Car

Park. Until such time that the new Multi-Storey Car Park is open, it is proposed to retain access to the

spaces in both existing car parks. The original application highlighted that the Market Car Park can be

accessed from existing access ramps on St. Martin’s Way and it may be possible to reconfigure the

internal layout to allow access to all levels. This option will continue to be monitored by CWaC as part

of their overall network management during construction of Phase 0/1 as well as city-wide parking

supply.


8 PHASE 0/1 TRIP IMPACT

8.1 Assessment Methodology and Assumptions

The original application included a comprehensive assessment of traffic impact on St. Martin’s Way

associated with the Chester Northgate redevelopment. This included an assessment which specifically

accounted for future committed developments and background traffic growth along with development

traffic associated with the Chester Northgate masterplan (i.e. retail, leisure, employment, residential

and increased car parking). The network assessments concluded that the Chester Northgate

redevelopment could be accommodated on the local highway network.

This report focuses on the delivery of Phase 0/1 of the Chester Northgate scheme which, in isolation, is

unlikely to generate significant additional trip demands on the local highway network. This is because

the existing car parking demand will relocate from the Market Car Park to the new Multi-Storey Car

Park, as will the market demand, which are trips already present on the highway network. The

proposed cinema is a new land use that is not currently present on the site and will generate

additional demand, but the food and beverage units are more likely to generate linked trips with other

facilities (i.e. Storyhouse, market, cinema, city centre etc). These principles are accepted by CWaC.

Despite this, a further assessment has been conducted which focuses on the operation of the St.

Martin’s Way corridor, and the operation of the new Hunter Street junction in conjunction with the

retained Princess Street junction. The assessment is based on the assumption that Phase 0/1 will be

open in 2021 with the main traffic impact associated with the relocation of existing demand from the

Market Car Park transferred to the new Multi-Storey Car Park. The existing Trinity Street Car Park is

retained as part of this assessment, as is the parking available on the Linenhall site.

Given the lack of background growth in the period since the 2015 counts were collected, it is

considered that no traffic growth needs to be applied in order to re-base the assessment. In addition,

given the short construction period and anticipated opening in 2021, it is unlikely that significant

development will have occurred at Wrexham Road (Ref: 17/02453/OUT and 17/05200/FUL) which

would result in a significant increase in traffic on St. Martin’s Way. Based on background trends and

consideration of committed developments, no additional growth is applied in this assessment.


It should be noted that the traffic data still accounts for the relocation of buses to the Chester Bus

Interchange at Gorse Stacks along with demands associated with the Storyhouse and the proposed

new student accommodation at Hunter Street, as per the original application.

The original application also accounted for the redistribution of existing local traffic movements in and

around Trinity Street, Hamilton Place, Crook Street and Goss Street. The change as a result of the

Phase 0/1 development relates to vehicles using Northgate Street that currently exit via Princess Street

but will now exit via Hunter Street. The remaining local trips (i.e. accessing the Shop Mobility facility at

Dial House, on-street car parking including disabled parking spaces, off-street car parking at Goss

Street, or existing properties or taxi activity) are retained as existing.

In relation to any additional trip demand associated with Phase 0/1, it has previously been noted that

this is likely to be associated with the cinema only. The original application accounted for this

additional activity in the network peak hours which has been referenced in these most recent

assessments for completeness. It has been assumed that these trips all park within the new Multi-

Storey Car Park accessed from Hunter Street.

With regards to the network modelling, the original application included an assessment of the existing

St. Martin’s Way corridor which was subsequently agreed with CWaC. There was also an assessment

of the proposed highway improvements associated with the Chester Northgate scheme, specifically

the works at Hunter Street and Watergate Street. These agreed models have been reviewed with the

models combined to provide a network which better accounts for the new Hunter Street connection

and retention of Princess Street.

8.2 Network Impact

As part of the review of trip impact, consideration has been given to the St. Martin’s Way corridor

from the Fountains Roundabout in the north to the Grosvenor Roundabout in the south (and key

junctions in between). This focuses on the network peak hours including a weekday morning (0800-

0900hrs), weekday evening (1600-1700hrs) and a Saturday (1430-1530hrs) with a summary of traffic

flows presented in Table 8.1, Table 8.2 and Table 8.3 respectively.


Junction Morning Peak Hour (0800-0900hrs) Total Traffic

Original Application

Phase 0/1 Application Difference

Fountains Roundabout 4,678 4,314 -364

St. Martin’s Way/Watergate Street Junction 2,690 2,580 -110

Grosvenor Roundabout 3,505 3,352 -153

Table 8.1: Morning Peak Hour Total Traffic Impact

Junction Evening Peak Hour (1600-1700hrs) Total Traffic

Original Application

Phase 0/1 Application Difference




Table 8.2: Evening Peak Hour Total Traffic Impact

Junction Saturday Peak Hour (1430-1530hrs) Total Traffic Original

Application Phase 0/1

Application Difference




Table 8.3: Saturday Peak Hour Total Traffic Impact

The summary data presented in Table 8.1, Table 8.2 and Table 8.3 confirms that the traffic flows at

key junctions on the network associated with Phase 0/1 are within the thresholds previously assessed

as part of the Chester Northgate redevelopment. Full traffic flow diagrams for the network are

included in Appendix B.

8.3 St. Martin’s Way Network Modelling

Although the total traffic demand on the network associated with Phase 0/1 is within the threshold

previously assessed for the Chester Northgate scheme, it is important to consider in more detail the

impact on St. Martin’s Way, particularly the interaction between the new Hunter Street junction and

the retained Princess Street junction.


The previously agreed LinSIG network base model has been utilised to inform this assessment,

updated to provide the relevant highway infrastructure improvements at the Hunter Street and

Princess Street junctions. A summary of the network results for the weekday morning, evening and

Saturday peak hours is presented in Table 8.4. The full model output is presented in Appendix C.

Link Morning Peak Evening Peak Saturday Peak

St. Martin's Way/Sens Close Junction DoS (%) MMQ

(PCUs) DoS (%) MMQ (PCUs) DoS (%) MMQ

(PCUs) St. Martin's Way (Northern Arm)

58.6 18 66.8 14 79.2 19

Hunter Street 37.3 2 69.7 7 71.1 8 St. Martin's Way (Southern Arm)

40.7 13 57.7 24 52.5 17

Sens Close 17.3 1 22.5 2 14.8 1

St. Martin's Way/Princess Street

Junction DoS (%) MMQ


(PCUs)

St. Martin's Way (Northern Arm)

61.9 2 55.3 4 65.4 4

Princess Street 25.3 2 19.0 1 28.4 2 St. Martin's Way (Southern Arm)

36.8 9 49.9 19 43.9 12

St. Martin's Way/Watergate Street



(PCUs)


94.6 13 81.5 15 83.9 14

Watergate Street (Eastern Arm)

6.9 1 1.3 0 0 0

Nicholas St 88.7 26 91.6 31 82.3 20 Watergate Street

(Western Arm) 97.9 18 97.4 21 90.9 16

Table 8.4: 2021 Phase 0/1 Development St. Martin’s Way Network LinSIG Summary


The results suggest that the network can accommodate the new Hunter Street connection to St.

Martin’s Way with minimal queueing predicted on the Hunter Street arm. Some queueing is predicted

to occur at the Hunter Street junction which may influence the operation of the Princess Street

junction at peak times (as per existing operations), but as part of the overall review of network

operations, it is possible that adjacent traffic signals could be coordinated to better manage queueing

on parts of the network that are best able to accommodate it.


9 MULTI-STOREY CAR PARK TRIP IMPACT

9.1 Sensitivity Test

Although it has been agreed that the Phase 0/1 development is unlikely to generate significant

additional trip demands in its own right, a sensitivity assessment has been conducted which reviews

the potential impact associated with increased activity at the car park (i.e. not just the transfer of

existing trips from the Market Car Park to the Multi-Storey Car Park).

The sensitivity assessment for the Multi-Storey Car Park again builds upon the previously approved

assessment and network modelling presented as part of the original application. For clarity, the

original application derived a car park arrival/departure profile which was then applied to the

increased capacity of the proposed new car parking areas. This approach was previously agreed and

has been adopted again for the sensitivity assessment of the Multi-Storey Car Park.

The data previously collected at both the Market Car Park and Trinity Street Car Park generated a

weekday and Saturday profile based on total demand. When applied to the capacity of the new Multi-

Storey Car Park (788 spaces) the arrivals and departures for each of the assessment peak periods is

summarised in Table 9.1.

Time Period Arrivals Departures

Weekday 0800-0900hrs 100 37

Weekday 1600-1700hrs 201 235

Saturday 1430-1530hrs 262 272 Note: Numbers rounded to nearest integer

Table 9.1: Predicted Peak Hour Multi-Storey Car Park Trip Movements (788 spaces)

It should be noted that that the main driver behind any increased use of the Multi-Storey Car Park is

likely to be associated with the delivery of further phases of the Chester Northgate redevelopment.


As part of the sensitivity test which considers increased activity at the Multi-Storey Car Park,

consideration has also been given to a five-year future forecast with the application of background

traffic growth. This acknowledges the fact that there may well be trip activity associated with the part

build out of some committed developments which would then be present on the local highway

network in the vicinity of the site at that time. It is considered that this provides for a robust

assessment and is consistent with the previous methodology.

9.2 St. Martin’s Way Network Modelling

The previously agreed LinSIG network base model has again been utilised to inform this assessment,

with the addition of the new Hunter Street junction and retention of the Princes Street junction. A

summary of the network results for the weekday morning, evening and Saturday peak hours is Table

9.2. The full model output is presented in Appendix C.


Link Morning Peak Evening Peak Saturday Peak

St. Martin's Way/Sens Close Junction DoS (%) MMQ


(PCUs) St. Martin's Way (Northern Arm)

71.1 20 71.4 16 86.9 23

Hunter Street 41.1 2 76.1 8 80.0 10 St. Martin's Way (Southern Arm)

41.4 14 61.1 27 89.8 22

Sens Close 19.7 1 24.5 2 16.6 1

St. Martin's Way/Princess Street



(PCUs)


64.6 3 58.4 4 69.6 5

Princess Street 27.0 2 20.9 2 31.1 2 St. Martin's Way (Southern Arm)

38.5 10 51.3 22 46.4 14

St. Martin's Way/Watergate Street



(PCUs)


98.9 18 85.7 16 89.1 11

Watergate Street (Eastern Arm)

7.2 1 1.3 0 0.0 0

Nicholas St 91.5 28 92.6 32 83.8 21

Watergate Street (Western Arm)

101.9 22 101.5 26 95.6 20

Table 9.2: Sensitivity Car Parking Demand St. Martin’s Way Network LinSIG Summary

The results suggest that the with the increased activity to and from the Multi-Storey Car Park, and the

application of background traffic growth, the new Hunter Street connection to St. Martin’s Way still

operates within capacity but with some increase in queueing on each arm which would need to be

managed accordingly.


At the St. Martin’s Way/Watergate Street junction, the junction operates at capacity on the St.

Martin’s Way arms with the Watergate Street arm operating just over capacity with an increase in

queueing of approximately 5-6 PCUs. This is as a result of the junction allocating additional green time

to the main flow on St. Martin’s Way with a corresponding reduction in green time on the Watergate

Street arm.

As previously noted, the increased activity at the Multi-Storey Car Park is likely to be associated with

the delivery of future phases on the Chester Northgate redevelopment, and a key part of future

phases is an improvement to the St. Martin’s Way/Watergate Street junction which removes the

known network pinch point. In addition, the access strategy removes the St. Martin’s Way/Princess

Street junction with the creation of a new link at St. Martin’s Way called Edwards’s Street.

In relation to the network pinch point at the St. Martin’s Way/Watergate Street junction, and as

highlighted in the original planning application, the improvement would introduce a dedicated right

turning lane in addition to two ahead lanes on the southbound carriageway. This will allow greater

throughput at the St. Martin’s Way stop line, and separation of turning movements, such that it

requires less green time to be able to get through a certain volume of traffic. The reallocation of green

time as a result of the improvement allows Watergate Street to receive more green time, thereby

assisting with overall queueing and delay at the junction. This was previously noted as being of

significant benefit to the operation of the St. Martin’s Way network as a whole.

In addition, upon the delivery of Edwards’s Street and the subsequent closure of Princess Street, there

will be additional flexibility to coordinate the operation and queueing of vehicles at the Hunter Street

junction, although it should be noted that there is spare capacity at this junction as demonstrated in

the LinSIG modelling.

Overall, it is considered that in a network where access is controlled at either end by the Fountains

Roundabout and the Grosvenor Roundabout, there is flexibility to consider how best to use the space

provided within the existing network at peak times. When combined with the improvement at the St.

Martin’s Way/Watergate Street junction that will be delivered as part of subsequent phases of the

Chester Northgate redevelopment, it is considered that the conclusions presented in the original

planning application remain valid.


10 SUMMARY AND CONCLUSION

Vectos has been commissioned to provide further highways and transportation input for Phase 0/1 of

the proposed Chester Northgate development in Chester city centre. Specifically, this relates to an

initial scale of the overall Chester Northgate redevelopment and consists of a new Multi-Storey Car

Park, a relocated market, a new cinema, a few food and beverage units and office accommodation.

Access for Phase 0/1 is entirely consistent with the overall access strategy promoted as part of the

wider Chester Northgate redevelopment. For Phase 0/1, new infrastructure is proposed in the form of

a realigned Hunter Street to connect with St. Martin’s Way and the retention of the Princess Street

junction on St. Martin’s Way.

This Transport Assessment has been prepared to accompany the planning application for the Phase

0/1 development and should be read in conjunction with the original Transport Assessment,

Environmental Statement and Framework Travel Plan prepared by Vectos, as well as the updated

Design and Access Statement, Planning Statement and Environmental Statement Addendum. It can be

summarised as follows:

• Delivery of Phase 0/1 is entirely consistent with the overall Chester Northgate access strategy;

• Site located within the city centre within acceptable walking distance of existing retail, leisure

and employment opportunities;

• Existing options to promote public transport as a sustainable mode with additional

infrastructure provided on St. Martin’s Way to provide future flexibility;

• Delivery of the new Hunter Street connection to St. Martin’s Way with the retention of the

Princess Street junction to facilitate access to existing properties and the Chester Northgate

redevelopment;

• New Multi-Storey Car Park will provide 788 spaces including disabled and electric vehicle

charging points in line with local parking standards;

• New market service yard will provide an additional, off-street servicing facility which assists in

managing demands on Hunter Street; and


• Modelling of St. Martin’s Way suggests that the network can accommodate the highway layout

proposed for Phase 0/1 with flexibility still provided to facilitate the delivery of future phases of

the Chester Northgate redevelopment.

Given that the Phase 0/1 development is only part of the Chester Northgate redevelopment that was

previously assessed, it is considered that the narrative and conclusions presented in the original

planning application remain valid. Overall, it is considered that the development will not give rise to

any material transport issues and when the development is considered against the policy guidance as

set out in NPPF, there is no highway reason why planning permission for this development should not

be granted.

ahr proposed chester northgate development phase 0/1 · 2019-07-19 · vectos has been commissioned...

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