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M56 Corridor Scoping Study

Final Report

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M56 CORRIDOR SCOPING STUDY

Final Report

of 150m56_scoping_study_final_report.doc

Contents

Section Page

Executive Summary 4

Glossary of Terms 13

1. Introduction 15

2. Scope and Objectives of the Study 16

3. Land Use and Planning Policy Context 23

4. Existing Travel Supply and Demand 35

5. Initial Baseline Assessment of Problems and Issues 57

6. Inventory of Problems and Issues and Potential Transport Measures

Identified Through Document Review and Stakeholder Consultation 67

7. Relating Identified Problems and Issues to Proposed Strategy Objectives 93

8. 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


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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 6.2 - Identified Freight Related Problems and Issues/Transport Measures in the Study Area 78

Table 6.3 - 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 4.5 - Percentage Private Vehicle Use as Mode to Work 49

Figure 4.6 - Percentage Public Transport as Mode to Work 49

Figure 4.7 - Percentage Rail Use as Mode to Work 50

Figure 4.8 - Percentage Bus and Coach Use as Mode to Work 50

Figure 4.9 - Average Distance (km) Travelled to Work 51

Figure 4.10 - 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


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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 includingManchester 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 consideredthat 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 ofobjectives 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.


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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 timecongestion 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 ofunderstanding 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.


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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 M56East/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-Chesterrespectively.

An analysis has been undertaken of the LENNON rail ticketing data for the 2002-2004 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.


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♦ 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 ove r 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 jobopportunities 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.


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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 over-capacity;

♦ 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 thenumber 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 keypinchpoints 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


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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 stakeholderconsultation. 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;


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♦ linking the regional transport problems to the wider environmental, economic regeneration anddevelopment 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 makingpatterns;

♦ 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 ‘generalisedcosts’ 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 localisedmodelling 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 highwaychanges; 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.


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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 isconsensus 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 ahierarchy 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 2005. 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 inaccommodating 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.


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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 onStrategic 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 given 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.


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Glossary of Terms

AADT Annual Average Daily TrafficAADT_H Annual Average Daily Traffic (Heavy Goods Vehicles only)

AADT%H Annual Average Daily Traffic (Percentage of Heavy Goods Vehicles)AAWT Annual Average Weekday TrafficAfS Action for Sustainability, the Regional Sustainable Development Framework

AST Appraisal Summary TableCRF Congestion Reference FlowCS 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; andS2P single 2 lane all-purpose road.

DfT Department for TransportERDF European Regional Development Structural FundsEWS English Welsh & Scottish Railway

GDP Gross Domestic ProductGOMMMS Guidance on the Methodology for Multi-Modal StudiesGONW Government Office for the North West

GPS Global Positioning SystemHA Highways AgencyITIS Integrated Transport Information Services

LENNON Latest Earnings Networked Nationally Over NightLJLA Liverpool John Lennon AirportLSP Local Strategic Partnerships

LTP Local Transport PlanMIDAS Motorway Incident Detection and Automated SignallingMidMan West Midlands to North West Conurbations Multi Modal Study

MOIRA Latest in a long line of demand models developed by the former British Rail OperationalResearch

mppa million passengers per annum

NRTF National Road Traffic ForecastsNWDA Northwest Development AgencyNWMA North West Metropolitan Area

NWRA North West Regional AssemblyODPM Office for the Deputy Prime MinisterPIXC Passengers in Excess of Capacity

PK%H Percentage of Heavy Goods Vehicles in the Peak HourPPG11 Planning Policy Guidance 11: Regional PlanningRDAs Regional Development Agencies

RES Regional Economic Strategy for the North WestRPA Regional Planning Assessment (Rail)RPG 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 ClustersPolicy SD1 Spatial Development Policy SD1 – The North West Metropolitan Area –

Regional Poles and Surrounding Areas


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Policy SD2 Spatial Development Policy SD2 – Other Settlements within the North

West Metropolitan AreaPolicy 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 NorthCheshire

Policy SD5 Spatial Development Policy SD5 – The Green Belts

RTS Regional Transport StrategyRMS Route Management Strategy (Road)RSS Regional Spatial Strategy

RUS Route Utilisation Strategy (Rail)SAG Study Advisory GroupSATURN Simulation and Assignment of Traffic to Urban Road Networks

SEMMMS South East Manchester Multi Modal StudySI Seasonality IndexSIA Strategic Investment Area

SRA Strategic Rail AuthoritySTRESS(%) Ratio of Annual Average Daily Traffic to Congestion Reference FlowTEE Transport Economic Efficiency

TEN Trans European NetworkTF for Wales Transport Framework for WalesTPI Targeted Programme of Improvements

UDP Unitary Development PlanUK United KingdomWCML West Coast Main Line

WebTAG Department for Transport website for Transport Analysis Guidance


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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-westtransport spine in the North West that links the two Regional Poles of Manchester andLiverpool.

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.


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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 EconomicStrategy;

♦ the structure and local transport plans for Cheshire;


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♦ 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 futuredevelopments 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 acornerstone 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.


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Table 2.1 – Proposed M56 Corridor Strategy Objectives

Proposed Corridor Strategy Objectives Primary Source(s)

Enable economic regeneration and development in a manner that

maximises achievement of sustainability objectivesRPG, RES, AfS

♦ Support the delivery of strategic regional sites and support the growth of

existing and target sector industries in the M56 transport corridor

RES, AfS

♦ Support the Manchester Regional Pole RES, RPG

♦ Support the growth of Manchester and Liverpool Airports RES, RPG, Air Transport White Paper

♦ Encourage the reduction in the need to travel AfS

♦ Enhance transport network efficiency and improve journey time reliability including public transport services

RTS, HA, SRA, TF for Wales, NW Freight Strategy,

♦ Encourage mode shift from car where feasible RTS, Countryside Agency, SRA

♦ Encourage a shift of freight from road to other modes where feasible NW Freight Strategy, SRA

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

RPG, TF for Wales

♦ Improve access for non-car users RPG, Countryside Agency

♦ Increase transport choice in rural areas Countryside Agency

♦ Improve interchange between transport modes RPG, Countryside Agency

♦ Effective use of new technology to enhance accessibility RPG

Enhance the image of the M56 transport corridor and provide high

environmental and design qualityRPG, AfS

♦ Improvements to and enhanced management of Trans-European Networks RPG

♦ Improve perception of personal security for public transport journeys Countryside Agency

♦ Improve road safety RPG, HA, NW Freight Strategy

Management of natural, built and historic environment within the

M56 transport corridorRPG

♦ Minimise the impacts of transport upon the built and natural environment HA, Countryside Agency, AfS

♦ Minimise the impacts of transport upon emissions AfS

♦ Encourage the use of environmentally sustainable modes of transport 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 RiverMersey/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 wasdefined by the boundary between England and Wales.


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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. Forthe 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.

2.12 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


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Birkenhead. It also provides access to the inland Port of Manchester (served by the Manchester Ship Canal).

2.14 The M56/A5117(T)/A550(T)/A494(T) intercepts a number of other Trans-European, nationaland 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.

2.16 The extent of the Regional Highway Network within the M56 corridor study area has beenconsidered 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.

2.17 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 measuresduring 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.

2.18 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.

2.19 Figure 2.2 below shows the extent of the Regional Highway Network in the M56 corridor study area.


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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 theborders/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.

2.21 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.

2.22 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.

2.23 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 itselfrepresenting 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 atGarston.


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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 fromPenmaenmawr 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 therefineries at Ellesmere Port, nor car components or finished vehicles to/from Vauxhall at Ellesmere Port.

2.25 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


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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 Walesas 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 planningapplications.

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.


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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 andManchester/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.

3.10 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 themetropolitan settlements of; Runcorn; Widnes; Ellesmere Port; and Skelmersdale.

3.11 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.

3.12 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 2005.

♦ 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.

3.13 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,


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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 adjoiningareas/regions and countries, and the need to provide high quality modern facilities to support these roles.

3.15 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.”

3.16 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 DevelopmentPrinciples, particularly the sequential approach set out in Policy DP1, and the SpatialDevelopment 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 mainconurbations, 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 berecognised as key aspects of securing the development of this sector.”

“Development plans and other strategies including regeneration strategies should consider thepotential 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.”

3.17 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 2000. 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.

3.19 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


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for Sustainability (AfS) 2004-2006 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).

3.21 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.

3.23 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.

3.24 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. Accessbetween 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.

3.27 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.


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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 andDevelopment 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.

3.29 In 2000 the NWDA commissioned the Mersey Belt Study which aimed to ensure that the NorthWest 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.


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Figure 3.1 – NWDA designated Strategic regional sites

NWDA designatedStrategic 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


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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 immediatedevelopment. 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 2000-2006 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 Warringtontown 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 whichapproximately 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


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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 1996. 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 2003. 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.

3.40 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.

3.41 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 2004.

“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 majorimprovements 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.”


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3.43 The Northern Way report 'Moving Forward: the Northern Way Growth Strategy Report', will be

launched by John Prescott in September 2004. 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

2030. The report will consider a number of issues including skills, clusters and connectivitywithin 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 re-

using 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 andleisure 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.

3.46 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.

3.47 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.

3.48 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.


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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 beinvestigated, 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 improveaccessibility 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;


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♦ 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 commonagenda to deliver shared priorities.

3.54 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.

3.55 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.

3.57 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.

3.58 The strategic linkages via the A55 to the wider North West and the area’s proximity toManchester, 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.

3.59 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


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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.

3.61 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.

3.62 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.

3.63 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 economicperformance of the area.


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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 Provision4.2 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


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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 grade-

separated 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 M56

4.7 The A550(T) is a dual two lane trunk road between the Welsh/English border and the at-gradeA550/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 fieldaccesses) 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/A41.

4.11 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.

4.12 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 M56.

4.13 There is no M56 junction 13. M56 junction 12 provides access to Runcorn and Merseyside (viathe Silver Jubilee Crossing of the River Mersey) to the north of the M56, and to Frodsham and Northwich to the south.


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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.

4.15 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).

4.17 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.

4.18 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 6.

4.19 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.

4.20 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.

4.21 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).

4.23 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.

4.24 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.

4.25 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.

4.26 M53 junction 9 provides access to Ellesmere Port Boat Museum and surrounding area and the Shell UK oil refinery at Stanlow.


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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.

4.29 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 A56.

4.30 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 12

4.31 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 theAssociated 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 threeNWDA 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.

4.32 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 7

4.33 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.

4.34 The A556(T) is principally a single four lane trunk road with local widening to dual two lanecarriageway standard in the vicinity of M56 junctions 7 and 8 and M6 junction 19.

4.35 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.


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Section 9 – A51/A54/A556 between A55 and M6 junction 19

4.36 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.

4.37 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;



♦ 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.

Figure 4.2 – Standard of Highway Provision for the Regional Highway Network in the Study Area


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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 AverageSpeed*

Chester-Northwich-Manchester(“Mid Cheshire Line”)

Dedicated to route First North Western 30 mins peak

Hourly off-peak

32mph

Chester-Warrington-Earlestown-

Manchester (“North Cheshire Line”)

Holyhead/Llandudno-ManchesterPiccadilly

Arriva Trains Wales 30 mins peak

Hourly off-peak

39mph

Chester-Wrexham Chester-Wrexham-Shrewsbury/Birmingham

Arriva Trains Wales Hourly to every 2 hours 36mph

Chester-Crewe London/Crewe-Chester-LlandudnoJcn-Holyhead

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)

Central Trains Hourly 47mph

Crewe-Liverpool (calls Winsford, Hartford, Runcorn)

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”.

4.41 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.

4.42 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)


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♦ 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.

4.45 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

Mostly double excluding Stockport to Altrincham

(part) and Mouldsworth to Mickle Trafford

Max 60mph, sections at 40 & 20mph

Mainly mechanical. Signal boxes at: Chester, Mickle Trafford, Mouldsworth, Breenbank, Plumley,

Mobberley, Hale, Deansgate Jcn, Northenden Jcn

Chester-Warrington-Earlestown-Manchester

Double throughout Max 75mph, sections at 40 & 30mph

Mixture of electronic/mechanical. Signal Boxes at: Chester, Mickle Trafford, Helsby, Frodsham Jcn, Norton, Warrignton BQ

Chester-Wrexham Single throughout 60mph max, sections at

50mph

Mixture of electronic/mechanical. Signal Boxes at:

Chester, Wrexham

Chester-Crewe Double throughout Max 90mph, sections at 65/70/75mph

Mixture of electronic/mechanical. Signal Boxes at: Chester, Beeston Castle, Crewe Steel Works

Bidston-Shotton-Wrexham Double throughout Max 50mph, long sections at 40mph

Mixture of electronic/mechanical. Signal Boxes at: Sandhills, Dee Marsh Jcn, Wrexham.

Chester-Hooton Double throughout 60mph max Electronic from Chester

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.


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Table 4.3 – Existing Coach Services Relevant to the Study Area

Service No. Service M56 Area Calling Points Services per Weekday inEach 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-NewcastleWrexham, Chester, Warrington, Manchester Airport, Manchester

1 per day

538Birmingham/Manchester Airport-

Glasgow/EdinburghManchester, Manchester Airport 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.

4.49 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


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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 all-

purpose 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.

4.55 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).


Final Report


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 intothe discrete sections shown in Figure 4.1.

Table 4.6 – Existing Traffic Flows (2002)

2002 Traffic LevelsSection Road Location

C’wayStandard AADT AAWT AADT%H AADT_H SI

1 A55(T) West of Ewloe D2T 52000 53600 11.1 5800 1.15

1 A494(T) A55(T)-A550(T) D2T 59000 60800 9.4 5500 1.12

1 A550(T) A494(T)-A548 D2T 51300 52900 8.4 4300

2 A550(T) A548-A5117(T) D2T 51300 54500 11.0 5600

2 A5117(T) A550(T)-M56 Jnc 16 D2T 37800 39600 13.8 5200 1.12

3 M56 Jnc 15-16 D2M 31600 34000 13.3 4200

3 M56 Jnc 14-15 D3M 91500 99100 13.0 11900 1.06

3 M56 Jnc 12-14 D3M 96800 105300 13.0 12600

3 M56 Jnc 11-12 D3M 84000 91200 13.0 10900

3 M56 Jnc 10-11 D3M 89000 97500 14.0 12500

3 M56 Jnc 9-10 D3M 88500 95200 14.0 12400

4 M56 Jnc 8-9 D3M 69600 75700 7.0 4900

4 M56 Jnc 7-8 D3M 58300 62700 11.0 6400

4 M56 Jnc 6-7 D3M 110200 118500 12.2 13400

4 M56 Jnc 5-6 D4M 121200 132200 12.2 14800 1.00

4 M56 Jnc 5 Airport Spur D3M 60000 61700 6.3 3800 1.04

4 M56 Jnc 4-5 D4M 129100 139400 10.9 14100 1.00

4 M56 Jnc 3-4 D4M 143300 155100 7.0 10000

4 A5103(T) M56 Jnc 3-M60 Jnc 5 D3T 103800 113200 4.0 4200 0.97

4 M56 Jnc 2-3 D2M 60700 65400 14.1 8600

4 M56 Jnc 1-2 D3M 86400 92900 14.1 12200

5 M53 Jnc 4-5 D3M 50500 55500 11.3 5700 0.98

5 A41/A550 M53 Jnc 5 – A5117(T) S2T 21400 22100 8.7 1900

5 M53 Jnc 6-7 D2M 52200 58000 11.7 6100

5 M53 Jnc 7-8 D2M 60000 64500 11.7 7000

5 M53 Jnc 9-10 D2M 53200 59300 15.4 8200 0.98

5 M53 Jnc 10-11 D2M 57400 63100 11.0 6300 0.99

6 M53 Jnc 11-12 D2M 65800 70800 10.0 6600

6 A55(T) M53 Jnc 12-A51 D2T 30900 34100 12.1 3700

6 A55(T) A5-A41 D2T 47700 51500 12.0 5700 0.94

6 A55(T) A41–A483(T) D2T 56900 58700 12.1 6900 1.04

6 A55(T) A483(T) - A550 D2T 24900 25700 10.1 2500

6 A55(T) A550-A494(T) D2T 38300 39500 9.7 3700

7 A533 Silver Jubilee Bridge S4P 77000 87000 16.0 12300

8 A556(T) M56 Jnc 7/8 – M6 Jnc 19 S4T 48200 49700 12.1 5800

9 A556 M6 Jnc 19 – A559 S4P 26300 27100 7.5 2000

9 A556 A559-A49 D2P 29800 32400 8.7 2600

9 A556 A49-A54 S2P 16900 17400 7.5 1300

9 A54 A556-A51 D2P/S2P 15800 16300 7.5 1200

9 A51 A54-A55(T) S2P 29500 30400 7.5 2200


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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.


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♦ 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.

4.59 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.

4.61 These data sources enabled desire line diagrams to be produced for the following sections of regional highway network;

♦ M56 between junctions 6 and 7 SEMMMS

♦ M6 between junctions 21 and 21a SEMMMS

♦ M6 between junctions 16 and 17 A556 RMS

♦ Silver Jubilee Bridge New Mersey Crossing Study

♦ A550(T) Queensferry 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

M5

6 E

ast

/Mancheste

r

Mancheste

r

Airport

A56/S

outh

Mancheste

r

M6 S

outh

Nort

hw

ich/M

id-

Ch

esh

ire

M6 N

ort

h

Warr

ingto

n

M6

2 E

ast

M6

2 W

est

Runcorn

Wid

nes/S

Liv

erp

ool

Cheste

r

Wirra

l/E

llesm

ere

Port

L’p

ool/M

ers

ey

Tunnels

M56 W

est/N

ort

h

Wale

s

M56 J6-7

Westbound12% 25% 4% 9% 16% 7% 6% 1% 6% 12%

M6 J21-20

Southbound14% 11% 8% 25% 4% 1% 2% 1% 4% 10%

M6 J16-17Northbound

21% 4% 2% 12% 24% 7% 9% 9% 4%

SilverJubileeBridge

Southbound

4% 6% 12% 2% 4% 14 49% 7% 8% 8%

OR

IGIN

A550(T)QueensferryEastbound

14% 7% 3% 4% 4% 5% 3% 5% 7% 38% 9%


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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 2002-2004 financial year, along with that of the MOIRA train flow information.

4.65 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.


Final Report


Table 4.8 – Summary of Key Rail Demand Movements in the Study Area

Line Location WC

ML S

outh

Cre

we-

Cheste

r

Wre

xham

N W

ale

s C

oast

Wirra

l

Runcorn

Bridge

WC

ML N

ort

h

Chat M

oss E

Mid

-Cheshire

No

rth

-Cheshire

Cheste

r

Cheste

r-H

ooto

n

Elle

sm

ere

Port

Warr

ingto

n

Runcorn

Mid-Cheshire Hale-Ashley 1% 2% 68% 29%

WCML Crewe-Winsford 7% 41% 41% 6% 6%

Crewe-Chester-North

WalesCrewe-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.


Final Report


Figure 4.5 - Percentage Private Vehicle Use as Mode to Work

Figure 4.6 - Percentage Public Transport as Mode to Work


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Figure 4.7 - Percentage Rail Use as Mode to Work

Figure 4.8 - 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.


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Figure 4.9 - Average Distance (km) Travelled to Work

Figure 4.10 - 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


Final Report


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 andLiverpool, 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 jobopportunities 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.

4.73 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.


Final Report


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.

4.77 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.

4.78 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.

4.79 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.

4.80 Tables 4.9 below details the breakdown of the road freight origins and destinations which usethe 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.


Final Report


Table 4.9 - Annual 000’s tonnes lifted by road freight in M56 corridor (2002)

East

Mid

lan

ds

Ea

st

En

gla

nd

Gra

ter

Lo

nd

on

No

rth

Ea

st

No

rth

We

st

Sco

tlan

d

So

uth

Ea

st

So

uth

We

st

Wa

les

We

st

Mid

lan

ds

Yo

rks

hir

e

To

tal

East Midlands- - - - 1,418 - - 2 187 5 7 1,619

East England- - - - 851 - - - 119 - 2 972

Greater London - - - - 55 - - - 1 - - 56

North East - - - - 552 - - - 260 72 - 885

North West 2,118 629 486 373 19,683 233 371 381 3,669 2,719 1,614 32,275

Scotland - - - - 602 - - - 326 14 - 943

South East - - - - 1,966 - - - 174 - 12 2,152

South West 2 - - - 494 - - - 86 - 72 654

Wales 356 266 1,047 172 2,922 224 201 117 9 439 857 6,612

West Midlands10 - - 90 3,618 30 - - 348 - 451 4,547

Yorkshire9 1 - - 2,344 - 3 92 747 259 - 3,455

Total 2,494 896 1,533 635 34,505 486 575 593 5,926 3,508 3,017 54,169

4.81 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.

4.82 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.

4.83 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 4.10 - Proportion of UK road freight tonnes lifted in M56 corridor (2002)

East

Mid

lan

ds

Ea

st

En

gla

nd

Gra

ter

Lo

nd

on

No

rth

Ea

st

No

rth

We

st

Sco

tlan

d

So

uth

Ea

st

So

uth

We

st

Wa

les

We

st

Mid

lan

ds

Yo

rks

hir

e

To

tal

East Midlands - - - - 15% - - 0% 8% 0% 0% 1%

East England - - - - 19% - - - 7% - 0% 1%

Greater London - - - - 2% - - - 0% - 0% 0%

North East - - - - 12% - - - 61% 5% - 1%


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East

Mid

lan

ds

Ea

st

En

gla

nd

Gra

ter

Lo

nd

on

No

rth

Ea

st

No

rth

We

st

Sco

tlan

d

So

uth

Ea

st

So

uth

We

st

Wa

les

We

st

Mid

lan

ds

Yo

rks

hir

e

To

tal

North West 31% 14% 14% 8% 14% 3% 7% 14% 58% 22% 12% 16%

Scotland - - - - 10% - - - 70% 1% - 1%

South East - - - - 34% - - - 7% - 0% 1%

South West 0% - - - 21% - - - 2% - 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 routeingneeds 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, andWales to the North West.

4.85 Tables 4.11 below details the breakdown of the rail freight origins and destinations which usethe M56 corridor.

Table 4.11 - Annual 000’s tonnes lifted by rail freight in M56 corridor (2002)

East

Mid

lan

ds

Ea

st

En

gla

nd

Gra

ter

Lo

nd

on

No

rth

Ea

st

No

rth

We

st

Sco

tlan

d

So

uth

Ea

st

So

uth

We

st

Wa

les

We

st

Mid

lan

ds

Yo

rks

hir

e

To

tal

East Midlands434 - 8 - 1 443

East England179 20 1 199

Greater London 4 - - 4

North East 40 1,172 8 1,220

North West 63 68 32 41 351 3 41 4 27 27 75 733

Scotland 69 80 15 165

South East 298 14 1 314

South West - 33 20 - 53

Wales 103 34 82 92 22 31 33 11 1 97 115 619

West Midlands- - 22 - 6 16 44

Yorkshire3 - - 173 - 1 58 116 351

Total 169 102 115 133 1,625 34 74 16 1,406 263 208 4,146


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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.

4.87 Overall, rail holds a market share of tonnes lifted in the M56 corridor of 8%, a figure close to the UK average of 6%.

4.88 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.

4.89 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-cargoaircraft. At Manchester Airport some 60 percent of air freight is belly-hold.


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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 peakdirection.

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 52000 9.6 68600 76%

1 A494(T) A55(T)-A550(T) D2T 59000 8.1 69700 85%

1 A550(T) A494(T)-A548 D2T 51300 7.2 70300 73%

2 A550(T) A548-A5117(T) D2T 51300 9.5 72400 71%

2 A5117(T) A550(T)-M56 Jnc 16 D2T 37800 11.9 76300 50%


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2002 Traffic Levels

Section Road Location CS AADT PK%H CRF %STRESS

3 M56 Jnc 15-16 D2M 31600 11.6 66400 48%

3 M56 Jnc 14-15 D3M 91500 11.3 116300 79%

3 M56 Jnc 12-14 D3M 96800 11.3 109400 88%

3 M56 Jnc 11-12 D3M 84000 11.3 112500 75%

3 M56 Jnc 10-11 D3M 89000 12.2 113100 79%

3 M56 Jnc 9-10 D3M 88500 12.2 115200 77%

4 M56 Jnc 8-9 D3M 69600 6.1 83200 84%

4 M56 Jnc 7-8 D3M 58300 9.6 102100 57%

4 M56 Jnc 6-7 D3M 110200 10.6 100800 109%

4 M56 Jnc 5-6 D4M 121200 10.1 138100 88%

4 M56 Jnc 5 Airport Spur D3M 60000 4.4 132500 45%

4 M56 Jnc 4-5 D4M 129100 7.1 175400 74%

4 M56 Jnc 3-4 D4M 143300 6.1 180200 80%

4 A5103(T) M56 Jnc 3-M60 Jnc 5 D3T 103800 3.4 112900 92%

4 M56 Jnc 2-3 D2M 60700 13.0 74300 82%

4 M56 Jnc 1-2 D3M 86400 12.3 98800 87%

5 M53 Jnc 4-5 D3M 50500 4.8 88700 57%

5 A41/A550 M53 Jnc 5 – A5117(T) S2T 21400 7.5 22800 89%

5 M53 Jnc 6-7 D2M 52200 4.9 58800 89%

5 M53 Jnc 7-8 D2M 60000 4.9 71900 83%

5 M53 Jnc 9-10 D2M 53200 8.9 70000 76%

5 M53 Jnc 10-11 D2M 57400 9.6 69600 82%

6 M53 Jnc 11-12 D2M 65800 8.7 68800 96%

6 A55(T) M53 Jnc 12-A51 D2T 30900 10.4 62000 50%

6 A55(T) A5-A41 D2T 47700 10.3 64700 74%

6 A55(T) A41–A483(T) D2T 56900 10.4 68000 84%

6 A55(T) A483(T) - A550 D2T 24900 8.7 69300 36%

6 A55(T) A550-A494(T) D2T 38300 8.3 69500 55%

7 A533 Silver Jubilee Bridge S4P 77000 12.0 58500 132%

8 A556(T) M56 Jnc 7/8 – M6 Jnc 19 S4T* 48200 10.4 44000 110%

9 A556 M6 Jnc 19 – A559 S4P 26300 5.6 46600 56%

9 A556 A559-A49 D2P 29800 3.6 46100 65%

9 A556 A49-A54 S2P 16900 5.6 46600 36%

9 A54 A556-A51 D2P/S2P 15800 5.6 23300 68%

9 A51 A54-A55(T) S2P 29500 5.6 23300 127%

5.7 Figure 5.1 reproduces the existing level of stress for the regional highway network in the study area.


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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 over-capacity;

♦ 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 ofstress being significantly underestimated because the CRF formula takes no account of the

limiting capacity of the at-grade junctions.

5.10 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.


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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.

5.13 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 thatinterrogation 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 NationalRoad 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’ defaultgrowth profile. NRTF assumes a traffic growth factor of 1.35 between 2002 and 2019. 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.

5.16 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.


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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 66900 98%

1 A494(T) A55(T)-A550(T) D2T 75900 109%

1 A550(T) A494(T)-A548 D2T 66000 94%

2 A550(T) A548-A5117(T) D2T 66000 91%

2 A5117(T) A550(T)-M56 Jnc 16 D2T 48600 64%

3 M56 Jnc 15-16 D2M 40600 61%

3 M56 Jnc 14-15 D3M 117700 101%

3 M56 Jnc 12-14 D3M 124500 114%

3 M56 Jnc 11-12 D3M 108000 96%

3 M56 Jnc 10-11 D3M 114500 101%

3 M56 Jnc 9-10 D3M 113800 115%

4 M56 Jnc 8-9 D3M 89500 108%

4 M56 Jnc 7-8 D3M 75000 73%

4 M56 Jnc 6-7 D3M 141700 141%

4 M56 Jnc 5-6 D4M 155900 113%

4 M56 Jnc 5 Airport Spur D3M 77200 58%

4 M56 Jnc 4-5 D4M 166000 95%

4 M56 Jnc 3-4 D4M 184300 102%

4 A5103(T) M56 Jnc 3-M60 Jnc 5 D3T 133500 118%

4 M56 Jnc 2-3 D2M 78100 105%

4 M56 Jnc 1-2 D3M 111100 112%

5 M53 Jnc 4-5 D3M 64900 73%

5 A41/A550 M53 Jnc 5 – A5117(T) S2T 27500 121%

5 M53 Jnc 6-7 D2M 67100 114%

5 M53 Jnc 7-8 D2M 77200 107%

5 M53 Jnc 9-10 D2M 68400 98%

5 M53 Jnc 10-11 D2M 73800 106%

6 M53 Jnc 11-12 D2M 84600 123%

6 A55(T) M53 Jnc 12-A51 D2T 39700 64%

6 A55(T) A5-A41 D2T 61300 95%

6 A55(T) A41–A483(T) D2T 73200 108%

6 A55(T) A483(T) - A550 D2T 32000 46%

6 A55(T) A550-A494(T) D2T 49300 71%

7 A533 Silver Jubilee Bridge S4P 99000 169%

8 A556(T) M56 Jnc 7/8 – M6 Jnc 19 S4T* 62000 141%

9 A556 M6 Jnc 19 – A559 S4P 33800 73%

9 A556 A559-A49 D2P 38300 83%

9 A556 A49-A54 S2P 21700 47%

9 A54 A556-A51 D2P/S2P 20300 87%

9 A51 A54-A55(T) S2P 37900 163%


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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 2019.

Figure 5.3 – Forecast 2019 Annual Average Daily Traffic (Central NRTF)

Figure 5.4 – Forecast Level Stress 2019 (Central NRTF)


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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.

5.20 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.

5.22 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.

5.24 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 n/a

Crewe-Runcorn-Liverpool (WCML)

Crewe-Weaver Junction

Weaver Junction-Warrington Bank Quay

Weaver Junction-Runcorn-Liverpool

>90%

70-90%

30-70%

Note: * indicates that 70-90% Network Utilisation was identified on approaches to Manchester Hub.

5.25 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


Final Report


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 Excessof 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 anadditional 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 tototal passenger capacity (seating plus standing) over the weekday morning peak period.

5.27 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.


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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.

5.30 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.

5.31 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.

5.32 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.

5.33 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” highcontainers using low floor/pocket wagons; and

♦ W10 (SB1c): able to accommodate 9’6” high containers on specific wagons.

Figure 5.6 – Loading Gauge Map


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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.


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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 detailedexamination 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 qualitativeassessment 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).


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Table 6.1 – Identified Highway Related Problems and Issues/Transport Measures in the Study Area

Problems and Issues Identified in Documented References and/or from Stakeholder

Consultation (Note: evidence base for problem has not been established in all cases)Prob.

Ref.

Existing Problem and Issue Future Problem and Issue

Documented

References where available

MeasureRef.

Potential Measures Identified of

Documented References and/or Stakeholder Consultation

Status (where

relevant)

Cost Range PotentialTimescale 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

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 Dedicated lanes for road based public

transport services in conjunction

Medium Term

HS2e Dedicated lanes for high occupancy

vehicles

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

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

stakeholderconsultation with

Warrington MBC and

Manchester Airport

HS2i Telecommunications – development of

technologies which will facilitate teleshopping, teleworking and video

conferencing

Short Term


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Ref.


Documented


MeasureRef.



Status (where

relevant)


HS3a Ramp metering on slip roads at appropriate junctions to ensure traffic joins motorways in

a controlled way, avoiding queues.

Less than £5m Medium Term

HS3b Use of the hard-shoulder as a running lane

to increase link capacity.

£5m to £50m Short Term

HS3c Electronic variable speed limit signs to smooth traffic flows at busy times

£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

♦ 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).

NTCC already

operational

although the range of services are still

being rolled out.

Short Term

HP3 General recognition of a need to make better use of existing infrastructure.

A signif icant 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 inc idents and roadworks exacerbate

these problems.

With vehicle ownership rising steadily, demand is forecast to

increase further.

Highways Agency Business Plan –

2003/04

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

proceedbefore April

2008


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on the trunk road is a frequent occurrence and is severe at times.

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).

HS4b A55/A494 Ewloe interchange improvement with a connection to A494

to Mould

Trunk Road Forward

Programme 2002,

Welsh Assembly Government


Unlikely to

proceed

before April 2008

HS4c Widening A494 Drome Corner to Ewloe Trunk Road

ForwardProgramme 2002,

Welsh Assembly

Government

£5m-£50m Short Term

Procurementunder early

contractor

involvement(late 2006/07)

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 trafficsafety problems.

November National Assembly for Wales ,

November 2001

Trunk Road Forward Programme 2002,

Welsh Assembly

Government

HS4d Widening A494/A550 Deeside Park to

Drome

Trunk Road

ForwardProgramme 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.

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),

Deeside Park Junctions

Study, 2001HS5 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


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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.

HS6a A550 Improvement Hooton to Sealand To be considered as

part of road based study for Wirral to

North Wales

£5m-£50m Long TermHP6 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.

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 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


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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 improvementsjunctions 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 Delays at the A55/A483 interchange south of

Chester are a regular occurrence during the

peak periods.

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. .

HP9b Safety at the A55/A483 interchange is a

concern.

HP9c Environmental issues at the A55/A483 interchange are also a concern.

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.

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

Cheshire County

Council Local Transport Plan 2001/02 –

2005/06

HS10b Highway authorities should give high priority

to ensuring that the Primary Route Network



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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.

HS5

HS7

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.

Less than £5mHP11 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 2001/02 –

2005/06

Halton Borough

Council, Local

Transport Plan 2001/02 – 2005/06

HS11 Improvements to M56 junction 12 need to be cons idered in light of the proposals for a

new Runcorn to Widnes Mersey Crossing

and the regeneration proposals in the Runcorn area.


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 MerseyTunnels and the M6 Thelwall

Viaduct.

Halton Borough Council, Local

Transport Plan 2001/02

– 2005/06

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 fly -over.

♦ 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 severaljunction 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


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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.


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.


HS13a 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.

Works committed

under Section 278

agreement as part

of the Daresbury Park Phases 1-2

and Daresbury

Science Park planning approvals.

Less than £5m Short TermHP13a 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

HS13b In order to accommodate the level of

development to 2012 the following improvements to the existing highway

network have been proposed;

♦ Widening the A558 EasternExpressway 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

♦ 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.

Identified in East

RuncornDevelopment Area

Sustainable

Transport Framework

Less than £5m

(£2.5m estimate in 2003)

Medium Term


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RS11a New rail station on West Coast Main Line at Daresbury Business Park

No prospect of funding in

short/medium term

Long Term

RS11b New rail station on North-Cheshire Line at

Delph Lane

No prospect of

funding in

short/medium term

Long Term

HP13b Some delays are currently experienced at the M56 junction 11 roundabout (partially

signalised), by A56 Daresbury Bypass traffic

during the peak hours.

Employment bus services linking Murdishaw

bus terminal and Runcorn east to;

♦ 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

Short Term

HP14 Congestion is a particular problem for north-south movements in Warrington which in part

is a result of;

♦ 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 fourcrossings carrying 60,000 AADT. The

single existing fixed bridge carrying the

B5156 has a weight limit of three tonnes.

Warrington Local Transport Plan

HS14 New crossing to the west of Warrington in conjunction with flood defence scheme.

£5m to £50m Long Term

HP15a 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.

H15b 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



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roads, private frontages and fieLd accesses. Golf Club junctions

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

ConsultationProposals, March

2004

£5m 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

stakeholderconsultation 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

♦ 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.

A556 RMS Public

ConsultationProposals, March

2004

£50m-£100m Long Term

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 weavingmovements 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 2015.

The area around Manchester Airport is subject to major business

park development pressures at

Manchester Business Park

(formerly known as Woodhouse

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 2002.

Section 278

agreement for

£5m-£50m

(£11.4m - M56

Western

AccessImprovements

2000)

Medium Term

Scheduled to

be completed

by 2009


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Davenport Green includes the works

at M56 junction 6.

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.

HS16b Possible widening of M56 junctions 6 to 7. £5m-£50m

(Between £29m

and £34m –

A556 Area Study 2003)

Long Term

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.


Final Report


Table 6.2 - Identified Freight Related Problems and Issues/Transport Measures in the Study Area



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Cost Range PotentialTimescale forImplementation

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 7th 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;

♦ 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

North West Regional

Freight Strategy


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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-basedcharging 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


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is unlikely that a new junction be introduced

without a departure from the appropriate

design standards (DMRB Volume 6 Section

2 – TD 22/92).

FS7a West Coast Upgrade proposed to provide

guaranteed timetabled hourly paths south of

Crewe. This will not resolve access to Trafford Park.

Long TermFP7 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

FS7b Possible routeing of freight via reinstated Halton Curve to Chester and thence via

Chester and Shrewsbury.

Long Term

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

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/containersthe problem will become more

restricting without gauge

enhancements

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

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.

FP10 Lack of accessible inter-modal facilities for

customers with no direct rail or water access

of their own.

FS10a

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



Final Report




Ref.


Documented


MeasureRef.



Status (where

relevant)


serves the Fiddlers Ferry Power Station. existing railfreight

business (Widnes

Intermodal Rail

Depot and Widnes International

Freight Terminal).

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

FS11a 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.

Recommendation in

North West Freight Strategy

Short Term

FS11b 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

Recommendation in

North West Freight

Strategy

Short Term

FS11c Make best use of exis ting facilities and

explore potential for off-site facilities with appropriate transport links.

Recommendation in


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

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

FS11d Highway infrastructure improvements to

LJLA , including a new Eastern Access Route from the A561 to the new cargo

Recommendation in


Medium Term


Final Report




Ref.


Documented


MeasureRef.



Status (where

relevant)


development areas.

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 6.3 - Identified Passenger Rail Related Problems and Issues/Transport Measures in the Study Area



Ref.


Documented

References where

available

MeasureRef.


Documented References and/or

Stakeholder Consultation

Status (where

relevant)


RS1a Crewe station redevelopment (includingrebuilt 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 - 2002)

Short TermRP1 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.

RS1b Major environmental improvements at

Chester rail station, accompanied by bus/rail/car/taxi/cycle interchange

Short Term


Final Report




Ref.


Documented


MeasureRef.



Status (where

relevant)


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

RS2a New chord linking Victoria to Deansgate,

Oxford Road and Piccadilly station, along with improved approaches to Piccadilly

station.

Study currently being

undertaken of ‘Manchester Hub’ to

assess capacity

relief/enhancement

options

Long TermRP2 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.

RS3b 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.

RS3a 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.

Confirmedimplemention

Short Term

Late 2004

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.

RS3b 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 .

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)

Long Term


Final Report




Ref.


Documented


MeasureRef.



Status (where

relevant)


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

RS4a Upgrade of Halton curve to full two-wayworking with associated hourly Chester-

Liverpool via Runcorn rail service

In current Halton LTP £5m-£50m Long Term

RS4b South Liverpool Parkway (Allerton Interchange)

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


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 .

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

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

RP4b Poor accessibility and long rail journey times between Chester/Helsby/Frodsham area to

south Liverpool/Liverpool Airport.

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

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 north-

south axis in mid Cheshire. Limited access

Cheshire CC LTP RS1a Crewe station planned for improved access

point to rail network (see RS1a)


Final Report




Ref.


Documented


MeasureRef.



Status (where

relevant)


RS5b 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.

Confirmed

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


RS5d New station at Middlewich Cheshire LTP Less than £5m Medium Term

points to rail network, with quality of Crewe

station poor in terms of parking, station

environment and interchange with bus/slow

modes.

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 Rail passenger capacity issues on the North-

Cheshire Line (Chester-Warrington-Manchester) during peak periods.

RS6a Increased number of carriages during peak

periods for North Cheshire Line services

Short Term

RP6b Low level of off-peak service f requency on the North-Cheshire Line, currently hourly off -peak.

Issue raised at


Cheshire CC

Cheshire CC LTPRS6b Minimum half hourly service In current Cheshire

LTPShort Term

RS7a Minimum half hourly service

Greenbank/Northwich or Knutsford to Manchester with scope for alternating

stopping/semi-fast services

In current Cheshire

LTP

Short Term

RS7b 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.

Feasibility study

recently

commissioned by

Mid-CheshireCommunity Rail

Partnership

Medium Term

RS7c Upgrade route to provide better line speed

to provide better journey times

In current Cheshire

LTP

Medium 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

RS7d Use of diesel trams and potentially run them

on Metrolink

Conceptual idea

based on “Diesel

Trams for

Community Railways – AEA Technology ”

Medium Term


Final Report




Ref.


Documented


MeasureRef.



Status (where

relevant)


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.


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


RP9 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.

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

RS10a Minimum half hourly service In current Cheshire

LTP

Short Term

RS10b Electrification of the line between Bidston

and Woodchurch

Being promoted by

Merseyside PTE

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 40-50 mph givinga reduction in journey time

Being promoted by

Flintshire County Council and

Merseyside PTE

Long Term

RP10 Poor level of service on the Wrexham-Bidston

line, and poor access to Deeside Park.

Cheshire CC LTP

Queensferry

Transportation Study

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


Final Report




Ref.


Documented


MeasureRef.



Status (where

relevant)


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



Ref.


Documented


MeasureRef.



Status (where

relevant)


CP1 Lack of high quality road based public

transport services and interchange facilities to

support sustainable development and the

growth of Manchester Airport.

CS1a Regional network of high quality lim ited

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

2000- Warrington South -

Runcorn/Darsebury - Chester

♦ Warrington – Birchwood -

Knutsford/Poplar 2000 - Stoke


Knutsford/Poplar 2000- Macclesfield


Knutsford/Poplar 2000 -

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-rideonly 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


Final Report




Ref.


Documented


MeasureRef.



Status (where

relevant)


Interchange scheme proposals include;

♦ Crewe Rail Gateway

♦ M56/M6 Interchanges at Services and

all junctions

♦ Sandbach Motorway Car Share/Kiss-

and-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 Park-

and-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

CS3a Provision of public transport services Short Term

CS3b Fiscal measures to combat exclusion Short 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

CS3c New/improved public transport infrastructure Medium Term


Final Report


Table 6.5 – Identified Planning Policy and Land Related Problems and Issues in the Study Area

Problems and Issues Identified in Documented References and/or from Stakeholder Consultation (Note: evidence

base for problem has not been established in all cases)Prob.

Ref.


Documented


MeasureRef.

Potential Measures

Identified of Documented

References and/or

StakeholderConsultation

Status (where

relevant)


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.


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


Warrington BC


Final Report




Ref.


Documented


MeasureRef.

Potential Measures


References and/or

Stakeholder

Consultation

Status (where

relevant)


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


Final Report




Ref.


Documented


MeasureRef.

Potential Measures


References and/or

Stakeholder

Consultation

Status (where

relevant)


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 diff iculties 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 TheEstuary/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


Final Report




Ref.


Documented


MeasureRef.

Potential Measures


References and/or

Stakeholder

Consultation

Status (where

relevant)


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. Ifthis 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


Final Report


7. Relating Identified Problems and Issues to Proposed CorridorStrategy 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 isimportant 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 7.1 - 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

Problem Identified through Document Review and/or from Stakeholder Consultation

(Note: evidence base for problem has not been established in all cases)

Possible Outcome From Any Mitigation Measures

HP2 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.

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.

HP3/FP1 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-timedelivery systems). The impact of inc idents and roadworks exacerbate these problems.

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.

HP4a/

FP1/LP11

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 cus tomers & suppliers in the NW

and beyond.

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.

HP5a/

FP1/

LP11

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

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.


Final Report


motorway network to customers & suppliers in the NW and beyond.

HP9a 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.

Improved accessibility to Chester and Chester Business

Park through reduce delays at the A55(T)/A483/(T) interchange.

HP11 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 to the NWDA designated strategicregional sites at Ditton (Widnes) and The Estuary (Speke/Garston).

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.

HP12a/

LP4

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).

Improved accessibility between the M56 and Merseyside

including access to the NWDA designated strategicregional sites at Ditton (Widnes) and The Estuary

(Speke/Garston).

HP13a 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.

Improved accessibility to the East Runcorn Development

Area including the NWDA designated strategic regional

site at Daresbury Park.

HP14/

LP5

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.

Improved accessibility between North Warrington, South

Warrington and Halton (including the NWDA designated

strategic regional site at Daresbury Park).

HP16/

LP7

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.

Improved accessibility to the target sector industries in and around Manchester Airport including ManchesterBusiness 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 planningconsent for Davenport Green.

FP10 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.

Access to inter-modal freight facilities for customers with no direct rail access of their own.

CP1 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.

Enhanced access to the strategic regional sites and

existing and target sectors industries in the study area by

sustainable means of transport.

CP3 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 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 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 considerat ion to the reallocation of road

space.

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.

HP3 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-timedelivery systems). The impact of inc idents and roadworks exacerbate these problems.


of traffic and minimise the breakdown of traffic, and

thereby improve journey time reliability and reduce cost to industry.

HP15a/FP1

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.

Improved accessibility between Manchester and the M6 south through improved journey time reliability.

HP16/

FP1

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 7th in the FTA’s order of investment priorities for the North West

Regional Road Network.

Improved accessibility between Manchester and the M6

south/M56 west through improved journey time reliability.

LP8 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.

Full understanding of the strategic implications that

improvements to the M6 and A556(T) will have on the

wider strategic network.


Final Report


RP2 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.

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.

RP9 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

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.

CP1 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 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 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.

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.

HP3 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 inc idents and roadworks exacerbating these problems

and can lead to passengers missing flights.

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.

HP4a 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.

Improved access to Manchester and Liverpool Airports

from North Wales.

HP5a 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.

Improved access to Manchester and Liverpool Airports

from North Wales.

HP12a Problems of congestion experienced with the Silver Jubilee Bridge will have a negative impact on

the development of Liverpool John Lennon Airport.

Improve surface access to Liverpool Airport from the M56.

HP16/

LP7

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.

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).

HP17 The recognition that the growth in both Manchester and Liverpool Airports will not be sustainable

if reliance is placed on the private car.

An increase in the mode share to Manchester and

Liverpool Airports by sustainable means of transport.

FP11 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.

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.

RP3 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.

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

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 .

Improved access to Liverpool John Lennon Airport by

public transport to encourage a transfer from car and be supportive of the sus tainable development of the airport.

South Liverpool Parkway (Allerton Interchange) under

construction.

RP4b 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.

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.


Final Report


CP1 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.

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.

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.

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

ProblemRef

Problem Identified through Document Review and/or from Stakeholder Consultation(Note: evidence base for problem has not been established in all cases)


HP2 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.

Better management of highway demand should reducethe number of vehicle kilometres travelled.

Enhance strategic transport network efficiency and improve journey time reliability including public transport

services

Problem

Ref




HP2 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.

Better management of highway demand has the potential

of reducing total travel distance by car and improving

journey time reliability for targeted use.

HP3 A signif icant 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.


of traffic and minimise the breakdown of traffic, and thereby improve journey time reliability.

HP4a Poor journey time reliability on A494(T)/A550(T) through Queensferry and Dees ide. 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.

Improved journey time reliability to all road users.

Schemes to alleviate problem are included in the Trunk Road Forward Programme 2002, Welsh

Assembly

HP5a 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.


Scheme to alleviate problem is included in the Highways Agency Targeted Programme of

Improvements.

HP7 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.


HP9a Delays are regularly experienced at the A55(T)/A483(T) Interchange south of Chester during the

peak periods.


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.


HP11 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.

Improved journey time reliability and a reduction in the amount of traffic that diverts to the A56 through the

villages of Helsby and Frodsham.

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 bus services . Queues of up to 1.5km are regularly experienced on the Expressway approaches.

Reduced delays on the approaches to the Silver Jubilee

Bridge, and improvements to the reliability of bus services.

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.

Reduced delays for southbound traffic heading for the

M56 at junction 12.

HP15a 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.


HP15d Congestion on the A556(T) has resulted in a transfer of traffic on to alternative parallel routes

such as the A535 and A34.

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.


Final Report


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.

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.


FP4 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.

A reduction in unnecessary journey time/distance travelled.

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.

Increased use of new technology to provide better driver

information and co-ordinate traffic flow.

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


Improved journey reliability of rail services in the study

area.

RP3 Poor accessibility and long rail journey times to Manchester Airport from the west. There are nodirect 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.

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 someimprovement 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.


construction.

RP4b Poor accessibility and long rail journey times between Chester/Helsby/Frodsham area to south

Liverpool/Liverpool Airport.

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 There is a need to better mange highway demand and discourage use by car with the aim of supporting sustainable transport objectives.

Better management of highway demand through measure that discourage use by car.

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.

Improved rail station environment could reduce personal security concerns and could contribute towards a mode

shift from car.

RP2 Poor journey time reliability for rail services in and through the study area, particularly during theevening peak periods.



Improved journey reliability of rail services in the study area could encourage a mode shift from car.

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.

Improved rail access and reduced journey times to

Manchester Airport from the west could encourage a

mode shift from car.


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.

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 .

Improved access to Liverpool John Lennon Airport by public transport could encourage a mode shift from car.


construction.

RP4b Poor accessibility and long rail journey times between Chester/Helsby/Frodsham area to south

Liverpool/Liverpool Airport.

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


Final Report


RP5 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 wi th bus/slow modes.

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

RP6a Rail passenger capacity issues on the North-Cheshire Line (Chester-Warrington-Manchester)

during peak periods.

If required increased rail passenger capacity for services

using the North-Cheshire Line during the peak periods

could encourage a mode shift from car.

RP6b Poor daytime frequencies on the North-Cheshire Line, currently a hourly off-peak service is

provided.

Appropriate level of service frequencies for the North-

Cheshire line to encourage a mode shift from car.

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 .

If required improved level of service on the Mid-Cheshire

Line, could encourage a mode shift from car.

RP8 Inadequate publicity of available rail services including the North-Cheshire and Mid-Cheshire

Lines.

Improved publicity awareness of available public transport

services could assist in encouraging a mode shift from

car.

RP9 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.


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 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

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 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

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

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.

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 topump prime possible new entrants and could thereby

encourage a shift of freight from road to rail.

FP10 Lack of accessible inter-modal facilities for customers with no direct rail or water access of their own.

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.

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

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.

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.

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.


Final Report


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







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


remove direct link Warrington-Manchester Airport to




Improved access for non-car users to Liverpool John

Lennon Airport by public transport.


construction.

RP4b Poor accessibility and long rail journey times between Chester/Helsby/Frodsham area to south Liverpool/Liverpool Airport.

If required improved rail access for non-car users between Chester/Helsby/Frodsham and south Liverpool/Liverpool

John Lennon Airport (via Allerton Interchange)


rail network, with quality of Crewe station poor in terms of parking, station environment and

interchange with bus/slow modes.

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.




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

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 social exclusion to

opportunities for work.

The provision of good public transport provision to link

people from areas of social exclus ion to opportunities for

work could improve access for non-car users.

Increase transport choice in rural areas

Problem

Ref





direct services to Manchester Airport from Chester/North Wales. Journey times from LiverpoolLime Street to Manchester Airport are longer than trans-Pennine journeys from York.

Improv ing rail ac cess to Manchester Airport from the west

may increase transport choice in rural.




remove direct link Warrington-Manchester Airport to be implemented late 2004.


rail network, with quality of Crewe station poor in terms of parking, station environment and interchange with bus/slow modes.


corridor in mid Cheshire may increase transport choice in rural areas.


service operated by Central Trains confirmed open up opportunities for improved service at

Hartford/Winsford

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 .

If required improved level of service on the Mid-CheshireLine, 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.


Final Report





public transport interchange facilities may increase

transport choice in rural areas

Improve interchange between transport modes

Problem

Ref




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 and personal security.

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.


construction.


If required improved level of service on the Mid-CheshireLine.

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/orimprovements to road based PT.



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 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.

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.

HP2 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.

Schemes to better manage highway demand.


unreliable journey times, frustration to drivers and increased cost to industry. The impact of

incidents and roadworks exacerbate these problems.

Schemes to make better use of existing highway

infrastructure.

HP4 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 .

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

HP5 Congestion and delays at the three at -grade junctions on A5117(T)/A550(T) between the end of

the M56 and the Welsh border

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.

HP7 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

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 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

If required changes to the physical network to increase

train paths on West Coast Main Line for freight.

RP2 Poor journey time reliability for rail services in and through the study area, particularly during theevening peak periods.



If required changes to the physical rail network.


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Improve perception of personal security for public transport journeys

Problem

Ref




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.

An improved rail station environment and improved

interchange facilities may reduce fears of vandalism and

personal security.




interchange facilities may assist in improving the perception of personal security for public transport

journeys.

Improve road safety

Problem

Ref




HP2 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.

Better management of highway demand could reduce the number of vehicle kilometres travelled and hence a

reduction in accidents


unreliable journey times, frustration to drivers and increased cost to industry. The impact of

incidents and roadworks exacerbate these problems.

Better use of existing highway infrastructure may smooth

traffic flow and minimise the breakdown of traffic which

should result in a reduction of accidents.

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.

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

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), 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.

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 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.

Improved safety in the vicinity of the Silver Jubilee Bridge.

HP15b 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.

Improved safety on the A556(T) between M6 junction 19 and M56 junctions 7 and 8.

FP2 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

Adequate facilities for hgv drivers to take statutory breaks

and rest periods as directed by EU drivers’ hours

legislation.

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.

Ensuring that direction signing is up-to-date and

consistent . If it isn’t improved signing could reduceunnecessary distances travelled possibly leading to a

reduced number of accidents.


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MANAGEMENT OF NATURAL, BUILT AND HISTORIC ENVIRONMENT WITHIN THE M56 TRANSPORT CORRIDOR

Minimise the impacts of transport upon the built and natural environment

ProblemRef




certain key locations leading to congestion and problems of journey time reliability to all road users.

Better management of highway demand could reduce

demand and smooth traffic flows.

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 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

ProblemRef




certain key locations leading to congestion and problems of journey time reliability to all road users.

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 Poor station environment provided at a selection of stat ions, including Chester, Crewe,

Frodsham and Northwich, which leads to a discouragement of rail traffic due to fears of vandalism, personal security.

An improved rail station environment may reduce

personal security concerns and could encourage increased use of environmentally sustainable modes of

transport (rail).

RP2 Poor journey time reliability for rail services in and through the study area, particularly during the evening peak periods.



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).



improvement on journey time and reliability, but will remove direct link Warrington-Manchester Airport to




Improved access to Liverpool John Lennon Airport by

public transport could encourage increased use of

environmentally sustainable modes of transport

(bus/tram/rail).


construction.

RP4b Poor accessibility and long rail journey times between Chester/Helsby/Frodsham area to south Liverpool/Liverpool Airport.

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).


rail network, with quality of Crewe station poor in terms of parking, station environment and interchange with bus/slow modes.


corridor in mid Cheshire could contribute towards a mode shift f rom car.


service operated by Central Trains confirmed open up

opportunities for improved service at Hartford/Winsford


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RP6a Capacity issues on the North-Cheshire Line (Chester-Warrington-Manchester) during peak

periods.

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).

RP6b Poor daytime frequencies on the North-Cheshire Line, currently a hourly off-peak service is

provided.

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-CheshireLine, could contribute towards increased use of

environmentally sustainable modes of transport (rail).

RP8 Inadequate publicity of available rail services including the North-Cheshire and Mid-CheshireLines.

Improved public awareness of av ailable public transport services could assist in encouraging increased use of


RP9 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.


between Manchester PTE boundary and Cheshire may

reduce railheading and contribute towards use of


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)




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)

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 social exclusion to

opportunities for work.

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).


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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 newdata 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 RiverMersey/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 wasdefined 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. Forthe 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 theproblem 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.


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♦ 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.


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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 furtherconsideration 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 beingdeveloped 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-rideand 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 assesshow 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.


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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 committedschemes 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 AssemblyGovernment);

♦ 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.

8.13 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 themproceeding.

8.15 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


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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.

8.18 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 providerecommendations 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 vehicleownership 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 theirimplementation 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.

8.20 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 2005. 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 requirefurther 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.

8.23 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.


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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 andInterchange 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 enhancementconsiderations. The outcome of relevant regional and local studies will be incorporated into the RPA which will be reviewed every five years.

8.26 In the North West the initial RPA is ongoing at the moment, and is due to report late 2004/early 2005. This is likely to identify the future changes in the rail network over the next 10-20 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 someproblems 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.

8.29 The transport network should play an integrated role in assisting existing and futureregeneration 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.


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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 MajorScheme Appraisal in Local Transport Plans . The material on the DfT WebTAG site supersedesthese documents.

8.31 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,

− 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

♦ safety – to improve safety;

− 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.


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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 theGovernment’s five key criteria for transport and the wider regional objectives.

8.34 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.

8.35 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 ensurethat 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.

8.38 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;


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♦ North West Regional Planning Assessment for rail;

♦ Route Utilisation Strategies for rail; and

♦ the emerging Northern Way Growth Strategy.


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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 Final Report, September 2001

West Midlands to North West Conurbation Multi Modal Study Final Report, 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 Final Report, September 2001

A5/A483 Shrewsbury to Chester Road-Based Study Final Report, 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


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Highways Agency Halton Study, Draft Final Report, 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


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APPENDIX A

Terms of Reference for Study Objectives


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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, moreefficient 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 naturalenvironment

♦ 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 freighttonne 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


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♦ 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


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♦ 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, youngpeople 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 thatencourage 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 environmentallysustainable

♦ 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 employmentcentres (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


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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 passengersand 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


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♦ 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 regionaldevelopment and better provide for local traffic needs. (The crossing must provide a viablealternative 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 ofknowledge-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 regenerationin 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’stransport policy objectives and the 10 Year Plan targets for passenger and freight growth


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♦ 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, LocalTransport 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 - 2003 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


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APPENDIX B

Mersey Belt Study


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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 inknowledge-based industries focusing on the Target Sectors. The Mersey Belt Area wasbroadly defined as the following districts;

Cheshire Greater Manchester Unitary AuthoritiesChester Bolton HaltonEllesmere Port and Neston Bury Warrington

Macclesfield ManchesterVale Royal Oldham

Rochdale

Merseyside SalfordKnowsley StockportLiverpool Tameside

Sefton TraffordSt Helens WiganWirral

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


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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.


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APPENDIX C

Railway Station Audit


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Station Name Status Facilities Information Car/Cycle Parking Comments

Navigation Road Unmanned Shelter provided. None (phone on Metrolink platform).

Free car park. Car park soon to be expanded to 90 spaces.

Altrincham Manned Attached to

bus/Metrolinkinterchange. Canopies provided.

Local public address Associated car park.

Remote to station cycle rack.

Poor quality of

interchange pending redevelopment of site. Disabled access to

Chester-bound platformvia barrow crossing only.

Hale Manned

(early turn only)

Canopies over both platforms.

None except phone

on Manchester-bound platform.

Car parking (50p per day).

Ashley Unmanned Shelter on Chester–bound platform only.

None except phone

on Chester-boundplatform.

No defined spaces.

Mobberley Unmanned Shelters on both platforms.

None except phone

adjacent to Chester-bound platform.

A few car parking spaces (approx 8).

Knutsford Manned Canopy over

Manchester-boundplatform. Shelter on Chester-bound platform.

Payphone on

Manchester-boundplatform for times when station is

unstaffed (late evening).

Car parks on both sides (£2.50 per day).

Plumley Unmanned Shelters on both platforms.

Payphone on

Manchester-boundplatform

Free Car park.

Lostock Gralam Unmanned Shelter on Chester-bound platform only.

Payphone on

Chester-boundplatform.

Northwich Manned

(early turn only)

Canopy over

Manchester-boundplatform. Shelter on Chester-bound platform.

Payphone on

Manchester-boundplatform.

Free Car park.

Greenbank Unmanned Shelter on Chester-bound platform only.

None (payphone

across busy main road).

Free Car parking.

Cuddington Unmanned Shelters provided on both platforms.

None except

payphone on Manchester-boundplatform.

Free Car parking provided

Delamere Unmanned Shelters on both platforms.

None (call box nearby).

Free car parking.

Mouldsworth Unmanned Shelter on Manchester-bound platform only.

None except phone

on Chester-boundplatform.

Free Car parking.

Hartford Manned Shelters on both platforms.

Car parking. Disabled access via

ramp to Liverpool-boundplatform.

Acton Bridge Unmanned Simple shelter. Help point provided. Small number of spaces. No disabled access provided.

Warrington BQ Manned Shelters on both platforms

Real time info screens,

Helsby Unmanned Shelters on both platforms

Small number of spaces Station gardens

maintained by Rail User Group. Manned signal

box provides security presence.


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Station Name Status Facilities Information Car/Cycle Parking Comments

Frodsham Unmanned Simple shelters on both platforms

Help point provided

– disconnected

since new franchise began!

Very limited parking

Runcorn East Manned Shelters on each platform

Car parking Security problems at car park and when station is unmanned

Runcorn (main line)

Manned Charged car park


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APPENDIX D

Key Highway Movements in Study Area


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APPENDIX E

Key Rail Demand Movements in Study Area


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APPENDIX F

Congestion Reference Flow


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The CRF of a link is given by the formula:

CRF = CAPACITY * NL * Wf * 100/PkF * 100/PkD * AADT/AAWT

where, CAPACITY is the maximum hourly lane throughput (see note 1);

NL is the Number of Lanes per direction;

Wf is a Width Factor (see note 2);

PkF is the proportion (percentage) of the total daily flow (2-way) that occurs in the peak hour;

PkD is the directional split (percentage) of the peak hour flow;

AADT is the Annual Average Daily Traffic flow on the link;

AAWT is the Annual Average Weekday Traffic flow on the link.

Notes on Congestion Reference Flow (CRF) calculations

Note 1. CAPACITY - the maximum sustainable hourly lane throughput.

In reality this value varies day to day due to the prevailing conditions (for example, day/night, wet/dry, percentage heavy vehicles, regular/holiday traffic) and values used must be an average. For new links and existing links not currently experiencing congestion this can be estimated from the following relationship:

CAPACITY = [A - B * Pk%H]

where, Pk%H is the percentage of ‘Heavy Vehicles’ in the peak hour. The term ‘Heavy Vehicles’ always includesthe vehicle categories OGV1, OGV2 and PSV’s according to the COBA definition;

A and B are parameters dependant on road standard;

A B

Single Carriageway 1380 15.0

Dual Carriageway 2100 20.0

Motorway 2300 25.0

For existing links already experiencing congestion the maximum hourly throughput should ideally be an observed, robust estimate. This can be determined from observations on a minimum of ten days in fine, dry, daylight conditions. When observing the maximum hourly throughput the major problem is to determine when the link is actually operating at “capacity” (paragraph D.1 describes the likely traffic conditions at “capacity”).

Note 2. Carriageway Width Factor (Wf)

This factor is designed to adjust the CRF for all-purpose links, generally single carriageways, with non-standardlane widths. Carriageway width is defined as the total paved width of the carriageway less the width of ghost islands and hard strips.

Motorways - the width factor Wf should always be unity for motorways as there is no evidence to suggest that the maximum hourly throughput of motorway links is affected by minor changes in lane width.

All-purpose dual carriageways - to reflect the different standards of some dual carriageways. The width factor is given by:

Wf = Carriageway Width / (Number of Lanes * 3.65).

The majority of dual carriageways will have lane widths of 3.65 metres and hence a width factor of unity. Some will have reduced lane widths, generally those built to older design standards, and in these cases the width factor can be less than unity. Should the lane width be greater than 3.65 metres the width factor should be restricted to a maximum value of unity.

Single carriageways (2-lane) - the main purpose of the width factor is to differentiate between the different carriageway width standards of single carriageways. The width factor is given by:

Wf = (0.171 * Carriageway Width) - 0.25

Roads built to modern designs usually have 7.3 metre of 10 metre carriageways, that is, a width factor of unity or 1.46. The width of older roads can vary significantly but the width factor relationship is not valid for road widths less than 5.5 metres or greater than 11 metres. For roads with widths outside these limits the traffic analyst must use judgement to decide on the relevant value.


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APPENDIX G

Potential Contribution of Identified TransportMeasures to Strategy Objectives


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Potential Contribution of Identified Transport Measures toStrategy Objectives

A broad qualitative assessment has been undertaken to assess the extent to which the

transport measures identified through documented references and stakeholder consultation could potentially contribute to the strategic objectives for the M56 corridor.

Each potential transport measure identified in Section 6, has been assessed against the

strategy sub-objectives outlined in Section 2, using a 5 point textual scale;

ü strongly supportive of the strategy sub-objective

ü slightly supportive of the strategy sub-objective

blank neutral

û slightly unsupportive of the strategy sub-objective

û clearly unsupportive of the strategy sub-objective

Potential measures were then grouped according to the likely timescale for their

implementation, namely;

♦ Short term measures which could be implemented within 5 years, subject to further

study (if necessary), funding availability (if required) and completion of the necessary statutory procedures;

♦ Medium term measure which could be implemented within 5 to 10 years, subject to

further study, funding availability and completion of the necessary statutoryprocedures; and

♦ Long term measures which have little prospect of being implemented within 10 years,

have yet to be fully appraised, are perhaps only viable as part of a package of measure, and for which funding is not currently available.

For clarity committed schemes have been highlighted in red.


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CONTRIBUTION OF POTENTIAL SHORT TERM MEASURES (0-5 YEARS) TO STRATEGY OBJECTIVES

Potential Short Term Measures

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ve

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urn

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Imp

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ts t

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uro

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n N

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ty f

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urn

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s

Imp

rov

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afe

ty

Min

imis

e t

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im

pa

cts

of

tra

ns

po

rt u

po

n t

he

bu

ilt

an

d n

atu

ral

en

vir

on

me

nt

Min

imis

e t

he

im

pa

cts

of

tra

ns

po

rt u

po

n e

mis

sio

ns

En

co

ura

ge

th

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se

of

en

vir

on

me

nta

lly

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sta

ina

ble

mo

de

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an

sp

ort

HS1Designate the M56 east of M6 as a Trans European

Route ü

HS2aCompany travel plans (including car sharing incentives

and flexible working patterns) ü ü ü ü ü ü ü ü ü ü

HS2b School travel plans ü ü ü ü ü ü ü ü ü

HS2c Car pooling sites at motorway interchanges ü ü ü ü û ü û ü û

HS2hParking charges (including disincentives for “kiss -and-

ride” at Airports) and workplace chargingü ü ü ü ü ü ü ü ü

HS2i Telecommunications ü ü ü ü ü ü ü

HS3b Use of motorway hard-shoulder as a running lane ü ü ü û ü û û ü û û û

HS3c Electronic variable message speed limit signs ü ü ü ü ü ü ü

HS3d

Other ‘Active Traffic Management’ systems including; enhanced message signs and strategic incident

diversion routes. Particular application of EMS could be

to provide to diversionary information in the event of an incident at one of the Mersey Crossings.

ü ü ü ü ü ü ü

HS3e Use information from the National Traffic Control Centre ü ü ü ü ü ü ü ü ü

HS3fGovernment’s Transport Direct service providing

comprehensive route planning service covering all modes of transport

ü ü ü ü ü ü ü ü ü ü ü ü

HS4c A494(T) widening Ewloe to Drome Corner ü ü ü û ü û û ü ü û ü û

HS4dA494(T)/A550(T) widening Dromer Corner to Deeside

Park ü ü ü û ü û û ü ü û ü û


Final Report



Su

pp

ort

th

e d

eli

ve

ry o

f

str

ate

gic

re

gio

na

l s

ite

s

an

d g

row

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f e

xis

tin

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targ

et

se

cto

r in

du

str

ies

in

th

e M

56

co

rrid

or

Su

pp

ort

th

e M

an

ch

es

ter

Re

gio

na

l P

ole

Su

pp

ort

th

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row

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f

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nc

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irp

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s

En

co

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ge

th

e r

ed

uc

tio

n

in t

he

ne

ed

to

tra

ve

l

En

ha

nc

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ic

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ns

po

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ork

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icie

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ve

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urn

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om

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rov

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rov

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rov

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on

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nt

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imis

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cts

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ns

En

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ort

HS5 Deeside Park junctions improvement scheme ü ü ü û ü û û ü ü û ü û

HS7Active traffic management at M56/M53 Stoak

Interchangeü ü ü ü ü

HS10bReview of Primary Route Network direction signing to

ensure it is up-to-date and consistent, including M6 to

Wirral/Ellesmere Port/Chester/North Wales ü ü ü ü ü ü ü

HS11 Improvements to M56 junction 12 ü ü ü ü ü

HS13a Minor improvements to M56 junction 11 ü ü

HS15a Minor improvements to A556(T) ü

FS9 Reintroduction of Freight Facilities Grants ü ü ü

FS11aReform of system of international route licensing from

regional airports ü ü

FS11b Fiscal measures to encourage growth of air-freight ü ü

FS12Make best use of the Manchester Ship Canal and

Weaver Navigation to carry increased volumes of

freight for selected cargoes.ü ü ü ü ü ü ü

RS1a

Crewe station redevelopment (including rebuilt

concourse, better bus/taxis access, new car park and remote check-in for Manchester Airport) in order to fulfil

its role as a key regional hub


RS1bMajor environmental improvements at Chester rail station, accompanied by bus/rail/car/taxi/cycle

interchangeü ü ü ü ü ü ü


Final Report



Su

pp

ort

th

e d

eli

ve

ry o

f

str

ate

gic

re

gio

na

l s

ite

s

an

d g

row

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f e

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et

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cto

r in

du

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ies

in

th

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56

co

rrid

or

Su

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ort

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ic

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urn

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of

en

vir

on

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nta

lly

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mo

de

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ort

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


RS3aDiversion of current Liverpool-Manchester Airport rail service via Chat Moss ü ü ü ü ü

RS3cUpgrade Hartford Station to increase regional role on WCML by means of greater service frequency and

reinstatement of peak time London services.û ü ü ü ü

RS4bDevelopment of South Liverpool Parkway (Allerton Interchange) ü ü ü ü ü ü ü ü ü

RS4cDedicated high quality bus link between South Liverpool Parkway and Liverpool John Lennon Airport

as well as serving The Estuary developmentü ü ü ü ü ü ü ü

RS5bNew semi-fast Birmingham-Liverpool/Preston rail service operated by Central Trains for improved service

to Hartford/Winsfordü ü ü ü

RS6aIncreased number of carriages during peak periods for

North-Cheshire Line rail servicesü ü ü ü

RS6bMinimum half hourly daytime frequency for North-Cheshire Line rail services ü ü ü ü ü ü

RS7aMinimum half hourly service Greenbank/Northwich or Knutsford to Manchester with scope for alternating

stopping/semi-fast servicesü ü ü ü ü ü

RS8Publicity awareness campaign to alert the public of

available public transport servicesü ü ü ü ü

RS9Extend 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).ü ü ü ü ü


Final Report



Su

pp

ort

th

e d

eli

ve

ry o

f

str

ate

gic

re

gio

na

l s

ite

s

an

d g

row

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et

se

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r in

du

str

ies

in

th

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56

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rrid

or

Su

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ort

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ort

RS10aMinimum half hourly daytime frequency for Wrexham-

Bidston Line rail servicesü ü ü ü ü ü

CS1

Regional network of high quality express bus/coach

services with high quality interchange facilities.

Cheshire CC are promoting Cheshire NET express

services with high quality interchange facilities;

♦ Manchester - South Manchester - Manchester

Airport - Knutsford/Poplar - Warrington South -Runcorn/Daresbury - Chester

♦ Warrington - Birchwood - Knutsford/Poplar -Stoke

♦ Warrington - Warrington South – Northwich -Sandbach - Hanley

ü ü ü ü ü ü ü ü ü ü ü

CS3aProvision of public transport services to provide access

to jobs from areas of social exclusion ü ü ü ü ü ü ü

CS3bProvision of fiscal measures for public transport

services to promote access to jobs from areas of social exclusion

ü ü ü ü

CS4Increased bus services to support the East Runcorn

Development Area ü ü ü


Final Report


CONTRIBUTION OF POTENTIAL MEDIUM TERM MEASURES (5-10 YEARS) TO STRATEGY OBJECTIVES

Potential Medium Term Measures

Su

pp

ort

th

e d

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ve

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ies

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Su

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ort

HS2e Dedicated lanes for road based public transport only û û ü ü û ü ü û ü ü

HS2fDedicated lanes for high occupancy vehicles including

buses/coachesû û ü ü û ü ü û ü ü

HS2g Road user charging û û û ü ü ü ü ü ü

HS2h Closure of motorway junctions ü ü ü ü ü ü ü

HS3a Ramp metering ü ü ü ü ü ü ü

HS4a Capacity improvements to A55 Ewloe to Northop ü ü ü û ü û û ü ü û ü û

HS4bA55/A494 Ewloe Interchanges improvements with a

connection to A494 to Mouldü ü ü ü û

HS9Major junction improvements to the A55(T)/A483(T)

Interchange ü û ü û û ü ü û ü û

HS12aNew crossing of the River Mersey between Runcorn

and Widnes ü ü ü û ü û ü ü û ü

HS12bHighway improvements to the Weston Point

Expressway Interchange at Clifton Hall and Southern

Expressway Interchange at Halton Lodgeü ü ü ü

HS13bImprovements to the A558 Eastern Expressway, A56

Daresbury Bypass and M56 Junction 11 Roundabout ü ü ü

HS15bDualling of the A556(T) between Mere and Bucklow Hill

and associated junction improvements.ü ü ü ü ü ü

HS16

Highway improvements between M56 junctions 5 and 6

associated with the Section 278 agreements for the

future expansion of Manchester Airport and

development at Davenport Green

ü ü ü û ü û û ü û ü û


Final Report


Potential Medium Term Measures

Su

pp

ort

th

e d

eli

ve

ry o

f

str

ate

gic

re

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na

l s

ite

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ies

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Su

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En

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FS8aNetwork of routes cleared to W10 gauge to

accommodate deep sea containers of 9’6’’ height and

2.5m widthü ü

FS10Development of a strategic rail freight park at Ditton

(Widnes) ü ü ü

FS11dHighway infrastructure improvements to Liverpool John

Lennon Airport, including a new Eastern Access Route

from the A561 to the new cargo development areasü ü ü

RS3dReopening to passenger services tied in with

Manchester Airport Western Rail link (see RS3b) and

new Liverpool circular service.ü ü ü ü ü

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

ü ü ü ü

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)

ü ü ü ü ü ü

RS5d New rail station at Middlewich û ü ü ü ü ü

RS7bNew Mid-Cheshire Line parkway station near Lostock

Gralam, near Northwichü ü û ü ü ü ü û ü ü

RS7cUpgrade route to provide better line speed to provide

better journey timesü ü ü ü ü

RS7dUse of diesel trams on Mid-Cheshire Line with the

potential to run them on Metrolinkü ü ü ü û ü

RS10bElectrification of the Wrexham-Bidston Line between

Bidston and Woodchurchü ü ü ü

M56

CO

RR

IDO

RS

CO

PIN

GS

TU

DY

Fin

al R

eport

Page

14

7 o

f 15

0m

56_scopin

g_stu

dy_fin

al_

report.d

oc

Po

ten

tial M

ed

ium

Te

rm M

ea

su

res

Support the delivery of

strategic regional sites

and growth of existing and

target sector industries in the M56 corridor

Support the Manchester

Regional Pole

Support the growth of

Manchester and Liverpool Airports

Encourage the reductionin the need to travel

Enhance strategic

transport network

efficiency and improve journey time reliability

Encourage mode shift

from car

Encourage a shift of

freight from road to other modes

Improve access for non-

car users

Increase transport choice

in rural areas

Improve interchange

between transport modes

Improvements to and

enhanced management of Trans-European Networks

Improve perception of

personal security for public transport journeys

Improve road safety

Minimise the impacts of

transport upon the built and natural environment


transport upon emissions

Encourage the use of

environmentally

sustainable modes of transport

CS

1b

Re

gio

na

l ne

two

rk o

f hig

h q

ua

lity e

xp

ress b

us/c

oa

ch

se

rvic

es w

ith h

igh

qu

ality

inte

rch

an

ge

facilitie

s

Che

sh

ire C

C p

rom

otin

g C

he

sh

ire N

ET

exp

ress s

erv

ice

s

with

hig

h q

ua

lity in

terc

ha

ng

e fa

cilitie

s;

♦W

arrin

gto

n–

Birc

hw

oo

d - K

nu

tsfo

rd/P

op

lar -

Ma

ccle

sfie

ld

♦M

an

ch

este

r- S

ou

th M

an

ch

este

r - Ma

nch

este

r

Airp

ort

- Wilm

slo

w/C

on

gle

ton

- Ha

nle

y

♦M

an

ch

este

r- S

ou

th M

an

ch

es

ter

- Ma

nch

este

r

Airp

ort

- Kn

uts

ford

– S

an

db

ach

- Cre

we

üü

üü

üü

üü

üü

ü

CS

2B

us p

riority

me

asu

res to

Ma

nch

este

r Airp

ort fro

m M

56

ûû

üû

üü

üû

üü

CS

3c

Ne

w/im

pro

ve

d p

ub

lic tra

nsp

ort in

frastru

ctu

re to

pro

vid

e

acce

ss to

job

s fro

m a

rea

s of s

ocia

l exclu

sio

nü

üü

üü

üü

üü


Final Report


CONTRIBUTION OF POTENTIAL LONG TERM MEASURES (10 YEARS AND BEYOND) TO STRATEGY OBJECTIVES

Potential Long Term Measures

Su

pp

ort

th

e d

eli

ve

ry o

f

str

ate

gic

re

gio

na

l s

ite

s

an

d g

row

th o

f e

xis

tin

g a

nd

targ

et

se

cto

r in

du

str

ies

in

th

e M

56

co

rrid

or

Su

pp

ort

th

e M

an

ch

es

ter

Re

gio

na

l P

ole

Su

pp

ort

th

e g

row

th o

f

Ma

nc

he

ste

r a

nd

Liv

erp

oo

l A

irp

ort

s

En

co

ura

ge

th

e r

ed

uc

tio

n

in t

he

ne

ed

to

tra

ve

l

En

ha

nc

e s

tra

teg

ic

tra

ns

po

rt n

etw

ork

eff

icie

nc

y a

nd

im

pro

ve

jo

urn

ey

tim

e r

eli

ab

ilit

y

En

co

ura

ge

mo

de

sh

ift

fro

m c

ar

En

co

ura

ge

a s

hif

t o

f

fre

igh

t fr

om

ro

ad

to

oth

er

mo

de

s

Imp

rov

e a

cc

es

s f

or

no

n-

ca

r u

se

rs

Inc

rea

se

tra

ns

po

rt c

ho

ice

in r

ura

l a

rea

s

Imp

rov

e in

terc

ha

ng

e

be

twe

en

tra

ns

po

rt m

od

es

Imp

rov

em

en

ts t

o a

nd

en

ha

nc

ed

ma

na

ge

me

nt

of

Tra

ns-E

uro

pe

an

Ne

two

rks

Imp

rov

e p

erc

ep

tio

n o

f

pe

rso

na

l s

ec

uri

ty f

or

pu

bli

c t

ran

sp

ort

jo

urn

ey

s

Imp

rov

e r

oa

d s

afe

ty

Min

imis

e t

he

im

pa

cts

of

tra

ns

po

rt u

po

n t

he

bu

ilt

an

d n

atu

ral

en

vir

on

me

nt

Min

imis

e t

he

im

pa

cts

of

tra

ns

po

rt u

po

n e

mis

sio

ns

En

co

ura

ge

th

e u

se

of

en

vir

on

me

nta

lly

su

sta

ina

ble

mo

de

s o

f tr

an

sp

ort

HS6a A550(T) Improvement Hooton to Sealand ü ü ü û ü

HS6bProvision of M56/M53 Stoak Interchange west/north

linksü ü ü ü û ü

HS8Potential M53 highway improvements junctions 5 to 11

in the event of future development pressures ü ü ü û ü û û ü ü û û

HS10a A51 Improvements east of Chester ü

HS14New crossing of thee River Mersey and Manchester Ship Canal to the west of Warrington in conjunction with

flood defence schemeü ü ü ü û ü û ü û

HS15c

Full dualling of the A556(T) with connecting services

roads for local traffic along with further junction

improvements, and free flow links to M6 junction 19 and

M56 junctions 7 and 8.

ü ü ü û ü û û ü û ü û

HS16b Widening of M56 junctions 6 to 7 ü ü ü û ü û û û û û

FS7aWest Coast Main Line upgrade to provide guaranteed

timetable paths for freight south of Crewe ü ü ü ü ü

FS7bPossible routeing of freight via reinstated Halton Curve

to Chester and thence via Chester and Shrewsburyü ü ü

FS8bProvision of W12 gauge to accommodate inter-modal

units, including swap bodies, for routes serving ports

and Channel Tunnel corridorü ü ü ü

FS8cProvision of W18 gauge for key links in the network for

‘piggyback’ trailer operationü ü ü ü

FS11cOff site facilities for air freight with appropriate transport

links ü ü ü


Final Report


Potential Long Term Measures

Su

pp

ort

th

e d

eli

ve

ry o

f

str

ate

gic

re

gio

na

l s

ite

s

an

d g

row

th o

f e

xis

tin

g a

nd

targ

et

se

cto

r in

du

str

ies

in

th

e M

56

co

rrid

or

Su

pp

ort

th

e M

an

ch

es

ter

Re

gio

na

l P

ole

Su

pp

ort

th

e g

row

th o

f

Ma

nc

he

ste

r a

nd

Liv

erp

oo

l A

irp

ort

s

En

co

ura

ge

th

e r

ed

uc

tio

n

in t

he

ne

ed

to

tra

ve

l

En

ha

nc

e s

tra

teg

ic

tra

ns

po

rt n

etw

ork

eff

icie

nc

y a

nd

im

pro

ve

jo

urn

ey

tim

e r

eli

ab

ilit

y

En

co

ura

ge

mo

de

sh

ift

fro

m c

ar

En

co

ura

ge

a s

hif

t o

f

fre

igh

t fr

om

ro

ad

to

oth

er

mo

de

s

Imp

rov

e a

cc

es

s f

or

no

n-

ca

r u

se

rs

Inc

rea

se

tra

ns

po

rt c

ho

ice

in r

ura

l a

rea

s

Imp

rov

e in

terc

ha

ng

e

be

twe

en

tra

ns

po

rt m

od

es

Imp

rov

em

en

ts t

o a

nd

en

ha

nc

ed

ma

na

ge

me

nt

of

Tra

ns-E

uro

pe

an

Ne

two

rks

Imp

rov

e p

erc

ep

tio

n o

f

pe

rso

na

l s

ec

uri

ty f

or

pu

bli

c t

ran

sp

ort

jo

urn

ey

s

Imp

rov

e r

oa

d s

afe

ty

Min

imis

e t

he

im

pa

cts

of

tra

ns

po

rt u

po

n t

he

bu

ilt

an

d n

atu

ral

en

vir

on

me

nt

Min

imis

e t

he

im

pa

cts

of

tra

ns

po

rt u

po

n e

mis

sio

ns

En

co

ura

ge

th

e u

se

of

en

vir

on

me

nta

lly

su

sta

ina

ble

mo

de

s o

f tr

an

sp

ort

RS2aNew rail chord linking Victoria to Deansgate, Oxford

Road and Piccadilly station, along with improv ed

approaches to Piccadilly stationü ü ü ü ü ü ü û ü ü

RS3b

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 direc tions. Also can provide for circular Liverpool-Airport service, connecting

Liverpool, Warrington, Manchester Piccadilly, Airport,

Knutsford, Northwich, Runcorn, South Liverpool Parkway.

Alternatively capacity could released the through

Deansgate resulting in improved journey time reliability

to other services

ü ü ü ü ü ü ü ü ü ü û ü ü

RS4aUpgrade of Halton curve to full two-way working with

associated Chester-Liverpool via Runcorn/South

Liverpool Parkway rail serviceü ü ü ü ü ü ü

RS4dMerseytram Line 3 with link between South Liverpool

Parkway and Liverpool John Lennon Airport and serving The Estuary Development

ü ü ü ü ü ü û ü ü

RS4eReopen Ditton rail station in conjunction with proposals

for housing development at Hale Bankû ü ü ü ü

RS4f New rail station at Beechwood û ü ü ü ü

RS5e

New parkway station at M6 Sandbach to be served with

reopened Middlewich and new Manchester Airport Western Link rail services as well as Wilmslow Line

services

ü ü û ü ü ü ü û ü ü

RS7eExtension of Metrolink to Hale with single track parallel

running to heavy rail ü ü ü ü ü

RS10cFull electrification of the Wrexham to Bidston Lineallowing services to connect to Mersey Rail ü ü ü

M56

CO

RR

IDO

RS

CO

PIN

GS

TU

DY

Fin

al R

eport

Page

15

0 o

f 15

0m

56_scopin

g_stu

dy_fin

al_

report.d

oc

Po

ten

tial L

on

g T

erm

Me

as

ure

s

Support the delivery of

strategic regional sites

and growth of existing and

target sector industries in the M56 corridor

Support the Manchester

Regional Pole

Support the growth of

Manchester and Liverpool Airports

Encourage the reduction in the need to travel

Enhance strategic

transport network

efficiency and improve journey time reliability

Encourage mode shift

from car

Encourage a shift of

freight from road to other modes

Improve access for non-

car users

Increase transport choice

in rural areas

Improve interchange

between transport modes

Improvements to and

enhanced management of Trans-European Networks

Improve perception of

personal security for public transport journeys

Improve road safety


transport upon the built and natural environment


transport upon emissions

Encourage the use of

environmentally

sustainable modes of transport

RS

10

dIn

cre

ase

in lin

e s

pe

ed

on

Wre

xh

am

-Bid

sto

n lin

e fro

m

exis

ting

sp

ee

d o

f 40

-50

mp

hü

üü

RS

10

eP

rovis

ion

of n

ew

rail s

tatio

n a

t Sh

otto

n w

ith n

ew

bu

s

fee

de

r ne

two

rk c

on

ne

ctin

g th

e n

ew

sta

tion

with

bu

sin

esse

s o

n D

ee

sid

e P

ark

üü

üü

ü

RS

10

fN

ew

rail c

ho

rd lin

kin

g th

e B

idsto

n-W

rexh

am

line

to th

e

No

rth W

ale

s C

oa

st lin

e a

llow

ing

dire

ct s

erv

ice

s

be

twe

en

Liv

erp

oo

l an

d N

orth

Wa

les

üü

üü

RS

11

aN

ew

sta

tion

on

WC

ML

at D

are

sb

ury

Bu

sin

ess P

ark

to

su

pp

ort th

e E

ast R

un

co

rn D

eve

lop

me

nt A

rea

üû

üü

ü

RS

11

bN

ew

sta

tion

on

No

rth-Ch

esh

ire L

ine

at D

elp

h L

an

e to

su

pp

ort th

e E

ast R

un

co

rn D

eve

lop

me

nt A

rea

üû

üü

ü

m56 scoping study final report · manchester airport and ljla are part of the tens. ♦ the m56...

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