11 Accessibility

11.1 High quality and sustainable transport networks are a fundamental component of a modern and successful city, promoting economic development. They help to connect people with facilities, opportunities and each other. Efficient and attractive public transport systems are particularly important, playing a key role in securing sustainable development, by both encouraging social inclusion and, through a reduction in the reliance on the private car, protecting the environment.

11.2 The UDP takes a balanced approach to securing high quality transport networks. It seeks to secure enhancements in the provision for pedestrians and cyclists. A number of specific improvements in public transport networks and facilities are identified, and other improvements are encouraged. In addition to this, the UDP supports a longer-term vision that looks beyond the Plan period, and seeks to provide for the wider expansion of the Metrolink system through the city, along with improved orbital bus links.

11.3 The UDP identifies limited new road building that will support the economic regeneration of the city and help to bring forward major previously developed sites. It also places an emphasis on the maintenance and management of existing transport networks and facilities, for example through highway maintenance work, traffic management schemes, and station enhancements.

11.4 In addition to this, the UDP seeks to encourage the more sustainable movement of freight, particularly by rail and water. A site is identified in Policy E 1 ‘Strategic Regional Site, Barton’ for the provision of a multi-modal freight interchange, which should also support the continued economic development of the Western Gateway.

11.5 The Government has previously announced that it intends to undertake improvement works to the M60 during the lifetime of the Plan, which will include its widening to four full-width lanes in each direction between junctions 13 and 15. The provision of bypass slip roads between the M60 and M62 at junction 12 is also being investigated. It will be vital that any motorway improvements are undertaken in a sensitive manner, and do not have an unacceptable impact on local environmental quality, visual amenity, key environmental assets such as the Green Belt, or unique historic assets such as the proposed World Heritage Site.

Policy A 1

Transport Assessments and Travel Plans

Planning applications for developments likely to give rise to significant transport implications will not be permitted unless they are accompanied by a transport assessment and, where appropriate, a travel plan.

Developers will be required to undertake or secure the implementation of any mitigation measures identified in a transport assessment, as well as any other measures considered necessary to achieve an acceptable level of accessibility by public transport, cycling and walking, in accordance with Policy DEV 5 ‘Planning Conditions and Obligations’.

Reasoned justification

11.6 Development will be considered likely to give rise to significant transport implications where, for example, there may be a material increase in traffic levels, particular types of traffic movement, traffic congestion, or local air pollution; or an overreliance on the private car, particularly in terms of a low level of accessibility by public transport, walking and cycling. It is expected that transport assessments will therefore be required for all major developments.

11.7 The level of detail required in transport assessments will be dependent on the scale and nature of development; its location; existing transport infrastructure, facilities and services; and the potential of the development to generate travel demand. All transport assessments will need to:

  • consider the level of traffic likely to be generated and its potential impact on existing highways and identify any necessary mitigation measures;
  • demonstrate that the development has made adequate provision for access by walking and cycling (including appropriate levels of cycle parking), and for public transport;
  • accord with the advice on Transport Assessments contained in DTLR Circular 04/2001, and any Government guidance supporting or replacing it; and
  • demonstrate that the proposal accords with Policy DES 2 ‘Circulation and Movement’ of the UDP.

11.8 For developments that are likely to generate major travel demand, transport assessments will also need to:

  • provide a projected modal split of journeys to and from the site;
  • demonstrate that the development would have an adequate level of accessibility by walking, cycling, public transport, and other road transport;
  • show how reliance on the private car will be minimised; and
  • provide details of any proposed measures to improve access to the site, including any proposals to provide new or improved transport infrastructure or services.

11.9 Where a proposed development is also likely to have a significant impact on air quality, an air quality assessment together with details of any proposed mitigation measures should also be submitted, in accordance with Policy EN 17 ‘Pollution Control’.

11.10 A travel plan will also be required where the operation of the development could help to reduce reliance on the private car, including for all of the following types of development:

  1. food and non food (A1) retail developments in excess of 1,000 square metres gross floorspace;
  2. assembly and leisure (D2) developments in excess of 1,000 square metres gross floorspace;
  3. business and office (B1) developments in excess of 2,500 square metres gross floorspace;
  4. higher and further education developments in excess of 2,500 square metres gross floorspace;
  5. stadia incorporating more than 1,500 seats;
  6. smaller development proposals comprising jobs, shopping, leisure and services which would generate significant amounts of travel in or near to air quality management areas;
  7. new or expanded school facilities (school travel plans); and
  8. other developments where a travel plan would help to address a particular traffic problem associated with a planning application, which might otherwise have to be refused on local traffic grounds.

11.11 All travel plans will need to be developed in conjunction with the city council and the Greater Manchester Passenger Transport Executive, and include targets and mechanisms to ensure that they are monitored.

Policy A 2

Cyclists, Pedestrians and the Disabled

Development proposals, road improvement schemes and traffic management measures will be required to make adequate provision for safe and convenient access by the disabled, other people with limited or impaired mobility, pedestrians and cyclists.

The needs of these groups will also be catered for by:

  1. promoting specific highway improvement and traffic management measures that increase safety for and afford greater priority to the disabled, other people with limited or impaired mobility, pedestrians and cyclists; and
  2. identifying, protecting and improving networks of key disabled, pedestrian and cycling routes.

Development that would result in the diversion or extinguishment of an existing public right of way will only be permitted where:

  1. it can be demonstrated that adequate levels of access for the disabled, pedestrians and cyclists will be maintained to, around, and where appropriate, through the site; and
  2. in the case of a public right of way that forms part of the city’s Countryside Access Network, the proposal fully accords with Policy R 5 ‘Countryside Access Network’ of this UDP.

Reasoned justification

11.12 Securing enhanced standards of accessibility for the disabled, others with limited or impaired mobility, pedestrians and cyclists, is important both in the context of building a more inclusive society and promoting sustainable development. It is also an important part of providing a transport network that caters more effectively for the most vulnerable road users.

11.13 A variety of measures may need to be incorporated into the design of new developments, road construction and improvement schemes, and traffic management measures, including:

  • the provision of designated parking areas for the disabled and, in the case of retail developments, parking for parents with young children;
  • the use of tactile paving and dropped kerbs so as to improve safety for disabled people and other pedestrians at road crossings;
  • careful siting and design of development so as to ensure direct, safe and convenient standards of pedestrian access to nearby facilities and destinations, in accordance with Policy DES 2 ‘Circulation and Movement’; and
  • the provision of secure cycle parking facilities and, in the case of major employment developments, provision of shower facilities for cyclists.

11.14 The protection of existing public rights of way, together with the identification, protection and improvement of networks specifically designed to improve disabled access and cater for pedestrians and cyclists will also encourage walking and cycling. In some circumstances, it may be appropriate to divert and/or provide alternative pedestrian routes, in order to improve safety and security, enable the redevelopment of previously developed sites, or enhance the overall design of new development, but only where a high level of accessibility can be maintained for disabled people, pedestrians and cyclists.

Policy A 3

Metrolink

The extension of the Metrolink system to the Lowry will be permitted, and the line of this extension, as shown on the proposals map, will be safeguarded.

Other extensions or improvements of the Metrolink system in Salford will be permitted, where they are consistent with regeneration objectives and other policies and proposals of the UDP. In particular, the following routes will be subject to further investigation in conjunction with the Greater Manchester Passenger Transport Executive and, where appropriate, the Highways Agency, the Strategic Rail Authority, Network Rail and adjoining local authorities:

  1. Eccles to Barton, via Patricroft, and through to Trafford;
  2. Chapel Street to Little Hulton, via Swinton; and
  3. Eccles to Little Hulton, via Monton and Walkden.

Reasoned justification

11.15 The development of the Metrolink system is an essential part of creating a high quality, fully integrated public transport network. The network has recently been extended to serve Salford Quays and Eccles. The provision of the Lowry Spur is included within the Greater Manchester Local Transport Plan, and the necessary powers have also been gained under the Transport and Works Act.

11.16 The city council also considers that further extensions to the Metrolink system are a very important part of the city’s regeneration and future success. These extensions identified in the policy for further investigation are shown diagrammatically in Figure 11.1 ‘Metrolink’ rather than on the proposals map, because their routes have not yet been finalised. These options will be fully explored as part of the Greater Manchester Local Transport Plan.

Figure 11.1 Metrolink

Figure 11.1 Metrolink (Popup full image) 

11.17 The extension of the existing Eccles line, along the A57 to the Barton Strategic Regional Site (Policy E 1 ‘Strategic Regional Site, Barton’) and across the Manchester Ship Canal into Trafford, is considered to be an important component in the continued economic development and regeneration of the Western Gateway. It would play a major role in the enhancement of the Liverpool Road corridor, and could also potentially serve Barton Aerodrome.

11.18 The Regional Spatial Strategy for the North West states that the potential for track share between heavy and light rail services should be investigated. The city council will therefore seek to work closely with the Greater Manchester Passenger Transport Executive and Wigan Metropolitan Borough Council in pursuance of this on the Manchester to Wigan railway line. This scheme would link Little Hulton, Walkden, Swinton and Pendleton directly to the Chapel Street area and Manchester city centre, enabling significantly more people in the city to access a fast, rail-based public transport system.

11.19 There is also potential in the longer term for utilising the former loop-line network from Monton to Little Hulton, connecting the existing Eccles line to the proposed Swinton/Walkden/Little Hulton line.

Policy A 4

Railways

Improvements to the city’s railway stations, rail infrastructure and rail services will be secured through:

  1. the continued development and improvement of Salford Central Station as a major public transport facility serving Manchester city centre, and Salford Crescent Station as an interchange;
  2. the refurbishment of the city’s other existing railway stations, including improvements to the waiting environment; the improvement of access arrangements for pedestrians, cyclists and the disabled; provision of secure cycle parking facilities; provision of transport interchanges, bus and taxi waiting areas, and where appropriate park and ride facilities; and measures designed to improve safety and security for all rail users;
  3. the provision of new railway stations that will serve the needs of existing communities;
  4. the provision of new railway stations that will serve major new development that would be likely to generate significant levels of traffic; and
  5. measures that would improve the safety, speed and capacity of the rail network or relieve congestion upon it, whilst maintaining local services.

Where appropriate to the needs and potential impact of a development, planning obligations will be used to secure any or all of the above measures.

Reasoned justification

11.20 Improvements to the rail network can make a major contribution towards the goal of achieving a significant modal shift from car to public transport, thus helping to relieve congestion on the road network, improving environmental conditions and supporting the local economy. Many Salford residents rely upon the rail network for longer journeys around or beyond the Greater Manchester conurbation, and improvements in the network will therefore also support the broader objective of promoting greater social inclusion. By enabling infrastructure improvements, working in partnership with the Strategic Rail Authority, Network Rail and the Greater Manchester Passenger Transport Executive, safeguarding potential transport routes, and using planning obligations to improve services and infrastructure, the city council can directly influence the quality and attractiveness of the rail network for the benefit of local people.

11.21 Many of Salford’s existing railway stations offer little in the way of passenger comforts and they are often difficult to access, especially for the disabled or those with mobility difficulties. A programme of station improvements designed to render the stations more accessible, safer and generally more inviting, should therefore increase their attractiveness to a wider range of potential rail users. Salford Central Station is of particular importance, being one of the five railway stations serving Manchester city centre. Coordinated improvements to it will be sought, so it can more effectively perform this function, including the provision of a pedestrian access from Trinity Way. Salford Crescent has been identified for improvement as an interchange facility, as well as serving the University of Salford, the Chapel Street corridor, and the wider area.

11.22 Several large communities within Salford do not have direct access to a railway station despite proximity to a railway line. Provision of new railway stations, for example to serve the needs of the largely residential community of Little Hulton, would therefore help to ensure that a larger proportion of the city’s population can gain access to rail services. Provision of new railway stations at developments that are likely to attract large numbers of visitors would also help to relieve congestion on the road network, and developer contributions related to the scale and type of development will therefore be sought in appropriate cases. Any proposed new railway station will be subject to an appraisal by the Greater Manchester Passenger Transport Executive in order to gauge its viability when set against its potential impact on the operation of rail services and on people’s travel patterns.

11.23 Improvement in the safety, speed and capacity of rail networks, for example through, measures such as the Castlefield Curve and Ordsall Chord proposals, will also improve the efficiency of rail networks and help rail to compete more effectively with road transport. As part of the Greater Manchester Local Transport Plan, rail operators will also be encouraged to improve services and facilities that are available to the local community.

Policy A 5

Buses

The provision of Quality Bus Corridors, bus lanes, guided busways and other bus priority measures will be permitted, where they are consistent with regeneration objectives and other policies and proposals of the UDP.

Bus priority measures will be introduced along the following routes:

  1. A6/A580 Leigh to Manchester (the Leigh, Salford, Manchester Guided Busway);
  2. A56 Bury to Manchester;
  3. A6 through Swinton;
  4. A666 through Swinton; and
  5. A57/B5320 (Liverpool Road) Cadishead to Eccles.

In addition, the introduction of bus priority measures along the following routes will be subject to further investigation in conjunction with the Greater Manchester Passenger Transport Executive and, where appropriate, adjoining local authorities:

  1. A575 through Walkden, and B5211 through Worsley, Winton and Patricroft;
  2. A5063 Trafford Road/Albion Way;
  3. A576 Pendleton to Cheetham; and
  4. B5229 and B5231 Eccles to Swinton.

Other improvements to the quality of bus services, facilities and associated highway infrastructure will also be secured through:

  1. the provision of new interchange facilities;
  2. the improvement of existing bus stations and bus stops, including improved standards of security, pedestrian and disabled access and improvements in the waiting environment; and
  3. new forms of bus provision, such as flexible and demand responsive services, minibuses, and school buses.

Development proposals will be required to make adequate provision for access to and the use of buses. In particular, developments should:

  1. facilitate safe, direct and convenient access to existing bus stops and services, in accordance with Policy DES 2 ‘Circulation and Movement’;
  2. make good any deficiencies in bus services, facilities or associated highway infrastructure required to service the development, in accordance with Policy A 1 ‘Transport Assessments and Travel Plans’; and
  3. in the case of larger developments, make specific provision for new bus stops and other associated infrastructure as an integral part of the development, and, where appropriate, make financial contributions towards new or improved bus services.

Where appropriate to the needs and potential impact of a development, planning obligations will be used to secure any or all of the above measures.

Reasoned justification

11.24 Good bus services are essential to a successful city, promoting social inclusion, and reducing reliance on the private car. For buses to be able to compete effectively with cars, they must offer quick and reliable services in a comfortable and safe environment. By seeking to improve the operating environment for buses, through measures such as the reallocation of road space or the use of bus priority schemes at busy road junctions, the city council can directly influence the quality and attractiveness of bus services available to local people. However, this needs to be achieved in a manner consistent with other policies and proposals of the UDP, particularly Policy A 8 ‘Impact of Development on the Highway Network’.

11.25 It will be important to ensure that key radial routes into the Regional Centre, together with orbital and north-south routes that link local communities to town centres, neighbourhood centres and other key facilities (such as Salford Quays), make adequate provision for buses (as shown in Figure 11.2 ‘Bus improvement measures’). Consideration will also be given to improved bus linkages to adjoining towns, such as Bolton.

Figure 11.2 Bus improvement measures

Figure 11.2 Bus improvement measures (Popup full image) 

11.26 The city council can also influence the quality of bus services indirectly, for example, through its representation on the Greater Manchester Passenger Transport Authority and via negotiations and agreements with bus operators and developers. Opportunities to secure more flexible forms of public transport will be promoted.

11.27 Where the provision and improvement of bus services, facilities and/or associated highway infrastructure are proposed as part of development, regard will be had to any existing improvement plans, and the ability of the highway network to safely accommodate any increase in bus traffic resulting from the development.

Policy A 6

Taxis

Major trip generating developments will be required to make satisfactory provision for both hackney carriage and private hire taxis where this would be compatible with the objectives of improving road safety, and safeguarding residential amenity. The provision, maintenance and improvement of taxi ranks will also be a material consideration in the design of town centre improvement and traffic management schemes, railway station and bus station improvement schemes, and proposals to provide new railway stations, Metrolink and bus stations, transport interchanges and park and ride developments.

Development involving the provision of taxi booking offices will only be permitted where they would not have an unacceptable impact on residential amenity or highway safety.

Reasoned justification

11.28 Hackney carriages and private hire taxis perform a useful public transport function and it is therefore important that they should be adequately catered for within town centres, and at other locations likely to generate significant numbers of trips. However, in considering the location of taxi ranks and associated facilities such as private hire booking offices, it is also important to safeguard residential amenity and highway safety.

Policy A 7

Park and Ride

Park and ride developments will only be permitted where the applicant can clearly demonstrate that the development:

  1. forms an integral part of a wider sustainable transport strategy and is consistent with the Greater Manchester Local Transport Plan;
  2. would result in a material reduction in overall road traffic levels;
  3. makes adequate provision for pedestrians, cyclists, motorcyclists and the disabled;
  4. is designed and operated in a manner consistent with the achievement of high standards of personal safety and vehicle security;
  5. would not have an unacceptable impact in terms of traffic generation, traffic congestion, or highway safety;
  6. would not have an unacceptable impact on areas of recreational use, residential amenity, or the amenity of other environmentally sensitive properties such as schools or hospitals, by virtue of noise, odour, air pollution, light pollution, hours of operation or other nuisance;
  7. would not have an unacceptable impact on areas of high archaeological, ecological or geological value, features of landscape interest, conservation areas, woodlands, agricultural land, or any nationally or locally designated area of landscape protection or nature conservation; and
  8. is not within a location where alternative development would be more appropriate, in accordance with the Plan’s strategy, policies and proposals.

Where a park and ride development is proposed within the Green Belt the applicant will also be required to clearly demonstrate that:

  1. there are no alternative suitable sites outside the Green Belt;
  2. there are no other more appropriate and more sustainable sites within the Green Belt;
  3. the scale and design of the development would not compromise the openness or visual amenity of the Green Belt;
  4. the development is consistent with the provisions of Policy EN 1 ‘Development Affecting the Green Belt’; and
  5. any new or reused buildings included in the development are only for essential facilities associated with the operation of the Park and Ride scheme.

Reasoned justification

11.29 Park and ride schemes in appropriate locations, such as existing railway stations, can help to promote more sustainable forms of travel and improve environmental conditions in town centres by removing non-essential traffic. However, to function effectively, such schemes need to be developed and brought forward as an integral part of the conurbation-wide transport strategy as set out in the Greater Manchester Local Transport Plan and associated strategies.

11.30 Park and ride developments may have the potential to generate significant levels of traffic on surrounding roads, cause disturbance to adjacent residential communities and utilise land that might be worthy of protection or suitable for alternative forms of development. As such, development proposals need to be subject to robust assessment, including consideration of alternative sites, the potential impact on local amenity, and impacts in terms of both traffic generation and traffic reduction.

Policy A 8

Impact of Development on the Highway Network

Development will not be permitted where it would:

  1. have an unacceptable impact on highway safety or the ability of the Strategic Route Network to accommodate appropriate traffic flows by virtue of traffic generation, access, parking or servicing arrangements; or
  2. cause an unacceptable restriction to the movement of high, wide, long or heavy vehicles along Abnormal Load Routes.

Reasoned justification

11.31 The maintenance of high standards of highway safety, coupled with the provision of an efficient highway network that supports the local economy is an important prerequisite to urban regeneration, and it is therefore important that development proposals incorporate sufficient measures to ensure that they will have no unacceptable impact on the highway network. The city council and the Greater Manchester Passenger Transport Executive will work together with developers to achieve this. Where appropriate, planning obligations will be used to ensure that any proposed mitigation or improvement measures are implemented.

11.32 As part of the process of affording appropriate priority to pedestrians, cyclists and public transport, in accordance with Policy ST 5 ‘Transport Networks’, a range of traffic management measures, such as the provision of pedestrian crossings, cycle lanes, bus priority measures and, where appropriate, pedestrianisation schemes, will be carried out. Such schemes will contribute towards enhanced standards of highway safety and will therefore be in accordance with Policy A 8 ‘Impact of Development on the Highway Network’, provided they do not compromise appropriate traffic flows along the strategic route network or abnormal load routes.

11.33 The strategic route network comprises the following roads, which carry the highest volumes of through traffic:

  • M60, M61, M62 and M602 motorways (operated by the Highways Agency);
  • A6 Blackfriars Street, Chapel Street, Crescent, Broad Street, Chorley Road, Manchester Road;
  • A34 Irwell Street;
  • A34 New Bailey Street;
  • A56 Bury New Road;
  • A57 Regent Road, Eccles New Road, Bentcliff Way, Church Street, Liverpool Road, Cadishead Way;
  • A572 Worsley Road, Leigh Road;
  • A575 Worsley Road, Bolton Road, Walkden Road;
  • A576 Centenary Way, Gilda Brook Road, Eccles Old Road, Broughton Road, Cromwell Road, Great Cheetham Street East, Great Cheetham Street West, Leicester Road;
  • A580 East Lancashire Road;
  • A665 Bury Old Road;
  • A666 Bolton Road, Manchester Road;
  • A5063 Trafford Road, Albion Way;
  • A5066 Ordsall Lane, Oldfield Road, Adelphi Street;
  • A5082 Cleggs Lane, Peel Lane, Armitage Avenue;
  • A5185 Stott Lane, Lancaster Road;
  • A5186 Langworthy Road;
  • A6010 St James Street, Marlborough Road;
  • A6041Blackfriars Street, Blackfriars Road, Great Clowes Street;
  • A6042 Trinity Way; and
  • A6044 Agecroft Road.

11.34 These roads are all operated by Salford City Council unless specifically stated above.

11.35 Abnormal load routes, which allow for the movement of high, wide, long or heavy loads throughout the city, will also be protected from inappropriate development.

Policy A 9

Provision of New Highways

Planning permission will be granted for the following road schemes:
  1. The Broadway Link (Broadway to Centenary Way); and
  2. A57-Trafford Park link road through the Barton Strategic Regional Site.
The precise line of scheme A 9/2 will be subject to further consideration, and land in the vicinity of the line shown on the proposals map will be safeguarded for future provision. Other development that would be likely to prejudice the construction of the scheme will not be permitted.

Further investigation will be made into the potential for a new road and bridge linking the A57 (Cadishead Way) in Salford with the A6144 (Manchester Road) in Trafford. Any such scheme will only be permitted where:

  1. it has been clearly demonstrated that there would be no unacceptable impact on the capacity of the highway network within Salford, and that it would not prevent the release of sites allocated for development in this UDP; and
  2. all junctions on surrounding roads are upgraded as required to manage the resulting traffic flows.
Positive consideration will be given to a link road between the A57 and the M62 at Barton, subject to:
  1. it being constructed in conjunction with development at the Strategic Regional Site under Policy E 1 ‘Strategic Regional Site, Barton’; and
  2. it being demonstrated that the benefits to be gained outweigh harm to the Green Belt by reason of inappropriateness and any other harm. Particular consideration will be given to benefits the road may bring in terms of:
    1. enhancing the economic potential of the Barton site;
    2. maximising freight transport by sustainable means; and
    3. improving traffic safety and congestion in the locality.

Each scheme will be required to incorporate adequate bus and pedestrian priority measures, and incorporate appropriate provision for cyclists.

Land shown on the proposals map will be safeguarded for future provision of each of the road schemes. Other development that would be likely to prejudice the construction of any of the schemes will not be permitted.

Reasoned justification

11.36 These road schemes will all help to improve access to, and circulation within, the Western Gateway and will cater for both public transport and private vehicles. The schemes will lend support to the development of the local economy by improving access to key development opportunities such as Dock 9, Salford Quays and the Barton Strategic Regional Site. They will remove non-essential traffic from existing centres, thereby improving environmental conditions for local residents. They will also help to link relatively isolated local communities within the Manchester Ship Canal corridor with existing employment areas such as Northbank and Trafford Park, and proposed major employment opportunities at Barton, Salford Quays, and Carrington.

11.37 The Broadway Link will improve access to Salford Quays and Trafford Park for buses, cyclists, pedestrians and cars and will help to open up several major development opportunities within this important part of the Western Gateway. In particular the scheme will support and enable the development of land at Dock 9, Salford Quays for employment and other uses. It is anticipated that provision of the road will be funded through the development of the Dock 9 site.

11.38 An A57-M62 link road has the potential to enhance the development of the Barton Strategic Regional Site (Policy E 1 ‘Strategic Regional Site, Barton’) and to contribute to sustainable transport in the area. However, as it would have to run through the Green Belt, these benefits will have to be balanced in the context of particular development proposals against harm to the Green Belt by reason of inappropriateness, and any other harm. There are a number of alternative routes that could fulfil the same requirements. The precise alignment will be determined after further investigation, integrated with the form of development on the Barton site and infrastructure on the Trafford side of the canal.

11.39 The link road from the A57 to Trafford Park, through the Barton Strategic Regional Site and across the Manchester Ship Canal, will also improve access to the Trafford Centre for both cars and public transport. Major developments within the area will be required to provide, or make a financial contribution towards the provision of, these roads, in accordance with Policy E 1 ‘Strategic Regional Site, Barton’, Policy E 4/9 and Policy A 1 ‘Transport Assessments and Travel Plans’, in order to ensure that they have no unacceptable impact on existing highways or future economic development in the Western Gateway.

11.40 The A57-A6144 link and bridge would help to improve links across the Manchester Ship Canal and along the canal corridor. The scheme has the potential to make a significant contribution to the regeneration of areas either side of the ship canal, enabling Irlam and Cadishead residents to gain access to job opportunities at Carrington, and Partington residents to gain access to job opportunities at Northbank. The scheme would also enable the provision of integrated public transport links between the two communities by catering for bus services between Partington and Irlam/Cadishead and enabling improved public transport access to Irlam railway station. Further investigations, including a joint feasibility study involving Trafford Metropolitan Borough Council and other involved parties, including adjoining local authorities, will be carried out prior to the scheme progressing. Planning permission will only be granted for the road and bridge if it can be clearly demonstrated that the scheme would not have an unacceptable impact on the capacity of existing highways in the area, so as to ensure that it does not prevent or delay the development of key employment sites. Mitigation measures may be required to ensure this.

Policy A 10

Provision of Car, Cycle and Motorcycle Parking in New Developments

Development will be required to:

  1. make adequate provision for disabled drivers, cyclists and motorcyclists in accordance with the minimum standards set out in Appendix B of the UDP;
  2. not exceed the maximum car parking standards set out in Appendix C of the UDP; and
  3. provide the parking facilities in a manner consistent with the provision and maintenance of adequate standards of safety and security.

Within town centres, mixed-use areas and major developments incorporating a range of employment and leisure uses, developers will be required to investigate the use of shared parking facilities that further reduce the need for car parking provision.

Car parking provision in residential developments will be assessed on a case by case basis, having regard to the type and accommodation of the properties, their location, the availability of and proximity to public transport, the availability of shared parking facilities, and the existing level of on-street parking. Development with more than 1.5 off-street parking spaces per dwelling or unit of accommodation, averaged over the city area, is unlikely to be regarded as sustainable.

Where appropriate, on-street parking controls will also be introduced to complement and reinforce levels of parking associated with new developments, and planning conditions or obligations may be used to secure their provision as part of those developments.

Reasoned justification

11.41 Appendix B ‘Disabled, cycle and motorcycle parking standards’ sets out minimum standards for parking for disabled drivers, cyclists and motorcyclists, which will be applied to new developments. While the city council looks for compliance with these standards, it recognises that for some minor development and in certain situations it may be impracticable to comply, or unreasonable to require full compliance. Consequently, the standards will be applied flexibly in relation to such developments, having regard to the particular circumstances of the case.

11.42 Appendix C ‘Car parking standards’ sets out the maximum standards for car parking provision. All standards are consistent with regional and national planning policy guidance. Further work is taking place at a Greater Manchester level to derive a common set of standards for the whole conurbation.

11.43 Provision of shared parking in town centres or as part of mixed-use areas and developments will enable economy in the use of land and contribute towards sustainable development objectives. The use of on-street parking controls, for example in areas adjacent to major travel generating developments, can help to minimise the potential displacement of parking where on site parking provision is limited. However such measures need to take account of the needs of local residents and also the potential in some circumstances for well designed on-street parking to raise development densities and reduce traffic speed.

11.44 All parking areas should be designed and located so as to enable natural surveillance to minimise the potential for crime and maximise community safety. Appropriate levels of lighting should be provided, consistent with the protection of amenity, and CCTV where necessary.

Policy A 11

Provision of Long Stay Commuter Car Parks

Planning permission will not be granted for long-stay surface commuter parking other than in the following circumstances:

  1. when expressly provided in association with new development; or
  2. for a temporary period on land proposed for redevelopment.

Permission will only be granted where the development would:

  1. provide high levels of personal safety and vehicular security;
  2. not prejudice the development of the site for other purposes; and
  3. be consistent with the regeneration strategy of the UDP.

Reasoned justification

11.45 The provision of large areas of surface car parking for use by commuters on a long stay basis can represent an inefficient use of land and deter built development. It can also undermine efforts to reduce reliance on the private car and secure a modal shift towards public transport and other more sustainable travel options.

11.46 Within the Chapel Street mixed-use areas, the emphasis is on securing the redevelopment of existing surface car parking. Therefore, new planning permissions, and the renewal of existing temporary permissions, will only be granted for non-operational, long stay surface car parking where it can be clearly demonstrated that the proposal would not deter the development of the site for other purposes. All new permissions will be given on a short-term temporary basis. Where the site’s development is a priority, its temporary use for car parking will not be permitted if it is considered that this could delay proposals coming forward or being implemented.

Policy A 12

Provision of Coach and Lorry Parks

Provision of coach and lorry parks will only be permitted where the development:

  1. has good access to the motorway network and can access the network via roads which can satisfactorily accommodate significant levels of lorry and/or coach movement;
  2. would not give rise to unacceptable levels of traffic congestion on surrounding roads;
  3. would not have an unacceptable impact on highway safety by virtue of traffic generation, access and servicing arrangements;
  4. would not have an unacceptable impact on residential amenity, or the amenity of other environmentally sensitive properties such as schools or hospitals, by virtue of noise, vibration, odour, air pollution, hours of operation or other nuisance; and
  5. would not have an unacceptable impact on areas of recreational use, areas of high archaeological, ecological or geological value, features of landscape interest, conservation areas, woodlands, agricultural land, or any nationally or locally designated area of landscape protection or nature conservation.

Traffic management measures will also be utilised to control the location and supply of on-street overnight coach and lorry parking provision.

Reasoned justification

11.47 Maintenance of an adequate supply of parking for coaches and lorries is an important component of economic development and urban regeneration. However, careful consideration needs to be given to the potential impacts of such developments in traffic, environment and amenity terms.

11.48 The overnight parking ban on lorries and coaches and the provision of specific parking spaces for such vehicles within the motorway box have proved extremely successful, particularly in protecting the amenity of residential areas. Consideration will be given to the extension of such measures to other areas of the city.

Policy A 13

Freight Transport

Planning permission for developments that are likely to generate substantial freight movements will only be granted where the development:

  1. has good access to the motorway network and can access the network via roads which can satisfactorily accommodate significant levels of freight movement;
  2. would, where feasible, maximise the use of any available rail or water based transport infrastructure, thereby minimising the use of road based freight movement;
  3. would not give rise to unacceptable levels of traffic congestion;
  4. would not have an unacceptable impact on the safe and efficient operation of the highway network by virtue of traffic generation, access and servicing arrangements;
  5. would not have an unacceptable impact on residential amenity, or the amenity of other environmentally sensitive properties such as schools or hospitals, by virtue of noise, vibration, odour, air pollution, hours of operation or other nuisance;
  6. would not have an unacceptable impact on areas of recreational use, areas of high archaeological, ecological or geological value, features of landscape interest, conservation areas, woodlands, agricultural land, or any nationally or locally designated area of landscape protection or nature conservation; and
  7. complies with other relevant policies and proposals of the Unitary Development Plan.

Development comprising the provision of major freight interchange facilities will only be permitted where all of the above criteria can be satisfied and, in addition, the applicant can clearly demonstrate that:

  1. the development forms part of a wider sustainable freight transport strategy designed to minimise road based freight movements and maximise the use of rail and/or water based freight handling and distribution facilities;
  2. in the case of rail based freight interchanges, the development would not have an unacceptable impact in terms of rail based passenger services; and
  3. the development is consistent with the provisions of the Regional Transport Strategy, the Regional Freight Strategy, and the Greater Manchester Local Transport Plan.

Reasoned justification

11.49 Adequate provision of freight handling and distribution facilities is essential to the maintenance of a successful local economy but road based freight traffic in particular can cause significant problems for local communities in terms of noise, pollution and traffic congestion. The Manchester Ship Canal, the Bridgewater Canal and the railway network all present opportunities to promote more sustainable forms of freight movement that would also create employment opportunities and stimulate wider regeneration. A railhead has already been provided at the Agecroft Commerce Park (Policy E 4/10), and there is potential to make better use of this facility.

11.50 However, all freight developments have the potential to cause significant environmental problems and it is therefore important to balance the advantages of such developments to the local economy against their potential environmental impact. A specific opportunity for a multi-modal freight interchange is identified at the Barton Strategic Regional Site in Policy E 1 ‘Strategic Regional Site, Barton’. Nevertheless, such a facility would need to accord fully with the provisions of this policy.

Policy A 14

Barton Aerodrome

Barton Aerodrome will be retained and protected for general aviation purposes. Development at or close to the aerodrome which is incompatible with any existing or potential aviation operation will not be permitted.

Planning permission will be granted for development that would improve aviation facilities, provided this would not have an unacceptable impact on residential amenity, nature conservation and the safe and efficient operation of the highway network, and is otherwise compatible with other policies in the Unitary Development Plan.

Reasoned justification

11.51 Barton Aerodrome is an historic airfield of national importance. Many of the original buildings have survived, three of which are Grade II listed, as well as the original grass runways. The aerodrome provides important training facilities, a base for emergency services and a recreational facility for both fliers and spectators, and also supports the local economy. The city council is therefore keen to see the aerodrome retained and improved as a local and regional resource.

11.52 Positive consideration will also be given to development or redevelopment of the A57, Liverpool Road, frontage to the aerodrome for employment purposes, where this would support and complement the continued existence and improvement of the aerodrome for general aviation purposes. General aviation is defined as all civil aviation operations other than scheduled air services and non-scheduled air transport operations for remuneration or hire.

Policy A 15

Safeguarding Potential Transport Routes

Former railway lines, shown on the proposals map, will be safeguarded from developments that would be likely to prevent their future reuse as transport routes.

Reasoned justification

11.53 The city’s former railway lines have the potential to broaden transport choices, particularly by accommodating the provision of public transport infrastructure, such as an extension of the Metrolink network as proposed by Policy A 3 ‘Metrolink’.

11.54 Most of the lines currently form part of the Countryside Access Network protected by Policy R 5 ‘Countryside Access Network’ and their use for public transport will be conditional upon pedestrian and cyclist access being retained, wherever practicable. There are specific pedestrian routes associated with the former Carrington-Glazebrook railway line, which will need to be retained or otherwise satisfactorily diverted if that particular transport route is to be reused.