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| Chapter 6 - Transport |
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AIMS AND OBJECTIVES |
| 1 |
The policies within this Chapter look to
achieving the aims and objectives contained in Part 1 of the Unitary
Development Plan (UDP) and are consistent with the Halton Local Transport
Plan (2000). The transport aims and objectives, and therefore these
policies, are related to providing an effective and efficient transport
infrastructure and systems. In particular the policies are aimed at
providing an integrated transport system, reducing the need to travel
by car and increasing accessibility for all. A further strategic aim
is to provide a new sustainable crossing of the River Mersey. In addition
this Chapter includes policies on safety and the environment in line
with the strategic aim to create a safe and healthy environment. |
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BACKGROUND |
| 1 |
The integration of transport and land use
policies is essential as the location and nature of development affects
the amount and method of travel. Planning Policy Guidance note "Transport"
2001 (PPG13) emphasises the need to ensure that land use policies
and transport programmes help to reduce growth in the length and number
of motorised journeys, encourage means of travel which have less environmental
impact and reduce the reliance on the private car. More recently in
1998 the Government published a White Paper on the Future of Transport
"A New Deal for Transport: Better for Everyone". This sets out a new
approach to transport policy and is aimed at creating a better and
more integrated transport system. |
| 2 |
The two most important words therefore
in relation to land use and transport policy are 'sustainable' and
'integrated'. The policies contained within the UDP have the aims
of integrating land use and transport policy and providing a sustainable
and integrated transport network within Halton. In order to achieve
this, Part 1 of the UDP sets out aims and objectives that reflect
those in the Local Transport Plan 2000. |
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INTEGRATED TRANSPORT |
| 3 |
The range of transport options available
throughout the Borough to access home, work, leisure and other facilities
include public transport, walking and cycling as well as the use of
the private car. At present the ability to use different options varies
depending on location within Halton, and particular issues can be
identified that need to be addressed either within the UDP or within
other transport policy documents such as the Local Transport Plan. |
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PUBLIC TRANSPORT NETWORK:
RUNCORN BUSWAY |
| 4 |
In relation to public transport, the Busway
in Runcorn is a particular asset. This is a segregated bus only route
that was created as part of the New Town. It provides good access
between housing, employment and shopping areas. This Busway however
does not extend to the older parts of Runcorn, to the newer housing
and employment developments in east Runcorn, to Widnes or to the villages
and rural areas. Where the Busway does not exist there is an issue
of access by public transport to be addressed. |
| 5 |
Due to low car ownership within the Borough
particularly in areas adjoining the Busway, and the separation of
employment and residential areas, a particular issue for Halton is
providing public transport access to employment areas not currently
served by the Busway. |
| 6 |
The Runcorn Busway remains a valuable and
unique asset for the potential development of an integrated transport
system. The Council's Local Transport Plan recognises this by including
as one of its strategic aims ' to reverse the past neglect of the
Runcorn Busway and realise its potential to provide a high quality,
safe, efficient and preferred means of transport.' |
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RAIL NETWORK |
| 7 |
The rail network is well developed within
the Borough with six railway lines, including two lines that at present
are wholly used as part of the rail freight network running through
Halton and four railway stations. Improvements to this network can
be made particularly in locations where major development takes place.
A particular issue is that rail access into and out of the Borough
is good, but it is not possible to travel by train between the Borough's
two towns of Widnes and Runcorn. There is however potential to locate
new railway stations on lines to serve areas of new employment and
make best use of existing lines. |
| 8 |
In addition to improving the passenger
rail network, improvements to the rail freight network should be undertaken.
There is the opportunity to increase rail freight use within the Borough
through means such as the allocation of sites as rail freight depots
and the protection of rail lines." |
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AIRPORTS |
| 9 |
Halton is within easy travelling distance
of both Liverpool and Manchester Airports. These have a role to play
in the economy of the Borough by promoting investment and regeneration
and providing employment opportunities. In addition, the airports
are important elements of the transport network for both passengers
and freight. |
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CYCLE NETWORK |
| 10 |
The cycle network throughout the Borough
is patchy with very few dedicated cycle routes. There is a network
of cycle routes through the New Town areas of Runcorn but within Widnes
only one dedicated cycle route exists. The issue for the Borough relates
to the improvement of safe routes for cyclists and enabling access
to and between facilities for cyclists. |
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PEDESTRIAN NETWORK |
| 11 |
In the older areas of Widnes and Runcorn
pedestrian provision has developed in a traditional way of footways
alongside the carriageway, whereas in the New Town areas of Runcorn
pedestrian routes are separated from vehicular routes. The different
approaches lead to different issues that need to be tackled. However,
the aim must be to ensure safe and convenient routes between different
facilities. |
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ROAD NETWORK |
| 12 |
The road network is well developed in
Halton. The Borough is located between the M62 and M56 with major
road links to this motorway network. The trunk road network in the
Borough consists of the M56 and the A557 (Widnes Relief Road). The
latter is to be de-trunked in due course. |
| 13 |
The Highways Agency rather than the Local
Authority is responsible for trunk roads, and it is their aim to maintain,
operate and improve the trunk road network. The DfT policy on the
control of development near trunk roads, as operated by the Highways
Agency, is set out in Section 7.7 of 'A New Deal for Trunk Roads in
England' and Annex B of PPG13. |
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14 In general there are few congestion
problems, apart from on and at the approaches to the Silver Jubilee
Bridge over the River Mersey. This is an essential part of the strategic
road network but functions in a similar way to an hourglass, allowing
only a thin stream of traffic across at a time from a large road network
at either side. This is a major transport issue for the Borough and
it is considered that the solution is to provide a second crossing
of the Mersey. |
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SUSTAINABLE ECONOMIC
GROWTH |
| 15 |
Providing for sustainable economic growth
is an aim of the UDP. An important element of this is providing access
to employment opportunities and retail development by a variety of
means of transport. This overlaps with the priority measure above
of providing a range of transport options. |
| 16 |
Employment and retail development sites
have been chosen so they can be accessed by public transport, walking
and cycling. |
| 17 |
The UDP transport policies and other transport
policies for the Borough ensure that new employment and development
is actually accessible by a variety of means of transport. This relates
not only to people but to goods as well. |
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ACCESSIBILITY FOR ALL |
| 18 |
This is an important aspect of land use
planning and transportation. The aim is to provide facilities such
as shops, leisure facilities and employment opportunities at locations
that are accessible to all, as well as providing for a range of transport
options. This is particularly important in Halton due to low car ownership.
Accessibility for all includes access for people with disabilities
and restricted mobility (see also Built Environment Chapter). |
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SAFETY FOR ALL |
| 19 |
In order for people to switch from using
their cars to using other forms of transport, the alternative mode
must be convenient and safe. The UDP and other transport policy must
consider issues of conflict between different transport modes and
resolution of that conflict. Crime and fear of crime is a further
important issue in relation to safety. For example, pedestrian routes,
cycle routes and public transport stops should be well lit and landscaping
should not be overgrown and be of a suitable nature for the location. |
| 20 |
Road safety is an important issue. This
includes the reduction in road traffic accidents through traffic management
measures. Road traffic accidents may involve pedestrians and cyclists
as well as motor vehicles. |
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THE ENVIRONMENT |
| 21 |
Transport has an affect on the environment
in many ways. There is noise pollution from traffic as well as light
pollution as a result of road lighting. Road construction uses finite
resources and large amounts of land are set aside for car parking.
Cars are a major contributor to the production of carbon dioxide emissions
that affect climate change. Road vehicles are also a major contributor
to air pollution problems. |
| 22 |
Alternative forms of transport such as
public transport, walking and cycling can have environmental advantages
over the private car. It is therefore important that the UDP provides
for a range of transport options. A particular issue for Halton is
ensuring that air quality is maintained or improved. |
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THE WIDER TRANSPORT
NETWORK |
| 23 |
The Borough has an important location
on the national and regional transport network including the following:
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- the M62 runs to the north of the Borough and the M56 to the
south.
- the River Mersey Crossing is an important strategic route.
- the West Coast main railway line runs through the Borough and
there is a main line station at Runcorn.
- the Borough is located within easy travelling distance of both
Manchester and Liverpool airports.
- the Manchester Ship Canal runs through Runcorn and there are
existing port facilities.
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| 24 |
The above strategic networks provide opportunities,
and in some cases constraints, for the Borough. The UDP must take
into account the land use implications of these networks. |
| 25 |
In addition to the existing network, there
is a proposal to develop a light rail system within Merseyside. The
Council is supportive of such a proposal. If light rail were to be
developed within Merseyside then the extension of this into and within
Halton would also be supported as part of an integrated transport
network. |
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A NEW CROSSING OF THE
RIVER MERSEY |
| 26 |
The existing severely congested Silver
Jubilee Bridge is considered a constraint on the economic development
of the Region and severely restricts the development of an integrated
transport strategy for Halton. A strategic aim of the Council's Local
Transport Plan (LTP) and Part 1 of this Unitary Development Plan is
therefore to pursue the provision of a new, sustainable crossing of
the Mersey. |
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OTHER ROAD SCHEMES |
| 27 |
The Halton Local Plan stated that the
Council would undertake studies to evaluate other road schemes in
addition to those safeguarded in the Local Plan policy. These are
carried forward into the UDP where still relevant and are in addition
to the road schemes contained within policy TP11. |
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a |
The Foundry Lane to Desoto Road link This
new link will enable the diversion of heavy industrial traffic away
from the residential area of Halebank and open up vacant and derelict
land for development within the West Bank industrial area. |
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b |
Alternative access road from Picow Farm
Road to Weston Docks |
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This will enable diversion of heavy industrial
traffic away from the residential area of Weston Point and allow the
possible regeneration of the disused Docks for new commercial uses
such as a rail freight depot. |
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THE WAY FORWARD |
| 28 |
The Transport Policies within the UDP
aim to help create a sustainable and integrated transport network
and land use pattern within the Borough. However, this cannot be achieved
through land use policies alone. It is important that measures are
included within other transport policy documents for Halton and implemented
not only by the local authority but also by bus and rail companies,
businesses and other organisations and individuals within the Borough. |
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PART 2 |
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POLICIES AND PROPOSALS |
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INTEGRATED TRANSPORT
PUBLIC TRANSPORT NETWORK |
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TP 1 PUBLIC TRANSPORT
PROVISION AS PART OF NEW DEVELOPMENT |
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1 |
Development will only be
permitted where provision exists or is made for adequate access by
public transport. No building within the development should be more
than 400 metres walking distance from a bus stop or railway station. |
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JUSTIFICATION |
| 2 |
PPG13 states that land use policies should
maintain and improve choice for people to walk, cycle or catch public
transport rather than drive between homes and facilities which they
need to use regularly. This is even more important in Halton where
car ownership is relatively low. New development should therefore
be designed to accommodate public transport. |
| 3 |
It is essential that people are able to
gain access by public transport to major leisure and shopping facilities
as well as to work. Public transport access and facilities should
therefore exist or be provided in the provision of new dwellings,
new employment developments, and new shopping and leisure facilities
that attract customers from a wide catchment area (greater than walking
distance). Public transport as part of more local facilities such
as neighbourhood centres may not be necessary as people should be
able to walk to these. |
| 4 |
A particular issue in the Borough is access
to employment areas. It is considered essential that such areas are
accessible by public transport so that local people can access local
jobs. This may partially be achieved by ensuring that both new housing
and new employment areas are served by public transport. |
| 5 |
Access to the existing or proposed public
transport network should be safe and convenient to encourage people
to use the network. The network should therefore be within walking
distance of buildings along a safe and secure route. It is considered
that 400 metres is a reasonable distance to expect people to walk
to a public transport facility. A distance of greater than this would
be likely to discourage people from utilising the facility. A recent
survey of newly completed housing within the Borough at Upton Rocks
and Sandymoor has shown that all the houses are within a 400 metre
walk of a bus stop. It is considered therefore that this is both practical
and achievable. |
| 6 |
Provision for public transport may include
segregated routes for buses, such as an extension to the Runcorn Busway,
specific facilities to assist buses and taxis and new railway stations. |
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TP2 EXISTING PUBLIC
TRANSPORT FACILITIES |
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1 |
Development will not be
permitted that is likely to prejudice any of the following: - |
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a |
The use of the Runcorn Busway
as part of the public transport network. |
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b |
The present or future use
of existing stations, their interchange facilities or railway lines
as part of the public transport network. |
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Improvements to these facilities
will be permitted. |
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JUSTIFICATION |
| 2 |
The Busway in Runcorn is a vital strategic
link in the public transport network. It is essential that it is retained
for use by public transport, and where possible enhanced. Improvements
will include upgrading the Busway track, which is severely deteriorated,
along with investment in modern passenger facilities. |
| 3 |
There are four passenger railway lines
running through the Borough. These are:- |
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a |
the Manchester to Liverpool line running
through Widnes and incorporating Hough Green and Widnes stations;
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the Manchester to Chester/North Wales line
running through Runcorn and incorporating Runcorn East station; |
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c |
the London to Liverpool line running through
Widnes and Runcorn and incorporating Runcorn Main Line station: and |
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d |
the West Coast main line running through
Runcorn. There are no stations in Halton at present on this line. |
| 4 |
It is essential that these lines and stations
are retained for use by public transport. Improvements may include
electrification of lines allowing an enhanced level of service, enhanced
station access for pedestrians, cyclists and buses, and improved passenger
facilities. |
| 5 |
In addition, interchange facilities between
different modes of public transport are considered to be important.
Interchanges will enable a journey to be undertaken using more than
one public transport mode. This is particularly important for longer
journeys. Interchange facilities will be protected and improvements
allowed. |
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TP3 DISUSED PUBLIC
TRANSPORT FACILITIES |
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1 |
Development will not be
permitted that is likely to prejudice any of the following: |
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a |
The use of Ditton Station
in Widnes as part of the public transport network. |
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b |
The use of Halton Curve
rail line in Runcorn as part of the rail network. |
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c |
The Shell Green Route rail
line in Widnes as part of the rail network. |
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d |
The Bridgewater Locks which
connect the Bridgewater Canal to the Manchester Ship Canal. |
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The re-opening of these
transport facilities will be permitted. |
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JUSTIFICATION |
| 2 |
Ditton Station in Widnes, on the London
to Liverpool line, was closed to passenger services in 1994. Runcorn
Station to Ditton Station was the only passenger rail link between
Widnes and Runcorn. There is an opportunity for the re-opening of
this station, particularly with the possible increase in patronage
from major industrial, commercial and housing developments in the
area. It may be possible to use the station as a park and ride facility. |
| 3 |
The Halton Curve in Runcorn is not used
at present for regular passenger services. The line forms a transport
link between Liverpool, Runcorn and Chester/North Wales. This would
provide the opportunity for a new local service calling at new stations
at Allerton, Ditton and Beechwood. If Ditton Station were to re-open,
then the link would be made from Widnes to Chester (this is not now
possible by rail). It is important therefore that this line is retained
for use by public transport in the future. The line would also provide
an important route for the carriage of freight. |
| 4 |
The re-opening of the Shell Green Route
(Ditton - Widnes South - Warrington) would allow improved opportunities
for travel between Widnes and Warrington and could form part of the
Trans-Pennine linkage. |
| 5 |
The reopening of the Bridgewater Locks
would enable through access between the Bridgewater Canal and the
Manchester Ship Canal, opening up economic opportunities by enhancing
the recreational value of the canals. |
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TP4 NEW PUBLIC TRANSPORT
FACILITIES |
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1 |
Development will not be
permitted that is likely to prevent the opportunity for new railway
stations to be built in any of the following locations: - |
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a |
Upton Rocks, Widnes |
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b |
Barrows Green Lane area,
Widnes |
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c |
Beechwood, Runcorn |
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d |
Delph Lane / Keckwick |
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e |
South Widnes |
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f |
Daresbury |
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The Proposals Map identifies
these new stations with diagrammatic notation. |
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2 |
New stations and other new
public transport facilities, including bus/rail interchanges and park
and ride facilities will be permitted. |
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3 |
Development will not be
permitted that is likely to prejudice the provision of additional
rail tracks immediately to the north of the existing rail line between
Hough Green Station and Widnes North Station. |
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4 |
Development will not be
permitted that is likely to prejudice the provision of additional
rail tracks alongside the existing West Coast main rail line to the
west of the Daresbury Park development site in Runcorn. |
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JUSTIFICATION |
| 5 |
The opening of new stations will enable
more people to use the public transport network and thus reduce the
need to travel by private car. Providing new public transport facilities
will increase the prospects of more people travelling by a variety
of modes of transport other than the car, as will providing interchanges
between rail and bus. This will also increase the potential for access
to Liverpool Airport using public transport. |
| 6 |
It is important to safeguard sites and
access where new railway stations should be built. The Proposals Map's
diagrammatic notation indicates that a station in that location is
feasible. The notation is not however meant to define the station
site precisely. Planning applications that might prejudice new station
sites will therefore be assessed in consultation with the relevant
authorities. |
| 7 |
When preparing or assessing major new development
proposals within the vicinity of a proposed new station, consideration
should be given to providing the station or a commuted sum towards
the provision of the station as part of the development. This would
form part of the public transport provision required by policy TP1. |
| 8 |
The additional rail tracks between Hough
Green and Widnes North stations would provide a dynamic passing route
allowing additional stops without prejudicing running speeds on the
Trans-Pennine route. This would particularly be required if new stations
were to open on the line with an extension of Merseyrail electrified
trains. Slower trains stopping at all stations could be passed by
non-stopping trains running along the new line. |
| 9 |
The additional rail tracks alongside the
West Coast main line in Runcorn would provide a dynamic passing route
allowing additional stops without prejudicing running speeds on this
line. This would be required for a new station to be provided in East
Runcorn serving the East Runcorn Development Area. |
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TP5 TAXI RANKS AND
OFFICES |
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1 |
Planning applications for
taxicab offices will be considered in the light of any potential impact
of noise and disturbance on neighbouring occupiers, the availability
of adequate taxi and other parking provision, and highway safety.
Taxicab offices will not be permitted within predominantly residential
areas. |
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2 |
Taxi ranks should be provided
as part of major new leisure and/or retail developments. |
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JUSTIFICATION |
| 3 |
Taxis and minicabs are an important part
of the public transport system, supplementing bus and rail services
as well as providing a service in their own right. |
| 4 |
Taxicab offices can however give rise to
problems of noise, disturbance, parking and highway safety, particularly
if a 24-hour or late night service is in operation. Taxicab offices
need to be located in premises where disturbance to neighbours and
traffic congestion are kept to a minimum. |
| 5 |
Parking provision for taxicab offices do
not readily conform to any recognised standard. Discussions should
take place with the planning authority at an early stage in the development
of proposals to ascertain requirements. |
| 6 |
Taxi ranks are generally located within
town centres and provide a convenient means of transport, for example
at times when buses are not available and for people with heavy shopping.
Convenient and safe provision should therefore be made for taxi ranks
within major new development schemes within town centres. Major new
development for the purposes of this policy includes retail and leisure
developments over 2,500 sq. m. in size. |
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CYCLE NETWORK |
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TP6 CYCLING PROVISION
AS PART OF NEW DEVELOPMENT |
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1 |
Development will be required
to provide all of the following: - |
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a |
Safe and convenient cycle
access. |
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b |
Cycle links with existing
and proposed routes where opportunities exist. |
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c |
Safe, secure and covered
cycle parking in accordance with the minimum standards contained in
Appendix 1. |
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d |
Where a travel plan or transport
assessment indicates the likelihood of a large number of people travelling
to the development by cycle, then additional facilities for cyclists
should be provided as part of the development. |
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JUSTIFICATION |
| 2 |
The provision of a safe and convenient
cycle access as part of new development is important in providing
a choice of transport mode for all. The encouragement of cycling should
help reduce the need to use private cars. |
| 3 |
This cycle access must link into the existing
cycle network whether this is by providing a link to a cycle route
where a designated cycle route exists or by providing safe access
onto the road network. It is essential that new roads and junctions
be designed taking into account safety for cyclists. |
| 4 |
One disincentive to cycling is the lack
of secure cycle parking at destinations. This should therefore be
provided as part of new development. |
| 5 |
Additional facilities for cyclists will
encourage people to travel by cycle to and from a development. Facilities
will include shower and changing facilities. |
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PEDESTRIAN NETWORK |
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TP7 PEDESTRIAN PROVISION
AS PART OF NEW DEVELOPMENT |
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1 |
Development will be required
to incorporate safe and convenient pedestrian footways or other safe
pedestrian routes within the design and layout. |
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2 |
Pedestrian routes that link
into the existing pedestrian network and/or the Greenway Network,
to public transport and to local facilities should be provided where
appropriate. |
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JUSTIFICATION |
| 3 |
The provision of a safe and convenient
network of pedestrian routes is important in providing a choice of
transport mode for all. The encouragement of walking will help reduce
the need to use private cars. |
| 4 |
In order to encourage and enable pedestrian
access within, to and between developments it is essential that consideration
is given to the needs of pedestrians as an integral part of a development
scheme rather than on a piecemeal basis. |
| 5 |
In residential areas access roads will
normally have separately identified footpaths alongside a road carriageway
except where the access road is very short, there are clear visual
design reasons not to have a separately identified footpath, or where
the developer demonstrates it will be safer not to have a separately
identified footpath. |
| 6 |
Pedestrians often have to use potentially
unsafe routes. These routes may be unsafe due to conflict with vehicles
or unsafe in a threatening way, such as badly lit routes and overgrown
bushes, which contributes to the fear of crime. Consideration should
therefore be given to overall design, landscaping, furniture, signing
and lighting. |
| 7 |
Consideration must also be given to convenience
of routes. If the route is not convenient, short cuts may be taken
that may also lead to accidents or other incidents. Routes must be
convenient for people with mobility difficulties including people
with sensory impairment and other mobility problems by the provision
of for example suitable crossing places and ramps. (See policy BE1
General Requirements for New Development - Accessibility). |
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TP8 PEDESTRIAN IMPROVEMENT
SCHEMES |
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1 |
Pedestrian improvement schemes
will be implemented in town centres where they are considered appropriate,
in the interests of the environment and safety. The following schemes
will be implemented during the period of the Plan: - |
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a |
Regent Street, Runcorn
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b |
Widnes Road, North of Simms
Cross, Widnes |
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c |
Widnes Road, Simms Cross
to Victoria Square, Widnes |
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e |
Albert Road up to Ross Street,
Widnes |
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f |
Church Street (full pedestrianisation) |
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JUSTIFICATION |
| 2 |
Traffic within town centres can cause problems
and lead to conflicts with pedestrians. Pedestrian improvement schemes
are aimed at creating a safer, cleaner and more attractive environment
in town centres. |
| 3 |
Schemes should include the following where
appropriate: - |
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a |
High quality of design |
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b |
Rear servicing for shops |
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c |
Access for emergency vehicles |
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d |
Landscaping and seating |
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e |
Pedestrian crossing points |
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f |
Design that minimises the fear and risk
of crime |
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g |
Design that minimises potential hazards
and permits ease of access for all. |
| 4 |
Any scheme for Regent Street in Runcorn
will arise out of the Single Regeneration Initiative. The Widnes schemes
will be linked to the overall regeneration of the Town Centre. |
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TP9 THE GREENWAY
NETWORK |
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1 |
The "Greenway Network",
as identified on the Proposals Map, is made up of proposed and potential
off-road routes for walking, cycling and, where appropriate, horseriding,
connecting people to facilities and greenspaces in and around the
urban area and to the countryside. |
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2 |
Development proposals for
sites that incorporate a "greenway" will be expected to satisfy all
of the following requirements: |
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a |
The condition and appearance
of proposed routes should be enhanced. |
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b |
Potential routes should
be implemented. |
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c |
The route should be appropriately
segregated. |
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d |
Priority should be given
to pedestrians, cyclists and horse-riders at any junction. |
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3 |
Where development adjoins
a "greenway", improvements and extensions to the network, including
the provision of local spurs off the network to service the specific
development, will be sought through negotiation. |
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4 |
Development will not be
permitted if it would prejudice either of the following: |
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a |
Access onto or through the
network, unless specific arrangements are made for suitable alternative
linkages that are no less attractive, safe or convenient. |
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b |
The reasonable enjoyment
of the network by unacceptably affecting amenity for its users by
way of noise, smells or other forms of pollution. |
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JUSTIFICATION |
| 5 |
The concept of the "greenway network" is
a national initiative being promoted by the Countryside Agency. The
aim of the initiative is to provide networks of largely car-free,
off-road routes connecting people to facilities and open spaces in
and around towns, cities and to the countryside all over the country.
The Council is supportive of the aims of the initiative and is committed
to the development of a similar network in Halton. |
| 6 |
The network is intended for shared use
by people of all abilities on foot, bike or horseback, for healthy
commuting to work or school, for leisure and play. The Council hopes
that as well as encouraging more people to walk or cycle in their
leisure time, it will be more successful at encouraging people to
switch to walking or cycling for journeys to work or school. Not all
of the proposed greenway routes will at present be suitable for all
modes of transport (foot, bike, horse etc). The Bridgewater Canal
towpath for example is not safe in its current state for cyclists.
The Local Authority will look to improve the greenway network through
the implementation of this policy or through other initiatives. |
| 7 |
The "greenway network" is made up of proposed
and potential routes that have been identified in the Halton Greenways
Study (2000) undertaken by the Mersey Valley Partnership. Proposed
greenways are off-road routes where a definite route of some description
can be followed on the ground, and include footpaths, bridleways,
cycleways and rights of way. Potential greenways have been identified
where it would be good to develop greenways but where a line on the
ground cannot be followed or where the land is in private ownership
with no existing public right of access. |
| 8 |
The aim is to promote the shared use of
the network where possible and feasible. However, physical, financial,
maintenance and safety factors may prevent this on some routes. The
need to prevent undue user conflict and wider issues of user management
and safety will be important considerations in developing routes for
shared use. |
| 9 |
The Council also recognises that in order
to provide a workable network it will be necessary to link with on-road
routes in some areas and the public rights of way network. Where on-road
routes provide essential linking sections in the network, the Council
will develop "Quiet Road" schemes to encourage and enable motorised
vehicle users to give greater priority to walkers, cyclists and horse-riders,
allowing them to share use of the road space more safely. Cycle lanes
will also provide important linking sections and extensions to the
network and will be further developed during the Plan period. |
| 10 |
Some of the greenway routes will use existing
public rights of way. Support will be given to measures that protect
and enhance the recreational potential of the public rights of way
network. In particular, where public rights of way are affected by
development proposals, improvements to the network, including securing
new links from built-up areas, will be sought. The Council is currently
producing a Milestones Statement that will set local targets for the
management and improvement of the public rights of way network in
Halton. |
| 11 |
An effective network should not stop at
the Borough boundary. The Council will encourage a strategic approach
to the development of a network of greenways across local authority
areas as part of the Mersey Forest. The Mersey Forest is one of a
number of national greenways demonstration areas that are being supported
by the Countryside Agency. It will work with neighbouring authorities
to ensure that people can move more easily and freely by foot, cycle
or horseback. |
| 12 |
The Council recognises that the greenways
will run alongside some areas of industry and will not seek to prevent
or inhibit development to satisfy the operational requirements of
existing users unless there will be a threat to the reasonable enjoyment
of the route. |
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TP10 THE TRANS-PENNINE
TRAIL AND MERSEY WAY |
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1 |
The Trans-Pennine Trail
and the Mersey Way, as defined on the Proposals Map, are important
routes in the Greenway Network, as well as being important sections
of longer distance recreation routes. |
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2 |
Development incorporating
or adjoining the Trans-Pennine Trail or the Mersey Way will be expected
to comply with Policy TP9. |
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3 |
Proposals for the development
of recreational, tourism or other related facilities adjacent to,
and incidental to, the development and enjoyment of the Trans-Pennine
Trail or the Mersey Way will be permitted subject to the requirements
of other policies in this Plan being met. |
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JUSTIFICATION |
| 4 |
The Trans-Pennine Trail and Mersey Way
are important routes in the Greenway Network and as such are protected
by Policy TP9. They are also important sections of longer distance
recreation routes and therefore have a slightly different role to
that of other greenways. |
| 5 |
They provide valuable recreational routes
for the residents of the Borough, opening up the riverfront to public
access, enabling people without a car to gain access to the countryside
and providing pleasant and easily accessible informal recreational
paths. The Trans-Pennine Trail in particular is also an important
tourist asset, potentially bringing hundreds of walkers through the
Borough. The economic and tourism potential of such a throughput is
immense and will be a powerful means of improving the image of Halton.
|
| 6 |
The Trans-Pennine Trail is unique being
Britain's first robust multi-user long-distance recreational route
providing for walkers and cyclists with as much of the route as possible
suitable for horses and people in wheelchairs. It will generally follow
the route of the Mersey Way in Halton except in the vicinity of Hale
village where the Trail turns inland through the village to link into
the Speke area of Liverpool. |
| 7 |
A key element in the overall concept of
the Trans-Pennine Trail is the provision of associated facilities
for its users such as car parking, toilets, visitor centres, interpretative
facilities, cafes, pubs, restaurants and overnight accommodation.
The Council will encourage such facilities where they would enhance
the recreational and tourism role of the trail, subject to the proposal
complying with other policies in this Plan. |
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ROAD NETWORK |
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TP11 ROAD SCHEMES
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1 |
It is proposed that the
following road schemes be undertaken during the period of the Plan.
Planning permission will not be granted for development that is likely
to prejudice the construction of these roads. The routes to be protected
of the proposed road schemes are shown on the proposals map. |
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a |
Widnes Town Centre Circulatory
System, Widnes |
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b |
Peelhouse Lane Link, Widnes |
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c |
Upton Rocks Distributor
Road, Widnes |
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d |
The Runcorn Station access
road |
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These road schemes will be designed to
facilitate walking, cycling and public transport services. |
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JUSTIFICATION |
| 3 |
Additional road schemes that require further
study are included towards the end of the introduction to this Chapter. |
| 4 |
The Widnes Town Centre Circulatory System
is partially in place following the completion of the Green Oaks Centre
and associated road system to the east of the Town Centre. Completion
of the Circulatory System will aid ease of movement into and around
the Town Centre for all means of transport. |
| 5 |
The Peelhouse Lane Link is included as
a proposal in the Local Transport Plan for Halton. This would permit
better public transport and pedestrian access to the Town Centre. |
| 6 |
The Upton Rocks Distributor Road is partially
complete. It is essential that this is completed to reduce the impact
of traffic generated from the Upton Rocks housing area on surrounding
areas. It is also necessary for access to the most northerly housing
development site in this area, known as land north of Upton Rocks.
The developer of this site will be required to provide or make a contribution
to the provision of this road as appropriate. |
| 7 |
The Runcorn Station access road will cater
for traffic west bound from the new junction on the Runcorn Expressway
via Chapel Street and Greenway Road. This will be implemented as part
of a new commercial development scheme on land off Chapel Street.
Increased accessibility to the Station will help to encourage rail
use. |
| 8 |
PPG13 puts an emphasis on reducing the
need to travel by private car. These road schemes are considered essential
to the overall transport network in Halton. The schemes should therefore
maintain and improve the choice for people to walk, cycle or catch
public transport rather than simply make it easier for people to drive
to facilities. |
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TP12 CAR PARKING
|
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1 |
Appropriate levels of off-street
car parking will be required as part of new development in the interests
of highway safety. |
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2 |
Maximum car parking standards
are contained in Appendix 1. Car parking in excess of the standards
will not be permitted. |
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JUSTIFICATION |
| 3 |
The availability of car parking has a major
influence on the means of transport people choose for their journeys.
PPG13 (March 2001) states that policies in development plans should
set maximum levels of car parking, as part of a package of measures
to: - |
| |
- promote sustainable transport choices,
- reduce the land-take of development,
- enable schemes to fit into central urban sites,
- promote linked trips and access to development for those without
the use of a car, and
- tackle congestion.
|
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Appendix 1 of this Plan contains Parking
Standards. These are consistent with the approach set out in PPG13
and with standards contained in Regional Planning Guidance for the
North West, now termed Regional Spatial Strategy. |
| 4 |
The appropriate level of car parking required
as part of a new development will be dependent on the circumstances
of that development. Car parking up to the maximum allowed under Appendix
1 may not be appropriate for example where other transport choices
are available or where shared use of parking is available. However,
where it is considered that the level of parking provision proposed
would be so low as to be to the detriment of highway safety, the new
development would not be allowed. |
| 5 |
In providing parking spaces as part of
new residential development consideration should be given to the requirements
of 'The Building Regulations 1991, Access and Facilities for Disabled
People, Part M2 Section 6, Means of Access to and into the dwelling'.
|
| 6 |
Further guidance on the Council's policy
for appropriate levels of car parking for residential development
is given in Supplementary Planning Guidance on Residential Development
(2001). |
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SUSTAINABLE ECONOMIC
GROWTH |
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TP13 FREIGHT |
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1 |
New development within Primarily
Employment Areas, Action Areas or Proposed Employment Development
Sites that adjoin railways and waterways, including the Manchester
Ship Canal and the Weaver Navigation, and which utilises these facilities
for the transportation of goods, will be permitted. |
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2 |
The following sites have
been identified for freight transfer facilities: - |
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a |
Runcorn Docklands |
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b |
Ditton Strategic Rail Freight
Park |
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3 |
Development within primarily
employment areas, and employment development sites and Action Areas
will not be permitted if it is likely to prejudice the use of existing
or disused railway sidings or port facilities in the transportation
of freight. |
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JUSTIFICATION |
| 4 |
Opportunities exist to promote the sustainable
transport of freight within the Borough utilising rail and the waterways,
including the Manchester Ship Canal and the Weaver Navigation. In
addition to providing sustainable transport facilities, such proposals
would also create employment and much needed regeneration along the
rail and waterway corridors. |
| 5 |
Heavy goods vehicles can create noise and
air pollution, as well as adding to the problem of congestion on the
roads. Rail and water borne freight can help to alleviate these problems,
offering significant advantages in terms of speed, the avoidance of
congestion and environmental impact. |
| 6 |
Because of the history of the Borough,
Halton is in an advantageous position regarding the transfer of freight
from the road. The Manchester Ship Canal runs through the Borough
and there are docks within Runcorn. Various freight lines run into
the older industrial areas of southern Widnes and west Runcorn. Opportunities
for utilising such facilities should be maximised by allocating sites
for freight transfer facilities and protecting rail sidings from inappropriate
development. |
| 7 |
The Ditton Strategic Rail Freight Park,
allocated under Policy E7, promotes the creation of an intermodal
freight terminal that is considered to be of regional significance.
The Ditton Strategic Rail Freight Park was identified by the North
West Development Agency (NWDA) as one of 25 sites of regional importance
for encouraging inward investment into the Region. The Ditton Strategic
Rail Freight Park was also considered to be of regional significance
in creating a regional network of rail connected intermodal facilities. |
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ACCESSIBILITY FOR ALL |
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TP14 TRANSPORT ASSESSMENTS |
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1 |
A Transport Assessment will
be required to be provided as part of any proposal for employment,
residential, retail, leisure, services, education and health development
that will have significant transport implications. The scope of the
Assessment should reflect the scale of the development. |
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JUSTIFICATION |
| 2 |
Developments can have significant transport
implications. Transport Assessments should therefore be prepared in
order that a better assessment of a proposal can be made and to provide
a basis for discussion of the details of a scheme. |
| 3 |
The coverage and details of an assessment
will depend on the scale of the proposal. Assessments for major proposals
should: - |
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a |
Illustrate accessibility to the site by
all modes and the likely modal split to and from the site. |
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b |
Give details of proposed measures to improve
access by public transport, walking and cycling. |
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c |
Give details of proposed measures to reduce
the need for parking. |
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d |
Give details of proposed measures to mitigate
transport impacts. |
| 4 |
Major proposals for the purposes of this
policy are those which are included in Appendix 1 Transport Assessments.
For small schemes the Assessment should simply outline the transport
aspects of the application. |
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TP15 ACCESSIBILITY
TO NEW DEVELOPMENT |
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1 |
Development which increases
traffic to undesirable levels will not be permitted, unless improvements
to the transport network, including public transport links and pedestrian
and cycling routes, to alleviate traffic problems can be made. |
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JUSTIFICATION |
| 2 |
Undesirable levels are those which increase
vehicular traffic on surrounding roads up to or beyond the road capacity,
taking into account other allocated sites or development proposals
that will impact on these roads. Improvements should not be restricted
to the highway to increase the capacity for private vehicles, but
public transport improvements and pedestrian and cycling improvements
should also be considered. This will encourage and enable journeys
to be made to the new development by a variety of means of transport
and help in the aim of reducing the need to travel by private car.
|
| 3 |
The developer will be expected to pay for
any necessary improvements to the transport network and implement
such improvements before work on the development commences. |
| 4 |
Preparation and implementation of a green
travel plan may help to alleviate traffic problems and make a proposal
acceptable. |
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TP16 GREEN TRAVEL
PLANS |
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1 |
A green travel plan will
be required as part of a new development in all of the following circumstances:- |
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a |
Major development proposals
comprising jobs, shopping, leisure and services. |
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b |
Smaller development proposals
comprising jobs, shopping, leisure and services which would generate
significant amounts of travel in or near to air quality management
areas. |
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c |
Where the green travel plan
will help to address a particular local traffic problem associated
with the proposal, which might otherwise have to be refused on local
traffic grounds. |
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d |
Proposals for new and expanded
school facilities (school travel plan). |
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2 |
Where a green travel plan
is not required, developers will be encouraged to prepare one where
appropriate in the interests of sustainability. |
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JUSTIFICATION |
| 3 |
Major development for the purposes of this
policy are those which are included within Appendix 1 Transport Assessments.
|
| 4 |
Services includes education and health
uses. |
| 5 |
PPG13 (March 2001) states that the Government
wants to help raise awareness of the impact of travel decisions and
promote the use of travel plans. Green travel plans are aimed at delivering
sustainable objectives including: |
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a |
Reductions in car use. |
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b |
Increase in use of walking, cycling and
public transport. |
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c |
Reduced traffic speeds and improved safety. |
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d |
More environmentally friendly delivery
and freight movements. |
| 6 |
Green travel plans have a role to play
in providing information about the benefits and availability of alternative
transport modes, and can help encourage travellers to consider not
only their mode of transport but even the necessity of making the
trip. |
| 7 |
Where a green travel plan is required then
some or all of the plan may be made binding through either conditions
attached to a planning permission or through a planning obligation. |
| 8 |
In some circumstances, where the development
proposed does not fall under the criteria of this policy for the requirement
of a green travel plan, it may still be appropriate for a plan to
be prepared. Whilst this is not a requirement, developers will be
encouraged to prepare such a plan. Such circumstances may include
for example where a development is below the standards for definition
of "major" development included in Appendix 1, but still employs or
attracts a significant number of people. |
| 9 |
School travel plans should promote safe
cycling and walking routes, restrict parking and car access at and
around schools, and includes such things as on-site changing and cycle
storage facilities. |
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SAFETY FOR ALL |
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TP17 SAFE TRAVEL
FOR ALL |
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1 |
Transport schemes will be
designed to maintain or improve safety for pedestrians, cyclists,
public transport users and drivers. |
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2 |
Development will be required
to provide safe access in to the overall transport network and safe
on-site circulation to avoid danger to pedestrians, cyclists, public
transport users and drivers. |
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JUSTIFICATION |
| 3 |
Transport schemes include new roads, new
junctions, and changes to the highway network as a result of a development
proposal, pedestrian and cycle routes, traffic management schemes
and bus priority measures. |
| 4 |
The reduction of the number of deaths and
injuries from road accidents in the Borough is a key priority. The
Local Transport Plan puts a high priority on Local Safety Schemes,
traffic calming and reducing accidents on the Runcorn Busway. These
proposals are mainly in relation to the existing transport network.
It is considered essential that these schemes are supported by measures
to ensure that new development helps improve transport safety. |
| 5 |
RPG for the North West, now termed Regional
Spatial Strategy, gives a target of a minimum 40% reduction in the
number of people killed or seriously injured in road accidents by
2010, compared to the average for 1994 to 1998. In addition, it gives
a minimum target of 50% reduction in the number of children killed
or seriously injured. The national target of 10% reduction in slight
casualty rate should be bettered. The Local Transport Plan contains
specific targets for Halton. The UDP will aim to help to achieve these
targets. |
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TP18 TRAFFIC MANAGEMENT
|
| |
1 |
Development will be required
to incorporate traffic management and traffic calming measures wherever
such measures would encourage walking and cycling, improve highway
safety and improve the quality of local neighbourhoods. |
| |
JUSTIFICATION |
| 2 |
The Local Authority will be undertaking
traffic management measures within the Borough, particularly as part
of Local Safety Schemes. Where new development impacts on the highway
network, additional traffic management measures may be appropriate.
Priority areas for such measures will be within new developments such
as new housing areas, in existing residential areas, shopping areas
and near to local facilities such as schools. These are areas where
it is most likely that pedestrians will come into conflict with motor
transport. |
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THE ENVIRONMENT |
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TP19 AIR QUALITY |
| |
1 |
In areas where air quality
is shown to be poor due to pollution from transport sources, new development
that generates traffic which will create additional pollution or intensify
the pollution problem will not be permitted. |
| |
JUSTIFICATION |
| 2 |
The guidance note on Air Quality and Land
Use Planning issued under section 88 of the Environment Act 1995 states
that in determining a planning application it will be important to
consider the impact of development in terms of the air quality caused
by both the operational characteristics of the development and the
traffic generated by it. This policy relates to pollution caused by
traffic generation in locations where air quality is already poor. |
| 3 |
The Council is currently preparing an Air
Quality Management Strategy for Halton. This will identify areas where
pollutants may not meet the Government's Air Quality Objectives by
2005 unless action is taken at the local level. If such areas are
identified they will become Air Quality Management Areas and action
will be taken within these areas to relieve the identified air quality
problem. |
| 4 |
An initial study of air quality in Halton
has identified "hot spots" where three pollutants may not meet Air
Quality Objectives. These pollutants are nitrogen dioxide, PM10 and
sulphur dioxide. The problem occurs around West Bank in Widnes and
Runcorn on the Mersey due to proximity of industry and the congested
Silver Jubilee Bridge. Further work is being undertaken in relation
to these "hot spots" and if this shows that Air Quality Objectives
will not be met by 2005 then they will be declared Air Quality Management
Areas. |
| 5 |
Within any potential or designated Air
Quality Management Area, new development should not add to the pollution
levels or create additional pollution problems. In terms of transport
and land use within such areas, development that is only accessible
by the private car would not be acceptable for example. However development
may be acceptable: - |
| |
a |
where the development is accessible by
alternative means of transport other than the private car and it is
shown that this will be utilised by those accessing the development; |
| |
b |
where the development is mixed encouraging
and enabling cycling or walking between various facilities, thereby
reducing the number of journeys made by the private car. |
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TP20 LIVERPOOL AIRPORT |
| |
1 |
Proposals arising from the
Local Transport Plan's Surface Access Strategy that would improve
surface access to and from Liverpool Airport will be permitted. |
| |
JUSTIFICATION |
| 2 |
It is recognised that Liverpool Airport
is a key transport facility for the Borough. Surface links to the
airport are at present poor and require improvement. |
| 3 |
The Local Transport Plan for Halton contains
a Surface Access Strategy. This includes measures such as providing
new and improving existing rail and bus services to the airport from
the Borough. This policy is aimed at supporting this strategy. |
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