TRANSPORT INTEGRATION

Introduction

Part 1 policy LUT1 sets out the land use/transportation strategy for the borough, to establish the essential link between land use and transport that underpins the UDP's approach to sustainable development through regeneration. It is consistent with and carries forward the principles set out in the Council's approved Local Transport Plan (LTP), which is referred to in greater detail below.

Part 2 policies are designed to work together, to apply the Council's commitment to integrated transport to the development of an appropriate land-use/transportation structure for the borough and, through the development control process, to the full range of specific development proposals as they arise through planning applications or are precipitated through other initiatives, such as preparation of supplementary planning guidance or planning briefs for particular areas and sites.

National Planning Policy Guidance

Sustainable development has had a profound influence on the relationship between land use planning and transportation. The Transport White Paper 'A New Deal for Transport: Better for Everyone' (1998) promotes increased personal choice by improving alternative modes of transport and to secure sustainable long-term mobility. It has helped to shape the latest version of PPG13, 'Transport'.

PPG13's objectives are to integrate planning and transport at the national, regional, strategic and local levels to:

• promote more sustainable transport choices for both people and for moving freight;
• promote accessibility to jobs, shopping, leisure facilities and services by public transport, walking and cycling; and
• reduce the need to travel, especially by car.

Key aspects of PPG13 are that local authorities should:

• actively manage the pattern of urban growth to make the fullest use of public transport, and focus major generators of travel demand in city, town and district centres and near to major public transport interchanges;
• ensure that employment, shopping and leisure developments offer a realistic choice of access by public transport, walking, and cycling;
• locate day to day facilities which need to be near their clients in local centres so that they are accessible by walking and cycling;
• ensure that the development plan and local transport plan complement each other and that consideration of development plan allocations and local transport investment and priorities are closely linked;
• use parking policies, alongside other planning and transport measures, to promote sustainable transport choices and reduce reliance on the car for work and other journeys;
• give priority to people over ease of traffic movement and plan to provide more road space to pedestrians, cyclists and public transport in town centres, local neighbourhoods and other areas with a mixture of land uses;
• ensure that the needs of disabled people are taken into account in the implementation of planning policies and traffic management schemes, and in the design of individual developments;
• protect sites and routes which could be critical in developing infrastructure to widen transport choices for both passenger and freight movements.

The LTP was guided by the provisions of the Transport Act 2000, and also takes account of the National 10-Year Transport Investment Plan, Road Traffic Reduction and Targets Acts (1997 and 1998) and the United Kingdom Air Quality Strategy 2000.

Regional Spatial Strategy

The policies in this chapter of the UDP reflect RSS policies DP1 'Economy in the Use of Land and Buildings'; UR3 'Promoting Social Inclusion through Urban Accessibility and Mobility'; UR10 'Greenery, Urban Greenspace and the Public Realm'; T2 'The Regional Rail Network'; T3 'The Regional Highway Network'; T6 'The Region's Ports and Strategic Inland Waterways'; T7 'Freight Transport'; T9 'Demand Management'; EC10 'Tourism and Recreation'

Local Strategy/Part 1 Policy

The land use/transportation strategy incorporated in the UDP and expressed through policy LUT1, is strongly influenced by objectives and principles of the approved LTP, centred on the theme of integration of transport modes and of land use and transport in the wider sense. Specific proposals contained in the LTP, which have a land-use dimension, and therefore require allocation or the safeguarding of land are taken on board in the UDP.

The development of the LTP took account of a range of local factors, understanding of which is also relevant to the UDP. Notable among these were:

• the high level of cross-boundary journey-to-work flows between Warrington and other areas; out and in-commuting accounting for 50% of all travel-to-work journeys undertaken in Warrington;
• a forecast levelling-off of population in the period up to 2006, with a gradual reduction thereafter, assuming that the currently-proposed housing requirement in the draft RPG (now RSS) review is confirmed;
• the continuing strength of the local economy

It was also to be set in a prevailing strategic context in which:

• development had been successfully attracted by the good road network, but which was heavily road-based as a consequence;
• new housing had been provided mainly in dispersed low-density estates, but the form of the Chapelford Urban Village was an attempt to learn from this;
• it was difficult to serve the new housing and employment settlement pattern by public transport;
• people needed to travel longer distances to access facilities;
• walking and cycling were discouraged, but use of cars was encouraged;
• the distinct character of the new and old town areas had led to different types of problem prevailing in each area;
• the Council was moving towards co-ordination of its LTP and UDP;
• there was a strong need to consider Warrington's development in its regional context;
• the relatively small scale of the central business district and limited tourism economy meant that park-and-ride would be unlikely to be successful in the short term.

Taking account of this strategic context and specific local factors relating to congestion; traffic management and maintenance; parking; freight; road safety; air quality; public transport; cycling; walking; and identification of 'hot-spots' characterised by overloading of the highway network, a series of strategies was developed. These were set within the context of agreement upon a transport mode hierarchy for the borough, designed to encourage and provide improved facilities for the alternatives to the private car, in the following order of priority:-

1a Walking

1b Public Transport and Licensed Taxis (Hackney Carriages)

2 Cycling

3 Motorcycles

4 Private Hire and Multiple-Occupancy Vehicles

5 Single-Occupancy Vehicles

The individual strategies were for:

• Walking
• Public Transport
• Motorcycles
• The Car
• Freight
• Road Safety
• Cycling

Policy LUT1 fully acknowledges the transport mode hierarchy and establishes a framework which has helped to reinforce the UDP's strategic approach to ensuring that as much as possible of Warrington's continuing development to 2016 is achieved by efficient use of previously-developed land and buildings, including recognition of the advantages of promoting the highest intensity of uses in locations which are accessible to the most environment-friendly transport modes as reflected in the hierarchy of modes.

The policy also provides a comprehensive framework for applying the principles of integration of land-use and sustainable transport provision through development control.

The part 2 policies and proposals address a wide range of specific modal and operational issues within the framework of that policy, insofar as they have expression in land-use terms and, in most cases, draw upon the findings of the Warrington Integrated Transport Study.

Whilst the study was aimed primarily at providing a framework for, and justification of, transportation policies that would be immediately applicable and of specific schemes to be implemented in the period up to 2006, it has also given rise to an evaluation of the performance of major transportation proposals to be developed for possible implementation in the post-2006 period.

20 schemes or groups of major transport schemes have been tested through this evaluation. These have given rise to, or significantly influenced the form of a number of part 2 UDP policies, notably LUT8 'Safeguarding of Public Transport Infrastructure Proposals', LUT16 'Park-and-Ride Facilities', LUT17 'Disused Transport Infrastructure', and LUT19 'Safeguarding of Land Required for Transport Schemes'. The purpose has been to identify the most effective highway and public transport proposals from those which have been held as potential major improvement schemes or schemes that could utilise alignments or be developed within corridors which have been protected through either statutory or non-statutory measures.

The study included the development of modelling tools designed to allow the forecasting of future travel demand and the evaluation of transportation measures and strategies against such levels of demand. Of the two models developed, the strategy model has taken population and land-use forecasts and produced estimates of travel demand for any given year. The transportation policies and proposals set out in part of the UDP have arisen from, and been justified on the basis of applying the second model, the detailed network model, to a scale, distribution and mix of land-uses which is consistent with the UDP's overall land-use strategy. This evaluation has been able to take account of possible modal shift, resulting from changes in the relative attraction of competing transport modes.

Two schemes performed sufficiently well to be considered fundamental to the LTP for 2001-2006. One of these, the Bridgefoot By-Pass, is the subject of a firm proposal for implementation and is therefore addressed by a proposal in the UDP to safeguard a route for its expected implementation by 2006. The other, development of an Urban Traffic Management and Control (UTMC) system, does not have direct land-use implications.

The performance of a number of other schemes tested did not warrant their being taken forward in the first LTP period, whilst others were envisaged to be developer-funded and therefore outside the scope of the LTP.

Those other schemes have undergone further evaluation as to whether or not they should form part of the post-2006 transportation programme. Those which have been justified are now the subject of specific proposals in the UDP.

The background against which these outcomes have been determined included the assumption that the LTP for 2001-2006 will be fully implemented (including a programme of integrated transport measures, Bridgefoot By-Pass and UTMC).

All schemes have been tested to a forecast year of 2011 and have been evaluated in the context of an assumption that the range of additions and changes to the borough transport infrastructure will have been implemented, as follows:

• M62 Junction 8 and Gemini Link Road (completed);
• Pewterspear Distributor and Stretton Road (completed);
• New roundabout at Birchwood (completed);
• Cockhedge Roundabout reduced entry widths (does not involve works outside the highway, therefore not requiring safeguarding through the UDP);
• Local improvements for cycle lanes (not requiring safeguarding through the UDP);
• Old Liverpool Road Traffic Calming (not requiring any specific proposal through the UDP);
• Sankey Way improvements (not requiring safeguarding through the UDP);
• UTMC implementation and traffic signal re-optimisation (not requriing any specific proposal through the UDP);
• Bridgefoot Environmental Enhancement and By-Pass (route of By-Pass safeguarded through the UDP);
• Bus priority on all main radial routes into the town (shown on the LTP proposals plan for 2001-2006).

The most fundamental issues addressed in determination of the borough's transportation policy for the period beyond 2006 were:

• the relative merits of removing through-traffic from the borough and the congestion effects on the strategic motorway network, and
• whether the implementation of measures to assist public transport should be at the expense of the private car.

It has been recognised that, in each case, a balance has to be struck between two extremes. In the former case, it has been accepted that strategic traffic should not be encouraged to use the borough's local roads, except where that traffic has a destination or origin within the borough.

This is reflected in a revised signing strategy being developed with the Highways Agency. In the latter case, whilst re-allocation of road space in favour of public transport is embraced, undue constraint on car access is a perceived threat to the attractiveness of the borough for major employers. These considerations have guided the decisions as to the specific policies and proposals included in the UDP.

The specific 'corridors' and areas examined through the process of determining the policies and proposals for inclusion in the UDP and other potential schemes that are not proceeded with, were as follows:

a) North-South Route: a route originally protected in accordance with the Warrington New Town Outline Plan, through which a proposal had been developed for a route from Padgate to Stretton, involving a new high-level crossing of the Manchester Ship Canal, replacing the current Cantilever Bridge. Safeguarding of the northern-most section of the corridor from Padgate to Farrell Street (Fairfield) was dropped by Cheshire County Council (then the Highway Authority) prior to Warrington being granted unitary status. The County Council had also withdrawn the safeguarding proposal from the remainder of the corridor (south of Farrell Street) but the Council resolved, prior to its assuming Highway and Transport Authority powers, to continue to safeguard that section, initially through the Warrington Borough Draft Local Plan and more recently (since procedures in relation to the local plan were discontinued) on a non-statutory basis, pending consideration of the findings of the Warrington Integrated Transport Study.

b) East-West Route: another major proposal of the Warrington New Town Outline Plan. Unlike the North-South Route, one major part (Birchwood Way) has been built, but others (the Long Lane Diversion, which would continue Birchwood Way westward to A49-Winwick Road, and a further, westerly extension from Winwick Road to Cromwell Avenue at Westbrook) have not been. Birchwood Way was constructed in such a way as would allow for its conversion into a dual carriageway, if needed.

c) Manchester Ship Canal Company Public Transport Corridor: a former railway line from Altrincham to Warrington Bank Quay via Lymm and Latchford, including an old high-level bridge over the canal. It has been evaluated as a guided busway from Altrincham and assessment has been undertaken of a hypothetical extension of the Manchester Metrolink and also a heavy rail route beyond Altrincham to serve Warrington.

d) A49 Public Transport Corridor: a corridor for which Bus Priority measures had already been assessed as part of the evaluation for the LTP to 2006. An alternative, involving use of a parallel route for public transport using Longshaw Street, Folly Lane, Dallam Lane and Tanners Lane, with a new 'bus only' link northwards to Cromwell Avenue, has been considered.

e) Rail Scenarios: based on assessment of a revised rail service definition, against a 2006 full LTP implementation background, including the assumption that a new station will be provided at Chapelford Urban Village, with no station closures and an approximate doubling of service frequency on the Trans Pennine rail axis, through Warrington Central Station.

f) A variety of possible measures offering potential for improving transport interchange opportunities at rail stations, addressing social exclusion through serving 'marginal' areas for conventional transport, and Best Value; through possible integration with community transport and Social Services have also been considered within the ambit of 'Demand Responsive Transit' (DRT).

It is against this background that the specific safeguarding proposals which follow have been determined. Detailed justifications, in each case, are set out in the reason and explanation. In summary, the UDP's position in relation to the schemes which have been assessed is as follows:

North-South Route

This has been rejected, apart from a small area safeguarded for a possible new high-level crossing of the Manchester Ship Canal (between Ackers Road, Stockton Heath and Station Road, Latchford); the Howshoots Link (between Grappenhall Heys and the Stretton Airfield Link Road), together with the associated Wrights Green District Distributor Road was supported as a developer-funded scheme but this will not proceed during the plan period as associated new town housing developments on approved greenfield sites will not be needed in order to meet the housing requirement until at least 2016.

The alternative to the elements of the overall North-South Route (including the South Warrington Link and Latchford Relief Roads for which non-statutory safeguarding policies were previously operated by the Council) is a lower-cost on-line improvement, with provision for a new or replacement high-level bridge.

A49 Dallam Lane/Folly Lane/Longshaw Street Bus Priority Corridor

This is supported and will be promoted through the LTP. It will utilise the existing highway and require localised junction improvements along its entire length, with priority at all key junctions for public transport. Land required for the new 'bus only' link between Longshaw Street and Cromwell Avenue will be safeguarded on the Proposals Map.

East-West Route

The Long Lane Diversion is supported through the UDP and a safeguarded corridor identified on the Proposals Map. Land to provide for dualling of the sections of Birchwood Way not yet dualled is also safeguarded. The schemes will be provided through the LTP, and developer-contributions sought. There is recognised potential for park-and-ride sites to be developed in association with these schemes, and appropriate sites will be identified in accordance with the criteria-based policy for park-and-ride (policy LUT16).

The Northern East-West Route west of A49 Winwick Road has been assessed as not warranting inclusion in a safeguarding policy. The section between the St Helens Canal and Cromwell Avenue will, however, be protected through the UDP's policies relating to protection of urban greenspace and of the proposed greenway network. It is unnecessary for the UDP to include a specific policy to discontinue safeguarding from any part of the previously-proposed route west of Winwick Road, since it has been safeguarded only on a non-statutory basis, and not included in any adopted development plan or the Council's LTP.

Burtonwood Bypass

No alignment has been determined for this potential scheme to the south-west of Burtonwood village. Its purpose is to complement M62 Junction 8 in the event that traffic assessments demonstrate that adverse impacts will arise from development at the Omega site in and around the village. It would also provide improved access to development sites in north-west Warrington. A developer-funded scheme was supported through the draft UDP, but it is not appropriate to identify a corridor or alignment for safeguarding through the UDP at this stage.

Manchester Ship Canal Company Public Transport Corridor

This route is not the subject of a specific safeguarding proposal. Its protection for any possible future transport scheme is covered, in general terms, (as with other disused former transport corridors), by policy LUT17 of the UDP.

Rail Scenarios

Safeguarding for the proposed new railway station at Chapelford Urban Village is included in policy LUT8 of the UDP and is indicated on the Proposals Map.

Local Transport Plan 2006 - 2011

Work commenced on the LTP2 in 2004 in the context set by new government guidance, the process is expected to be completed by mid 2006. It will be necessary to review the UDP transport policies in light of LTP2, in particular the schemes presently safeguarded by policy LUT19, and this will be done as part of the Core Strategy preparations within the Local Development Framework

LUT2 TRANSPORT PRIORITIES IN DEVELOPMENT CONTROL

Access, parking, and circulation arrangements, and other transport measures associated with proposals submitted to the Council for planning permission should reflect the following priorities as set out in the Local Transport Plan:

1. walking

2. public transport

3. cycling

4. motorcycling

5. licensed taxis and private hire/multi-occupancy vehicles

6. single-occupancy vehicles

Development proposals, which would otherwise not be approved by reason of the resulting generation of private car trips causing unacceptable congestion or detriment to public safety, may be granted subject to conditions or planning obligations providing for measures to reduce private car trips, through providing and promoting sustainable transport initiatives reflecting the above priorities. Relief of congestion by improvements to highway capacity for private car use will only be considered as a last resort should effective alternative measures prove impractical or inappropriate. Measures should be formulated and implemented in a Travel Plan.

Policy Derivation:

PPG12, PPG13

Warrington Local Transport Plan

Reason and Explanation:

1. This policy adopts the mode hierarchy established in the LTP as a material consideration in determining whether the design of development proposals and associated transport related measures reflect the Council's transport priorities. Consultation highlighted the importance the public attach to different forms of transport.
2. Proposals for housing development will be expected to conform with the design principles set out in 'Places, Streets, and Movement', DETR 1998.

Area of Coverage:

Borough-wide

Other Related Policies:

LUT1, LUT3, LUT5, LUT6, LUT7, LUT8, LUT9, LUT10, LUT21, DCS2

LUT3 WALKING

The Council give the highest priority to the needs and safety of pedestrians. All new development will be required to make provision for, and have no detrimental impact on, safe, secure, convenient, and attractive pedestrian access from its locality. Development should:

1. integrate with and provide for pedestrian links, routes, networks, the greenway network, and public rights of way in a convenient manner that reflects the priority afforded to walking;

2. give pedestrians priority over other road users;

3. not exclude disadvantaged groups by poor design or attention to detail;

4. have direct pedestrian access from the public realm wherever possible, and clear through-links wherever appropriate;

5. relate the proposal to the development of a borough-wide pedestrian route network in accordance with the Council's Walking Strategy;

6. provide for the extension of the pedestrian route network or provision of links within it, wherever appropriate in relation to its transportation and leisure function;

7. link the development to nearby bus-stops by the most direct pedestrian route;

8. be near to their clients in local and rural service centres and adopt measures to ensure safe, secure and easy access, particularly by walking; and

9. encourage links to the countryside.

Policy Derivation:

PPG12, PPG13

Reasons and Explanation:

1. As part of the Council's commitment to providing alternatives to the private car, a mode hierarchy has been established within which walking has been given priority over all other modes of travel.
2. Walking is the most popular mode of travel for short journeys, nationally 82% of all journeys less than 1 mile are walk trips.
3. Walking as a mode of travel has many benefits - it is socially inclusive, sustainable, has many health benefits for the individual and forms the basis of all transport systems - nearly every trip starts and ends with an element of walking.
4. The National Walking Strategy, published by DETR in 2000, recognised the need for local authorities to implement policies and improvements on the ground to promote walking as a mode of travel.
5. Warrington in particular is well-suited to walk trips. The borough's compact nature means that 86% of the population lives within 3 miles of the town centre.
6. Not only has walking a role to play as a mode in itself, but also 'walk-and-ride' trips, which include an element of public transport. For this reason, pedestrian links and facilities to public transport are crucial to promoting sustainable travel.
7. Resources for walking improvements will be made available from the funding secured through the LTP bid process.

Area of Coverage:

Borough-wide

Other Related Policies:

LUT2, LUT4, LUT10, LUT11, LUT15

LUT4 INCORPORATION OF PUBLIC FOOTPATHS WITHIN DEVELOPMENT PROPOSALS

1. Where a public footpath crosses a development site, the route should be incorporated within a landscaped setting and integrated into the structure of the development.

2. Where a public footpath adjoins the site, development proposals should include access to it in an appropriate setting having regard to the enjoyment of its use.

Supplementary Planning Guidance:

Protection of Trees on Development Sites

Policy Derivation:

PPG12

Reasons and Explanation:

The UDP aims to conserve the natural beauty and amenity of the land. This includes retaining and enhancing the natural assets of sites which come forward for development or redevelopment, and an effective way of achieving this is to locate landscape or open space areas so as to incorporate those features. Wherever possible, the siting of open space should also take account of features and open spaces on neighbouring or nearby sites and the potential for creating visual and functional network links. The encouragement of such features can make selected lanes more attractive for walking, and may also contribute to nature conservation. Further reference is made in policies DCS6 and GRN22.

In specific cases there may be a need to divert public footpaths within a landscape setting to provide an appropriate alignment within the structure of a development.

Area of Coverage:

Borough-wide

Other Related Policies:

LUT1, LUT2, LUT15, DCS6, GRN22

LUT5 CYCLING

The Council has identified, through the Local Transport Plan, a network of routes for cyclists. The Council gives a high priority to cycling and will encourage the use of cycles on both on and off-road routes by:

1. requiring the provision of secure cycle parking and appropriate changing facilities within employment, retail, leisure, entertainment, education, health, and community developments and at transport interchanges throughout the borough.

2. requiring such developments in the town centre to provide changing facilities;

3. protecting the network from development that would cause disruption or other negative impacts;

4. requiring the provision of safe, direct, and attractive routes and conditions for cyclists in new development and in highway proposals, well related to the identified network;

5. requiring development proposals to incorporate measures to give cyclists priority over private cars.

Policy Derivation:

PPG12, PPG13

Warrington Local Transport Plan (including Warrington Cycling Strategy)

Reason and Explanation:

1. Cycling has an important role to play in the future transport system in Warrington. This is supported within the LTP mode hierarchy and Warrington Cycling Strategy.
2. It is also recognised that potential exists for encouraging cycle journeys in the borough, both for short-distance commuting and for longer-distance recreational purposes.
3. The Council will ensure that development does not sever routes used by cyclists or unjustly prejudice accessibility by cycling. The Unitary Development Plan includes a number of policies and proposals to ensure that cyclists are not prejudiced by new development and gives effect to the Warrington Cycling Strategy Policy CP8: Planning Control .
4. The Council will make use, where appropriate, of planning obligations and or planning conditions to secure cycle infrastructure to aid cyclists and improve the network as a whole. Where significant developments abut or are in close proximity to parts of the identified network that have yet to be implemented, the Council will seek provision, or contribution to the provision, of that part of the network by the developer. This provision will be achieved either by legal agreement prior to the granting of planning permission or inclusion in the application if the proposed line of the route can be accommodated within the site. In determining planning applications for development proposals that include highway works the Council will have regard to the requirements of cyclists and Policies CP1, CP3, CP4, and CP9 of the Warrington Cycling Strategy.
5. In accordance with the above policy objectives, all land-use and highway development should be subject to a cycle audit procedure to ensure that development considers improvements to and has no negative impact on the coherence, directness, safety, attractiveness and comfort of routes used by cyclists.
6. Where appropriate, measures to make the use of new and existing roads safe and convenient for cyclists will be implemented in preference to segregation. Route design will consider the following approaches in descending order of preference:
   1. Traffic reduction
   2. Traffic calming
   3. Junction treatment and traffic management
   4. Redistribution of the carriageway
   5. Cycle lanes and cycle tracks.
7. The network of cycle routes which has been identified in the Local Transport Plan is comprehensive, and as it is gradually implemented, will provide opportunities for cyclists to make journeys safely to an increasing range of facilities and locations, and to park their cycles securely where possible. The emphasis in identifying the components of the network has been on creating links between the "functional" elements of the network, e.g. journeys to work, shops, community facilities, with recreational elements.
8. It is recognised that a combination of different forms of provision will have to be assembled, in order that an extensive network may be built-up within a reasonably short time-scale.
9. Potential exists for the provision of cycle routes within the developing network of Greenways, as provided for in Policy LUT15.
10. Cyclists are permitted to use the "Bus-Only" lanes provided in accordance with the Local Transport Plan's priority for public transport and generally "environment-friendly" transport schemes.
11. Safe and secure provision for cycle journeys and cycle parking will be an important part of the long-term strategy of discouraging unnecessary car journeys. In the design of such provision, conflict with pedestrians will need to be avoided.
12. Employers will be required to provide secure and accessible parking at workplaces through planning conditions in respect of new development in accord with Policies LUT20 and LUT21.
13. The provision of cycle parking facilities in association with development of public transport termini and interchange points and community facilities (particularly those which are likely to be foci of journeys from a neighbourhood or village-scale catchment area) will be sought wherever such opportunities arise.
14. The Council will encourage new access to Mersey Forest sites to provide a better network and increased use of natural areas.
15. Planning conditions, where appropriate, will be used to secure cycle infrastructure to aid cyclists and improve the network as a whole.
16. Development must not sever routes used by cyclists or prejudice accessibility by cycling.

Area of Coverage:

Borough-wide

Other Related Policies:

LUT1, LUT2, LUT7, LUT10, LUT11, LUT15, LUT17

LUT6 MOTORCYCLING

Proposals for employment, retail, leisure, entertainment, adult education, health care and community development will be required to provide safe and secure motorcycle parking places.

Policy Derivation:

PPG13

Warrington Local Transport Plan

Reason and Explanation:

1. Motorcycles have been afforded priority above private hire vehicles and private cars within a mode hierarchy established by the Council. The term 'motorcycle' is used for simplicity and should be taken to include all forms of powered two-wheeler transport including mopeds, scooters and motorcycles.
2. Household surveys carried out in 2000 for the LTP indicate that 4% of households in Warrington have access to a motorcycle. As a valid mode of travel, motorcyclists can expect safe, secure and convenient parking facilities at new developments.
3. The encouragement of motorcycling can give environmental benefits when replacing trips which would otherwise be made by the private car.

Area of Coverage:

Borough-wide

Other Related Policies:

LUT1, LUT2

LUT7 PUBLIC TRANSPORT

The Council will direct development which would generate significant additional journeys to locations close to important public transport nodes or areas within easy walking distance (i.e. 300 metres maximum) of a high quality bus service (as defined in the Local Transport Plan. Where this is not achievable, the Council will require a high quality public transport service to be provided as part of the development.

Development should wherever possible contribute to the improvement of bus facilities and services and give buses full access and priority over the private car. Development which would adversely affect existing or proposed bus facilities and priority measures, or which does not make adequate provision for buses, will not be allowed.

The Council will support development proposals which maintain or enhance passenger train services on lines passing through the borough, and will not permit development that would reduce the attractiveness of rail travel.

Policy Derivation:

PPG12

Warrington Local Transport Plan

Reason and Explanation:

1. The likely availability and use of public transport is a very important factor in assessing whether a development proposal is appropriately located, and whether it will contribute to the aim of reducing the need to travel by private car. It is particularly important in relation to uses which are likely to attract or employ large numbers of people. It is also important in ensuring that people without a car are not denied access. In this way, the Council can ensure that it is adopting a consistent approach in its efforts to promote quality bus routes through the LTP, and in its decisions on land-use and development matters.
2. PPG13 makes it clear that major public transport nodes, and especially major transport interchanges, should be the preferred locations for travel intensive development. In this regard, this policy and the part 1 policies relating to town centre uses are complementary. The policy also provides the basis upon which the Council will seek to negotiate for improvements to public transport provision as part of development proposals, where necessary.
3. The LTP also addressed the issue of bus priority measures on the key radial routes and transport corridors in the borough, and explores the scope for the introduction of park-and-ride schemes (see policy LUT16). The Urban Traffic and Management Control system (UTMC) will bring reduced journey times for buses. Specific measures are incorporated into the UTMC scheme to give priority to public transport vehicles on the approaches to, and at, key junctions on radial routes.
4. The policy also expresses the Council's support for development which will enhance the local rail network. A proposed new station at Chapelford Urban Village is the subject of policy LUT8. The Council supports the improvement of Manchester to Liverpool corridor railway stations to develop enhanced service levels on local and cross-country services, including the provision of more and improved rolling stock.
5. Developer contributions to the transport infrastructure will be encouraged where a development proposal will have significant effects on the present public transport network.
6. The Council can also help by pressing operators to improve the timing and frequency of services, change or introduce routes to meet new demands, and make vehicles safer, cleaner, more attractive and comfortable.

Area of Coverage:

Borough-wide

Other Related Policies:

LUT1, LUT2, LUT8, LUT16, DCS2, TCD2, TCD3, TCD4, TCD5, TCD6

LUT8 SAFEGUARDING OF PUBLIC TRANSPORT INFRASTRUCTURE PROPOSALS

Development which would prejudice the implementation of the following public transport initiatives will not be allowed:

1. Provision of a new railway station at Chapelford Urban Village.

2. Provision of a dedicated Bus Priority Corridor connecting Longshaw Street, Dallam, to Cromwell Avenue to the west of its crossing of the West Coast Main Railway line.

Policy Derivation:

PPG12, PPG13

Circular 1/97

Warrington Local Transport Plan

Reason and Explanation:

1. Provision of a new railway station at Chapelford Urban Village

(i) The highest level of planned development in Warrington to take place in the plan period will occur in west Warrington, notably through provision of 2,000 new homes and supporting facilities at Chapelford Urban Village, and development of the 230 hectare Omega employment site.

(ii) The Council has been examining and consulting upon sustainable transport strategies for linking these developments and the existing developed areas of west Warrington.

(iii) Provision of a new railway station at the southern end of the urban village has been a consideration from the conception of the urban village, through the development of the planning brief to the point at which it forms a key element of the sustainable development package that the Council and its partners in the project have been striving for over a number of years.

(iv) The new station will be capable of integration with other public transport and environment-friendly transport modes to contribute significantly to the overall integrated transport strategy for west Warrington.

(v) A revised rail service definition, assessed against a 2006 full LTP background, comprises significant improvements along the Trans-Pennine Route and West Coast Main Line. These include the new station proposal at Chapelford; no station closures; and an approximate doubling of service frequency on the Trans Pennine rail axis.

2. Provision of a Bus Priority Corridor connecting Longshaw Street, Dallam to Cromwell Avenue

(i) This short length of 'bus only' route will form an important part of the proposed Dallam Lane/Longshaw Street bus priority route which will connect the town centre to the northern parts of Warrington, avoiding the A49 Winwick Road. This is a key element of the infrastructure improvements required to help drive the objective of achieving a significant modal shift in favour of use of public transport and other environment-friendly transport modes. The short link of new dedicated busway from Longshaw Street to Cromwell Avenue will be essential in opening up the corridor to North Warrington beyond Dallam.

(ii) The scheme as a whole will have a limited environmental impact, utilising mainly existing highway. Localised junction improvements will be required, with the provision of traffic signals affecting the visual appearance of the junctions treated. The new link between Longshaw Street and Cromwell Avenue will have a limited environmental impact on the immediate area.

(iii) The scheme will improve journey time for bus passengers, with the localised junction improvements being supported by priority at all key junctions for public transport.

(iv) The scheme is aimed at improving journey times for passengers travelling from the town to Bewsey/Dallam and beyond to Gemini and Omega.

(v) The scheme is to be promoted through the LTP on the basis that developer contributions towards its implementation will be sought.

(vi) The possible extension of this route northwards to M62 Junction 9 in association with a park-and-ride scheme is currently under consideration.

Area of Coverage:

The safeguarded areas are shown on the Proposals Map

Other Related Policies:

LUT1, LUT16, EMP3, DCS8

LUT9 TAXI RANKS

The Council will require the provision of convenient taxi ranks and space for private hire vehicle collection/drop-off points at all major developments where there is potential demand for such facilities.

Policy Derivation:

PPG13

Warrington Local Transport Plan

Reason and Explanation:

1. The Council considers taxis (hackney carriages) and private hire vehicles (PHVs) as an important element of public transport provision. Their use helps to reduce the public's reliance on the private car and also offers an alternative to the bus or train where services do not run or for trips where their use is impractical.
2. Taxis and private hire vehicles can be particularly helpful in providing a door-to-door service for disabled members of the community, who cannot make a journey by conventional public transport.
3. The allocation of space for safe and convenient parking of taxis at new development will assist in the transport aims of the Council.
4. Taxi ranks are for the exclusive use of hackney carriages. Space can be set aside for private hire vehicles within developments.
5. Taxis can also play an important part in integration with other modes of public transport, which again reduces reliance on the private car.

Area of Coverage:

Borough-wide

Other Related Policies:

LUT1, LUT2

LUT10 TRAVEL PLANS

Applications for major developments that consist of employment, shopping, leisure, and service uses, either singly or in combination, must be accompanied by a Travel Plan, including provisions for implementation and monitoring. This requirement also extends to smaller development proposals that may give rise to significant amounts of travel in locations where:

• congestion already occurs, or

• congestion will occur as a direct consequence of the proposal, or

• local transport initiatives are in place or are proposed

Policy Derivation:

PPG13

Warrington Local Transport Plan

Supplementary Planning Document 'Travel Plans'

Reason and Explanation:

1. Travel plans discourage single-occupancy car use by promoting and encouraging the use of more sustainable modes of travel. By promoting a multi-modal, integrated approach to commuter and business travel, they aim to reduce traffic congestion and increase choice. Guidelines for the production of travel plans have been produced jointly by Birchwood Business Park and the Council.
2. The potential benefits to Warrington's major developments include reduced car parking space requirements and increased accessibility, especially at peak periods.
3. It is generally recognised that the use of environmentally-friendly modes of travel have a positive effect on local pollution and congestion reduction targets. By monitoring the effectiveness of travel plans, employers gain an understanding of which measures are likely to be successful in reducing single-occupancy car use.
4. Due to Warrington's position within the motorway network, public transport links to other towns and cities in the region are often not as positively promoted as they could be. Travel plans are designed to encourage the use of these links, as well as the walking and cycling networks being created as part of the LTP's initiatives.
5. The development of a travel plan for the Council's own employees will support the desire to discourage town centre long-stay parking, and reduce non-essential town centre car-based trips.
6. Travel plans consist of two stages - development and implementation. The development stage involves discussion of and consultation on site-specific issues, determining which measures are required, and the production of an action plan. This should be undertaken prior to planning consent. The implementation stage is an ongoing process, ensuring the actions are put into operation, monitoring their effectiveness, and revising where necessary. Plans should be ideally implemented within 12 months of any development opening.
7. Prospective developers should hold early discussions with the Council in order to clarify whether proposals are likely to require the inclusion of a travel plan. The benefit of such action would be that infrastructure measures to enable sustainable travel could be incorporated into the development instead of being added afterwards at greater cost. The main objective of the travel plan could then focus on promotional initiatives to encourage increased use of the facilities provided.

Area of Coverage:

Borough-wide

Other Related Policies:

LUT2, LUT12

LUT11 SCHOOL TRAVEL PLANS

Proposals for new or expanded schools, which will enable an increase in pupil numbers, should be accompanied by a school travel plan. This will target areas for Safer Routes to School funding, promote safer walking and cycling routes, restrict parking and car access at and around the school, and include cycle changing and storage facilities.

Policy Derivation:

PPG13

Warrington Local Transport Plan

Reason and Explanation:

1. 18% of cars on the road in urban areas at the morning peak of ten minutes to nine are taking children to school. In the last ten years, the proportion of journeys to school by car has nearly doubled, from 16% to 30% (1989-99, DETR Survey).
2. Congestion outside school entrances compromises the safety of pupils and greatly inconveniences local residents. Being driven to school also has a detrimental effect on children's health - pollution levels inside a car can be greater than at the roadside, and reducing exercise can increase the level of obesity in children.
3. A high quality school travel plan puts forward a package of measures to improve safety and reduce car use, backed by a partnership involving the school, education and transport officers from the local authority, the police, and the health authority. It will be site-specific, based on consultation with teachers, parents, pupils, and local residents, which in turn encourages 'ownership' of the solutions produced.
4. The development of a travel plan can be of educational value to pupils, shaping attitudes to sustainable travel modes for future generations of car drivers. Schools are encouraged to include curriculum work as part of their travel plans and to invite pupils to sit on the development working groups.
5. Guidelines for the preparation of school travel plans have been produced by the Council, who will advise and support schools in the production, implementation and monitoring of their travel plans.

Area of Coverage:

Borough-wide

LUT1, LUT2, EMP3, EMP4, EMP5, EMP6, DCS2

LUT12 TRANSPORT IMPACT ASSESSMENTS

All planning applications likely to have significant transport implications must be accompanied by a Transport Assessment to address all the transport aspects of the proposed development. For major proposals this is likely to include accessibility to the site by all modes, the likely modal split of journeys to and from the site and must detail the proposed measures to improve accessibility by walking, cycling and by public transport. Any necessary measures identified in the Transport Assessment must support and complement the Local Transport Strategy set out in the Local Transport Plan.

Policy Derivation:

PPG13

Warrington Local Transport Plan

Reason and Explanation:

1. Transport assessments enable local planning authorities to assess the application and provide the basis for discussion on the details of the scheme, such as the levels of parking, the siting of buildings and accesses, and the need for further measures to improve access arrangements to the site.
2. Prospective developers should hold early discussions with the Council in order to clarify whether proposals are likely to be acceptable in transport terms and to scope the requirements of any transport assessment. The DETR will be issuing good practice advice on the content and preparation of transport assessments and the application of this advice in Warrington will be considered when it is available. Where proposals are clearly in line with planning policy (for instance where they accord with the preferred locations set out in this UDP and include measures to improve access by non-car modes that support and complement the LTP), it should increase the likelihood of a planning permission being granted without undue delay.
3. Development particularly comprising jobs, shopping and leisure should not be designed on the assumption that the car will represent the only realistic means of access for the vast majority of people. Where development of this nature are proposed outside the preferred locations identified in this UDP the onus will be on the developer to demonstrate why it cannot fit into the preferred location and to illustrate how the accessibility of the proposed development by all modes compares with other possible sites.
4. Incremental development consisting of smaller development proposals which in themselves may not be considered to have significant transport implications can, over time, substantially undermine the effectiveness of the LTP, and can result in development overall that does not encourage or enable accessibility by non-car modes. There may be circumstances in which small developments that are clearly one element of a larger development or redevelopment opportunity can not be determined without a transport assessment for the whole site detailing the transport implications of the whole site and measures to improve accessibility to the site by non-car modes. This assessment must identify mechanisms for delivering the necessary transport measures as the smaller individual development proposals come forward.
5. Smaller development proposals that are not part of a larger development opportunity may equally not have significant transport implications but the cumulative effect of these developments can also undermine the effectiveness of the LTP. In these cases consideration will need to be given to a contribution to general transport improvements in the area that may be delivered in a more comprehensive manner by the Council. The Council will be developing supplementary planning guidance in due course to deal with developer contributions to transport infrastructure and accessibility improvements.
6. For every application, an integral part of the transport assessment process will be both user and safety audits.

Area of Coverage

Borough-wide

Other Related Policies:

LUT1, LUT2, DCS2

LUT13 HELIPORT SITES

The Council will approve proposals for a Heliport provided all the following criteria are met:

1. the site is not in the vicinity of residential properties;

2. the site is well located in relation to the principal road network;

3. no adverse effects on amenity or wildlife would be created;

4. noise levels can be controlled to the satisfaction of the Council.

Policy Derivation:

PPG13, PPG24

Reason and Explanation:

1. The Council recognises that proposals may be submitted where helicopter use may be a significant feature of the development.
2. This policy applies for all sites where a helicopter landing site is proposed, whether it is the principal use of the site or not.
3. National guidance on dealing with the use and impact of helicopters are found in a number of documents, with PPG13 and PPG24 of direct relevance. Assessment of submitted applications by the categories listed above will take place in accordance with these guidelines.

Area of Coverage:

Borough-wide

Other Related Policies:

DCS1, GRN2, LUT25

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