CCATF and Water Street consultations responses
CCATF
The City Centre Active Transport Phase 1 consultation generated a lot of responses and enquiries, which have been summarised below
Several responses mentioned that it is getting harder for people with disabilities to park or be dropped off close to locations which they need to access in the city centre. As part of detailed design, we are looking at what else we can do to improve things for disabled drivers and people with limited mobility, including additional blue badge parking on side streets. In response to issues raised by our own Highways Access Group, made up of individuals representing people with a wide range of disabilities, we are looking again at the areas where cyclists and pedestrians come together, including reviewing crossing arrangements as part of the detailed design process. An Equality Impact Assessment has been completed.
Concerns were raised on the impact on city centre businesses and contractors as the result of the changes. Some businesses raised concerns about access to their businesses, or the impact on customers not being about to park nearby. Deliveries were also an issue raised and loading bay positions. We are engaging with businesses as part of the consultation process, making sure that we understand and address their needs. Access to all businesses and residences will be maintained. Access for services (i.e. emergency services, deliveries, waste collection etc.) will also be maintained. We have removed some of the proposed elements at the west end of Whitworth Street near Piccadilly, as they would have impacted works around the Vision Tower development. We will continue to work with developers and where possible co-ordinate works to minimise the impact on people in the area of the works. Rat running on minor streets around the diversions -measures have already been included to minimise the chance of ‘rat running’, including making side streets one way. If proposals go ahead, we will monitor traffic flow in the surrounding areas. Changes have been made to the loading provisions on Deansgate to make them better suited to business needs.
Some respondents mentioned that on-street parking in the city is being reduced and it’s getting harder to drive to city centre locations. Where possible, we want more people to travel into the city centre by public transport rather than by car - the target set out in the City Centre Transport Strategy is for 90% of all trips to the city centre to be made on foot, by cycle or using public transport by2040. On street parking encourages people to drive into the city centre, so this is something which will reduce over time, but we are committed to maintaining and where possible increasing disabled parking spaces to support those who may not be able to use other modes of transport.
A question was raised around whether people who live in the city centre will still be able access car parks, and will they be forced to make detours as a result of changes in traffic flow. While some of the proposals involve changes to traffic flow, such as Deansgate becoming one way Southbound between Peter Street and Great Bridgewater Street, access to all residential buildings and associated car parking will be maintained as part of this scheme, although city centre residents may need to take a slightly longer route to reach other city centre locations by car as a result of the proposals. In response to feedback received in the consultation, the left turn for Chester Road into Deansgate has been retained, to avoid unnecessary detours, and additional congestion on the nearby busy roundabout.
Some respondents asked if this scheme will link to other cycle and walking routes in the city, and whether the priority of pedestrians and cyclists and their safety should be considered where they are interacting with vehicles. This scheme connects Deansgate to the existing Princess Road cycle route through to Chorlton and Trafford, and in response to comments made to the consultation around the junction of Great Jackson Street with Chester Road, improvements will be made to give cycles and pedestrians clearer priority.
Water St
The Water Street TRO consultation generated a lot of responses and enquiries, which have been summarised below.
Traffic and congestion
Several comments were raised about traffic and congestion, with some people saying that the Factory proposals will generate too much traffic onto the too few roads that are available to access/leave the city centre (i.e. Liverpool Road/ Quay St). These streets are already severely congested and the new Factory development and the proposals to permanently close Water Street will lead to further congestion, gridlock, and increased air pollution for residents. Traffic modelling undertaken shows that the additional traffic predicted to be generated by the new venue together with the permanent closure of Water St will not adversely impact on the operation of the highway network. The Factory development will generate most of its traffic outside of the network peak hours when general traffic levels are lower. These models have also been run taking into account wider highways changes that are proposed.
Some respondents mentioned that the closure of Water Street will displace traffic onto already severely congested adjacent roads and reducing the number of points of egress from the city centre will only increase air pollution levels. Water Street permits traffic to escape from Quay Street. Water Street has now been closed for seven years to allow for the construction works to the Ordsall Chord and the Factory to be undertaken. Traffic previously using Water Street has now found alternative routes which will continue to be used once the closure becomes permanent. Air pollution levels will continue to be monitored.
It was stated that since the temporary closure of Water Street, there has been a substantial increase in traffic travelling along Lower Byrom St and other adjacent roads. The closure of Water Street has displaced traffic around the local highway network. However, the increase in traffic on individual roads, including onto Lower Byrom Street, resulting from the closure is not considered to have had a significant impact on other routes. We monitor traffic levels on all roads.
Modelling Data
With regards to traffic modelling data, it was suggested that in addition to the Factory development, the effect of other changes to the network such as the proposals for Deansgate, the Bridge St Bus gate, must also be considered and modelled. These schemes must not be considered in isolation. Traffic modelling undertaken for the city centre has also included major schemes such as the closure of Water Street, the Deansgate proposals, the Bridge St Bus gate as well as the Factory development.
Coach Parking
Several respondents mentioned that the proposed number of coach parking spaces is inadequate for the scale of the proposals, which when combined with the inadequate provision for the Opera house, will contribute to congestion in the area. The new coach parking bays proposed as part of the Factory development will increase the number of coach parking spaces available in the area. When combined with the existing bays, the number of coach parking spaces is considered to be sufficient for the purposes of the new venue and existing venues such as the Opera house.
It was suggested that consideration should be given to the wider Factory site being used for coaches and taxi collection so that these vehicles are not dropping off on already congested streets. The design of the venue does not allow for this. Given the volume of pedestrians that we are expecting to visit the venue, it is considered best practice for safety reasons to separate pedestrians from motorised vehicles in areas close to the venue.
It was stated that the coach parking bays proposed on Quay Street will essentially reduce Quay Street to one lane on what is already a congested route. The coach parking bays proposed along Quay Street will only be operational outside peak hours at times when the level of background traffic is lower than during peak hours. Therefore, the provision of the bays is not expected to adversely impact on the operation of Quay Street.
People were concerned that drivers of coaches waiting in the area leave their engines running whilst waiting, which adds to noise and air pollution which will be made worse with the Factory proposals. We will work with operators to remind them that this is not acceptable.
Other
Some respondents mentioned that there is insufficient provision provided for vehicle drop off/collection, taxis, and parking. We are currently looking at the possibility of providing a turning circle on Water Street (New Quay side) which will allow taxis and other vehicles to drop off and pick up. There are also numerous taxi ranks within a short walk of the locality which can be used by users of the venue with new ones and extended ranks proposed as part of the Deansgate Active Travel Fund scheme. Whilst there is no parking provided on site there are over 5,500 public parking spaces available within a short walk of the new venue.
Some people claimed that there are already problems for ambulances, carers and other services accessing the area which any road closure will make worse. However, Water Street has now been closed to traffic for seven years to allow for the construction works to the Ordsall Chord and the Factory to be undertaken. The opening of the new venue and permanent closure of Water Street is not expected to make the situation worse. Indeed, blue light emergency services will have access to Water Street which they currently cannot do as part of the current closure.
Questions were raised around how the needs of disabled people accessing the Factory have been taken into account? 8 disabled car parking bays will be provided on Water Street just to the south of Liverpool Road close to the Water Street Foyer entrance. The spaces will be located in a vehicle restricted area to help increase safety when walking to and from the car to the venue. Overall, the design of the venue will be compliant with all Planning and Part M disabled access regulations. The current proposed provision is considered to be sufficient for the purposes of the new venue and is within recognised standards.
Concerns were raised about large numbers of people passing through St Johns residential complex when travelling to and from the venue and that St Johns private parking areas will become pick up areas for taxis and other vehicles. Are there any plans to mitigate for this? We have agreed to support proposals for the gating of Culvercliffe Walk which will only be able to be accessed by local residents.