CHARGING BOUNDARIES Manchester City Council Item 6 - Appendix 2 Executive 19 November 2008

Manchester City Council Item 6 - Appendix 2 Executive 19 November 2008

APPENDIX 2 – CHARGING BOUNDARIES Manchester City Council Item 6 - Appendix 2 Executive 19 November 2008

Contents

1 Purpose of the document...... 1 2 Key Issues ...... 2 2.1 Manchester as the Outer Boundary...... 2 2.2 Greater Manchester as the Outer Boundary...... 6 2.3 Charging only if both rings are crossed ...... 8 3 M60 as the Outer Ring...... 10 3.1 Purpose of this section ...... 10 3.2 Recommended outer ring ...... 10 3.3 Stockport ...... 12 3.4 Manchester...... 15 3.5 Trafford ...... 18 3.6 Salford ...... 21 3.7 Bury ...... 23 3.8 Oldham...... 25 3.9 Tameside...... 28 4 Inner Ring ...... 31 4.1 Purpose of this section ...... 31 4.2 North East: Cheetham Hill Road to Ashton Old Road...... 33 4.3 South East: Ashton Old Road to Wilmslow Road ...... 35 4.4 South West: Winsford Road to Ordsall Lane ...... 37 4.5 North West: Ordsall Lane to Cheetham Hill Road...... 40 Manchester City Council Item 6 - Appendix 2 Executive 19 November 2008

1 Purpose of the document

The public consultation documents contained a proposed inner ring (with options) and outer ring and invited comments. Comments have been received through discussions with officers at the affected Districts, analysis by Ipsos MORI of the consultation responses, engineering surveys undertaken by Faber Maunsell and communication from key stakeholders. These comments can be categorised into alternative definitions of the outer ring, and comments on the potential outer ring and potential inner ring.

This document summarises the comments and presents officer responses. It is structured as:

• Section 2 – Key issues. This section examines Manchester as the outer boundary, Greater Manchester as the outer boundary, and charging only if crossing both rings; • Section 3 – The Outer Ring. This section examines comments on the potential M60 outer boundary and recommends an updated route; and • Section 4 – The Inner Ring. This section examines comments on the potential Inner Ring, including the options and recommends an updated route.

- 1 - Manchester City Council Item 6 - Appendix 2 Executive 19 November 2008

2 Key Issues

This section of the document examines three key issues - Manchester as the outer boundary, Greater Manchester as the outer boundary, and charging only if crossing both rings

2.1 Manchester as the Outer Boundary

Context

The Minutes of the meeting of the AGMA Executive held on 27 June 2008 state that ‘a report back to the Executive will be made on a review of whether the City boundary should be applied for the outer charging ring’.

This section is that report.

Overview

Figure 1 - shows the potential inner ring (including options) and outer ring (as stated in the July ’08 consultation documents), and the Manchester City Council area.

Figure 1 - Potential Inner Ring, Outer Ring and the Manchester City Council Area

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This proposal would see the outer ring becoming the Manchester City Council boundary, rather than the ‘M60 ring’ currently planned. It should be noted that this proposal would mean that the current inner ring would become inappropriate, as parts of the inner ring (those parts of the inner ring that run through Trafford and Salford) would now fall outside the new outer ring. It is assumed that under this proposal the current inner ring would have to be trimmed so that it lies fully within the Manchester boundary.

Impact on integrity of the package

The TIF proposals have been based around the concept of a two-ring scheme with the M60 as the outer ring. A key criterion in developing the TIF proposals was to ensure there was ‘strategic fit’ between the charging scheme and the wider transport improvements i.e. ensuring that investments in public transport provide an alternative for drivers who would otherwise pay a charge. Hence the proposed transport improvements focus on those journeys that cross charging rings.

For those areas where the charge would no longer apply, it would no longer be possible for the transport improvement schemes to pass DfT’s ‘strategic fit’ test. This would raise doubts around the rationale for a number of currently planned schemes, examples include:

• Metrolink to Trafford Park and Ashton-under-Lyne; • Rail capacity and station improvements; • Bus rapid transit routes from Bolton and from Leigh into the Regional Centre; and • Cross city bus elements.

Such a major change to the outer ring would have a significant impact on the congestion scheme design and its business case. This would require major redesign and modelling work taking many months.

The funding of many of the other TIF schemes within the TIF package is dependent upon the planned congestion charging revenues. As a Manchester-only ring is likely to generate reduced revenues, funding other schemes will become more difficult.

The summer consultation process was based around the current ring design. Changing the ring location at this stage would change the package being consulted on so significantly, that a new consultation would be required once the new scheme design had been finalised.

AGMA approved the July ’07 bid that was submitted to DfT on the basis of an M60 outer ring design. DfT approved the entry of Greater Manchester’s bid into the TIF Programme in June ’08. Changing the outer ring at this stage would completely undermine DfT’s requirement that “the nature and scope of the Package remains broadly as it is at Programme Entry”.

Impact on congestion

The proposal that Manchester is the outer boundary is inconsistent with AGMA Test 4 – ‘measures must be relevant to where congestion exists or where it may emerge in the future, notwithstanding the advent of public transport improvements’.

The current proposal for a two ring charge, based on charging rings in the vicinity of the M60 and an inner ring performed best against original AGMA’s evaluation criteria, targeting almost 30% of the congestion problem.

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Reconfiguring the outer ring, with the associated knock-on effect in the inner ring, would be a significant undertaking. There would be a major reduction in the congestion captured as compared to the current proposal. Initial analysis highlights some immediate issues:

• The charging scheme would no longer be tackling congestion across as large an area inside the M60 as before. Congestion would continue to increase in those areas that now fall outside both rings; • It would be possible to drive extremely close to the heart of the regional centre without crossing the Manchester-only ring and incurring a charge. The charge would not be targeting congestion where it occurs. For example, a driver could drive to the Salford/Manchester boundary, contributing to some of the worst congestion in Greater Manchester, and yet not pay a charge; and • The smaller outer ring (compared to the M60 proposition) means there is a greater likelihood that journey patterns will change to actually increase congestion in neighbouring councils as drivers seek to avoid the charge. For example, drivers travelling from the west of Greater Manchester to the regional centre could travel through Salford.

Impact on finances and complexity

The Manchester City Council boundary has substantially more intersections than the M60 and would require additional traffic management works and signing for drivers. This would increase the capital cost of the scheme.

A Manchester-only outer ring scheme would not target as much congestion as the current proposal. This would have an impact on scheme revenues.

The Manchester-only boundary is complex and there is no effective route for drivers to orbit the charging ring and hence avoid paying a charge. Under the current proposals the M60 provides an effective and clearly signed route.

The Manchester-only outer ring would not be easy to understand for drivers. It would include the airport, some (but not all) parts of the M60 and M56, yet would not include areas (e.g. of Salford) that are commonly considered to be in the heart of the regional centre.

The inner ring would have to be reconfigured, as a Manchester-only outer ring would lie inside parts of the current inner ring.

Potential impact on Greater Manchester residents

For non-Greater Manchester residents, journeys to the regional centre would not be affected, but journeys to destinations outside of the Manchester boundary would benefit.

Bolton and Wigan are entirely outside the M60 and Rochdale is almost entirely outside. As all locations in these three Districts are already outside the outer ring, moving the outer ring closer to Manchester would not change this. Journeys from these Districts to the regional centre would not be affected, but journeys to destinations outside of the Manchester boundary would benefit.

The major impact therefore is on the residents of the six Districts of Bury, Oldham, Salford, Stockport, Trafford and Tameside.

By moving the outer boundary to match the District boundary with Manchester, using the AM period as an example, there will be three key journey types affected. Figure 2 shows these three journey types for Bury, but the definition is common for all six Districts.

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M60 boundary (outer ring) X District boundary

Inner

Figure 2 - Journey Types

Where: X – Y: Journeys from outside to inside the M60 which remain within Bury will no longer cross a charging point. Y – Z: Journeys from inside the M60 which cross from Bury to a neighbouring District, inside the M60 but outside the inner ring, would now incur a charge. Y – Inner: Journeys from inside the M60 which cross from Bury to within the Inner ring, would now incur both inner and outer ring charges.

By moving the outer boundary to the Manchester boundary, traffic models predict that for residents of the six Districts 44,000 drivers would experience a cost increase and 26,000 drivers would experience a cost decrease. This means that overall for residents of the six Districts every 10 drivers who would pay less, there are 17 who would pay more. This analysis is for the AM peak only; a similar pattern would apply to the PM peak.

It should be noted that in general Manchester residents benefit because Wythenshawe and the airport would be inside the outer boundary, so that no Manchester resident would have to cross the outer ring to travel to the regional centre in the AM peak.

Conclusion

This report concludes that the proposal that the outer ring becoming the Manchester City Council boundary, rather the ‘M60 ring’ currently planned:

• Is inconsistent with DfT’s requirement that ‘the nature and scope of the Package remains broadly as it is at Programme Entry’; • Reduces the congestion captured and hence Scheme revenues;

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• Reduces the investment available for public transport improvements; • Increases the capital cost of the Scheme; • Increases complexity; • Results in 17 drivers paying more for every 10 drivers that pay less; and • Contravenes AGMA test 4.

2.2 Greater Manchester as the Outer Boundary

Context

During the consultation process there have been various questions raised around the location of the charging rings.

One set of questions concerns the outer ring and in particular whether the outer ring should in fact follow the Greater Manchester boundary (rather than the current M60 outer ring proposition).

This section considers this proposal.

Overview

Figure 3 shows the inner ring (including options) and the outer ring proposed during the summer consultation, and the Greater Manchester area.

Figure 3 - Inner ring, Outer Ring and the Greater Manchester area

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This proposal would see the outer ring becoming the Greater Manchester boundary, rather than the ‘M60 ring’ as currently planned. This means that the outer boundary would include many rural areas (such as Saddleworth), have a very extensive perimeter, and effectively provide uncharged passage across all of Greater Manchester until the regional centre. Travel from outside Greater Manchester to the regional centre would be unaffected but travel to satellite towns in Greater Manchester would incur a charge.

Impact on the integrity of the package

The current TIF proposals have been based around the concept of a two-ring scheme with the M60 as the outer ring. A key criterion in developing the TIF proposals was to ensure there was ‘strategic fit’ between the charging scheme and the wider transport improvements i.e. ensuring that investments in public transport provide an alternative for drivers who would otherwise pay a charge. Hence the proposed transport improvements focus on those journeys that cross charging rings.

This option would severely undermine the strategic fit of the transport improvements planned across Greater Manchester. These improvements are planned to provide an alternative to drivers who would otherwise pay a charge. The current plans would no longer be justified, in fact it could be argued that any investment should now be targeted at providing alternatives for drivers from outside Greater Manchester that travel into Greater Manchester e.g. commuters from Cheshire into the regional centre, commuters from Merseyside into Wigan.

Such a major change to the outer ring would have a significant impact on the congestion scheme design and its business case. This would require major redesign and modelling work taking many months.

The funding of many of the other TIF schemes within the TIF package is dependent upon the planned congestion charging revenues. As a Greater Manchester-only ring is likely to generate reduced revenues, funding other schemes will become more difficult.

The summer consultation process was based around the current ring design. Changing the ring location so substantially at this stage would change the package being consulted on so significantly, that a new consultation would be required once the new scheme design had been finalised.

Impact on congestion

The proposal that Greater Manchester boundary is the outer boundary is inconsistent with AGMA Test 4 – ‘measures must be relevant to where congestion exists or where it may emerge in the future, notwithstanding the advent of public transport improvements’.

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The Greater Manchester boundary as the outer ring would no longer be targeting the charging scheme where the congestion problem is. The worst congestion inside the M60 would remain and the new outer ring would be targeting journeys on the fringes of Greater Manchester, many of which are rural areas with little traffic. This scheme would capture around 40% less congestion that the current proposed scheme.

Impact on finances and complexity

In operational terms the Greater Manchester boundary would be significantly larger meaning the number of cordon points would expand along with the cost of operation.

There would be significant traffic issues around the ring as there is no effective route for drivers to bypass the cordons.

Severe complications would arise with the various motorways passing through the region. Examples of issues are:

• Could people be charged for travelling through Greater Manchester on the motorway or only those exiting in Greater Manchester? • If drivers are charged for exiting in Greater Manchester, what about Greater Manchester residents who use the motorways to travel to other parts of Greater Manchester?

This new scheme would lose around 40% of the congestion that the current scheme captures. Significantly less revenue would be generated so that the business case for public transport improvements would be completely undermined.

2.3 Charging only if both rings are crossed

Context

During the consultation process there have been various questions raised around the charging rings and in particular how drivers should be charged for crossing boundaries.

One set of questions concerns the impact of the charging design on residents and ‘local journeys’ across rings. It has been suggested that the current design is unfair and penalises intra-district movements by charging resident journeys that cross the outer ring but do not terminate in the regional centre. A proposal has been raised that the only journeys that should be charged are those which cross both charging rings i.e. in the am peak journeys from outside the M60 into the regional centre, and vice versa for the evening peak.

This section discusses the general impacts of such a proposal.

Impact on congestion and revenue

The TIF proposals have been based around the concept of a two-ring scheme with drivers being charged when a ring is crossed at peak times and in the direction of peak traffic flow. The suggestion to only charge drivers that cross both charging rings is based upon a misconception that the bulk of the congestion problem in Greater Manchester is caused by trips from outside the M60 all the way to the regional centre. In fact, the bulk of traffic inside the M60 originates in the seven Districts that have the M60 in their boundary.

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Modifying the scheme to only target journeys that cross both charging rings would severely undermine the ability of the Scheme to target congestion as significant numbers of journeys that incur a charge under the current Scheme would no longer be charged. In fact, even if the proposal was extended so that journeys crossing both rings and journeys that only cross the inner ring were charged, the scheme would be severely affected – it is estimated that almost half of all the congestion captured by the current scheme would be lost.

Reducing the journeys charged would have such a significant effect on revenue collected as to totally undermine the investment package. The majority of the investment proposals across Greater Manchester would then be unaffordable.

Impact on integrity of the package

AGMA approved the July ’07 bid that was submitted to DfT on the basis of the current charging design. DfT approved the entry of Greater Manchester’s bid into the TIF Programme in June ’08. Changing the charging design at this stage would completely undermine DfT’s requirement that “the nature and scope of the Package remains broadly as it is at Programme Entry”.

A key criterion in developing the TIF proposals was to ensure there was ‘strategic fit’ between the charging scheme and the wider transport improvements i.e. ensuring that investments in public transport provide an alternative for drivers who would otherwise pay a charge. Hence the proposed transport improvements focus on those journeys that cross one or both charging rings. Removing such a large number of journeys from the charging scheme would severely weaken the business case for many of the public transport schemes.

In addition to undermining the public transport scheme business cases, such a major change to the charging scheme would have a significant impact on its design work and associated business case. This would require major redesign and modelling work taking many months.

The summer consultation process is based around the current charging design. Changing the design at this stage would change the package being consulted on so significantly, that a new consultation would be required once the new scheme design had been finalised.

Conclusion

The proposal to only charge journeys which cross both charging rings:

• Is inconsistent with DfT’s requirement that ‘the nature and scope of the Package remains broadly as it is at Programme Entry’; • Severely undermines the ability of the Scheme to target congestion and is therefore inconsistent with AGMA Test 4; • Has a significant effect on revenue collected; • Seriously reduces the investment available for public transport improvements.

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3 M60 as the Outer Ring

3.1 Purpose of this section

The public consultation documents contained a proposed inner and outer ring and invited comments. Comments have been received through discussions with officers at the affected Councils, analysis undertaken by MORI of consultation responses, engineering surveys undertaken by Faber Maunsell and communication from key stakeholders. These comments can be categorised into alternative definitions of the outer ring, comments on the potential outer ring and comments on the inner ring options.

This section summarises comments on the M60 as the outer ring by each relevant Council area and sets out a recommended new route.

The Executive noted in July 2007 that there is limited scope for change given that it is a very clear boundary and that it has been identified as targeting a significant percentage of the congestion problem (i.e. it has an excellent congestion fit). Officers have followed the design assumption that the charging locations will be at the first appropriate roadside location on the local road network within the area defined by the M60 unless a compelling argument for change is put forward. Change has been considered where the following criteria apply:

• Community severance: the potential charging location splits an identifiable and recognised community; • Access to schools: the potential charging location splits a school catchment area with a significant number of pupils having to cross the charging location at peak times; and • Traffic travel plans: a simplistic M60 boundary could result in charging traffic that is not contributing to congestion.

3.2 Recommended outer ring

Officers recommend that the outer ring should follow the route shown in Figure 4. Further detail is provided for each relevant District in subsequent sections. The only cul-de-sacs and no through roads that will be charged are those that contain major destinations i.e. journeys that contribute to peak time, peak flow congestion.

Charging locations proposals are marked on the detailed maps. These proposed charging locations should also be viewed as approximate since their precise location will be subject to planning and highway authority approval. It is also possible that road layouts will change in the period leading up to the introduction of congestion charging in 2013.

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Figure 4 - Recommended Outer Ring

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3.3 Stockport

Officers propose the outer ring in Stockport is as illustrated in Figure 5.

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Figure 5 - Stockport Outer Ring

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Lingard Lane and Brinnington Road

The Brinnington estate has no through route to the regional centre – the main roads leading to the estate are Lingard Lane and Brinnington Road.

There are two options for Brinnington:

• Follow the inside of the M60 which means that drivers could incur a congestion charge when crossing the M60 via Lingard Lane or Brinnington Road at peak times. For example, in the AM peak, a parent driving a child to Vernon Park primary school would pay if they drove back to Brinnington before 9.30am; or • Follow the Tame river from the point at which it crosses the M60 between Junctions 24 and 25, to the point at which the Tame river meets Tiviot Way. This means that drivers would not incur a congestion charge when crossing the M60 via Lingard Lane or Brinnington Road at any time. This option also means that drivers could travel to Brinnington station via Lingard Lane or Brinnington Road without incurring a charge and then travel by rail to Manchester Piccadilly. There are no planned upgrades or additional parking facilities at this station.

Officers recommend that the outer ring should follow the Tame river.

Junction 27 Tiviot Way (A626) and Marsland Street

The considerations at this location are the Tesco superstore and Meadow industrial estate.

Consultation has not identified significant community tie considerations that favour either option. Both the superstore and the industrial estate could draw employees and visitors from either outside or inside the M60. A charging location close to the M60 is appropriate on the basis that the design assumption is the first appropriate roadside location on the local road network within the area defined by the M60, unless a compelling argument for a modification is put forward.

The outer ring will follow Tiviot Way to the Portwood roundabout with a charging location just north of the roundabout. A further charging location will be placed where Marsland Street crosses the M60.

Lancashire Hill (B6167)

No particular considerations have been raised for this junction. The charging location will therefore be at the junction of Lancashire Hill with the M60.

Wellington Road North (A6) and Junction 1 Travis Brow

Given the construction of Travis Brow, the charging location has to allow traffic that is not heading to/from the regional centre to use Travis Brow without being inappropriately charged.

Therefore there will be a charging location on Georges Road close to its junction with Travis Brow and a charging location on Wellington Road North where it crosses the M60.

Didsbury Road (A5145)

The considerations at this junction are the industrial and retail estates around Green Lane.

The industrial and retail estates could draw employees and visitors from either outside or inside the M60. Consultation has not identified significant community tie considerations.

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Therefore there will be a charging location to the east of Green Lane as this is the first appropriate roadside location on the local road network within the area defined by the M60.

Manchester Road (B5095) and Junction 3 Kingsway (A34)

No particular considerations have been raised for these junctions. The recommendation is that the outer ring would follow the inside of the M60 until it reaches the point where it is crossed by the river Mersey. The outer ring would then follow the river Mersey with charging locations at the point where the river crosses both Manchester Road and Kingsway.

3.4 Manchester

Officers propose the outer ring in Manchester is as illustrated in Figures 6 & 7.

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Figure 6 - Manchester Outer Ring

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Figure 7 - North Manchester Outer Ring

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Ford Lane, Palatine Road (B5167) and Junction 5 Princess Parkway (A5103)

Ford Lane is a cul-de-sac with access to sports facilities. No particular considerations have been raised for Palatine Road or Princess Parkway.

The recommendation is that the outer ring follows the river Mersey throughout this section. This means that Ford Lane would be outside the outer ring.

Manchester New Road (A664)

The recommendation is that there will be a charging location where Manchester New Road crosses the M60.

3.5 Trafford

Officers propose the outer ring in Trafford is as illustrated in Figure 8.

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Figure 8 - Trafford Outer Ring

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Fairy Lane and Junction 6 Rifle Road

Fairy Lane is a cul-de-sac with access to a farm, riding school and an electricity sub-station. Rifle Road is a cul-de-sac with access to Sale Water Park, including the planned park & ride facility.

The recommendation is that the outer ring would follow the river Mersey so that both of these cul- de-sacs are outside the outer ring.

Junction 7 Chester Road (A56)

The consideration at this junction is the recycling centre which is accessed off Chester Road close to where Chester Road crosses under the M60. The road layout means that drivers have to pass under the M60 to enter the recycling centre when travelling from the east of the M60, or when returning to the west of the M60. As a consequence, it is not possible to modify the charging location.

A charging location between the M60 and the recycling centre means that some traffic will pass through a charging location only because they have visited the recycling centre.

However, users have discretion as to when they use the facility. The recommendation is that the charging location will be on Chester Road just beyond the junction with the M60, so that the recycling centre will be inside the outer ring.

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Junction 8 Carrington Spur (A6144)

The Carrington Spur provides access to/from the M60 only. Whilst the outer ring will follow the inside of the M60, there will not be a charging location at the Carrington Spur.

Stretford Road (B5213)

No particular considerations have been raised for this junction. The charging location will therefore be at the junction of Stretford Road with the M60.

Bradfield Road and Winchester Road

The considerations at these junctions are school catchment and community severance.

Highfield primary school has a catchment area on both sides of the M60. St. Anthony’s has a wide catchment area but there is extensive use of public and school buses (over 50% of pupil journeys), the Council has provided a bus turnround loop on Bradfield Road and the school will be serviced by a YSB. St. Hugh of Lincoln Catholic primary school has a catchment area from both sides of the M60 but 70% of pupils are from the east of the M60. It is proposed that drop off zones will be created to allow parents to park close to the primary schools without crossing the outer ring.

Whilst charging locations where both Bradfield Road and Winchester Road cross under the M60 will impact the Urmston community, officers noted that this would still be the case if the boundary was moved further east towards Stretford town centre. Alternative routings of the outer ring could create significant community severance issues and would have many crossing points leading to a more complex solution.

The outer ring will therefore follow the inside of the M60 with charging locations at the junctions of both Bradfield Road and Winchester Road.

Junction 9 Barton Road, Park Way (A5081) and Junction 10 Trafford Boulevard (B5214)

No particular considerations have been raised for these junctions. Charging locations will therefore be at each of the junctions of Barton Road, Park Way and Trafford Boulevard with the M60.

3.6 Salford

Officers propose the outer ring in Salford is as illustrated in Figure 9.

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Figure 9 - Salford Outer Ring

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Junction 11 Liverpool Road (A57)

At Junction 11 a charging location is necessary to identify vehicles crossing the M60 at this point, either to / from the inside of the M60 and the motorway, or travelling to / from the A57 west of the M60.

However, a charging location presents particular issues for residents of the Brookhouse estate. This community shares strong ties with those parts of Salford immediately east of the M60.

A charging location will be placed on the A57 immediately to the east of Junction 11. The charging operation and technology to be used will ensure that residents’ short local journeys from the Brookhouse estate across this charging point will not be charged when the congestion charge is introduced in July 2013.

M602

The proposal is that the charging location will be between Junctions 1 and 2 of the M602.

Junction 13 Barton Road (B5211) and Worsley Road (A572)

The consideration at this junction is to find a solution that charges traffic:

• Exiting from the M60 and heading towards the regional centre in the AM peak via Barton Road or Worsley Road, and vice versa in the PM peak; • Travelling from Leigh Road / Worsley Brow in the AM peak; and • Travelling to Leigh Road / Worsley Brow in the PM peak.

However, the solution must not charge local traffic heading from Barton Road to Worsley Road, and vice versa, in the peak period.

The current layout of the road network creates challenges to deliver the required solution. There needs to be two charging locations near the Worsley Courthouse roundabout, one on Barton Road and one on Worsley Road. GMPTE will work with Salford Council to explore whether changes to traffic management can modify this design. If that is not possible, the charging technology used will ensure that local journeys between Barton Road and Worsley Road will not be charged when congestion charging is introduced in July 2013.

Grange Road, Greenleach Lane, East Lancashire Road, Manchester Road (A6 Chorley Road) and Manchester Road (A666 Bolton Road)

No particular considerations have been raised for these junctions. The charging locations will therefore be at each of the Grange Road, Greenleach Lane, East Lancashire Road, Manchester Road (Chorley Road) and Manchester Road (Bolton Road) junctions with the M60.

3.7 Bury

Officers propose the outer ring in Bury is as illustrated in Figure 10.

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Figure 10 - Bury Outer Ring

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Junction 17 Bury New Road (A56)

The considerations at this junction are the redevelopment of Prestwich, employment at the NHS centre, and the park & ride facility at Prestwich.

Consultation has concluded that visitors to Prestwich will mainly be from the south and therefore a charging location close to the M60 junction with Bury New Road is preferable since visitors from the south in the PM peak will not be charged.

Bury Old Road (A665) and Sandgate Road

No particular considerations have been raised for these junctions. The charging locations will therefore be at each of the Bury Old Road and Sandgate Road junctions with the M60.

Simister Lane

The consideration at this junction is Simister village. Access to, and exit from, Simister village involves passing over the M60. There is no other way for residents of Simister leaving the village other than crossing the M60.

The recommendation is that a charging location is placed at the junction of Simister Lane and the adopted road (Simister Lane) / the private road (Blueball Lane). This solution supports Bury MBC’s traffic management objectives. This means that Simister village is inside the outer ring.

Junction 19 Middleton Road (A576)

No community severance considerations have been raised for this junction. The charging location will therefore be at the Middleton Road junction with the M60.

3.8 Oldham

Officers propose the outer ring in Oldham is as illustrated in Figure 11.

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Figure 11 - Oldham Outer Ring

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Greengate (B6393)

A charging location is required where Greengate crosses the M60 since there will be traffic using this route to travel to / from the regional centre.

However, due to the unique circumstances of the road layout around Greengate there are unintended consequences for Greengate industrial park. Commercial vehicles leaving the industrial park access the M60 by crossing the M60 via Greengate, turning onto Hollinwood Avenue, turning onto Broadway and turning onto the M60 from Broadway. This route is followed because of the low railway bridge on Grimshaw Lane which prevents commercial vehicles from accessing the M60 via Broadgate.

The above route means that the commercial vehicles will incur a congestion charge in the AM peak when they cross the M60 via Greengate, although their intention is to travel away from Greater Manchester. A solution is therefore required which does not disadvantage the industrial park.

In the five years leading up to the introduction of congestion charging, GMPTE will work with Oldham Council to resolve this issue. The charging operation and technology to be used will ensure that commercial vehicles based at Greengate industrial park will neither be charged for accessing the M60 in the AM peak nor for leaving the M60 and accessing Greengate in the PM peak.

Broadway (A663)

South Chadderton school is situated just inside the M60 but around 90% of pupils live outside the M60. This means that drivers taking pupils to the school from outside the M60 would incur a congestion charge in both the AM and PM peak.

However, under its BSF plans, the Council is proposing that five existing schools, including South Chadderton, would eventually close and be replaced with three academy schools on new sites, one in the west, one in the east and one in the north of the borough. The new schools would become academies in their existing buildings from 2010, before transferring to new school buildings as they are completed, expected to be from 2012. Current understanding is that pupils who would have travelled to South Chadderton school will attend the academy in the north of the borough.

The recommended solution is based on the assumption that South Chadderton school will have closed by the time congestion charging is implemented and that the large majority of its pupils will live outside of the M60, so that congestion charges will not be applied to their journeys. Consequently, it is proposed that the site of South Chadderton school remains within the outer ring. This proposition would need to be revisited should the school not actually be closed in advance of congestion charging going live in July 2013.

Semple Way

Traffic exiting the M60 onto Semple Way will either turn towards Manchester or towards Oldham. Oldham-bound traffic will cross the M60 at Broadway yet has not travelled from the regional centre.

Charging locations will be placed so that traffic turning from Semple Way towards Oldham does not incur a congestion charge.

With regard to the Broadway / Semple Way proposal there are concerns regarding Semple Way/Teesdale Close. Properties which, by virtue of their location ought to be inside the outer ring,

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can only be accessed from Semple Way which will be outside the outer ring. Currently, these properties have been placed outside the outer ring to prevent traffic being charged on Semple Way.

It is possible that in the future the local road layouts could be modified to allow these properties to gain entry to the area inside the outer ring without using Semple Way. However, this may only be a medium to long term possibility. Consequently, it is recommended that until such a time as these properties could be brought within the outer ring, residents of properties that can only be accessed from Semple Way will not be charged for crossing the outer ring at the Broadway charging location.

Manchester Road (A62)

A park & ride facility is proposed at Hollinwood station which is just inside the M60. To encourage drivers to switch to public transport, the park & ride facility should be outside the outer ring. The proposed solution is that the outer ring follows the boundaries of the canal and railway to the south of Tweedale Way so that the proposed park & ride is outside the outer ring.

Roman Road

Kaskenmoor and New Bridge schools are situated just inside the M60 but over 90% of pupils live outside the M60. This means that drivers taking pupils to the school from outside the M60 would incur a congestion charge in both the AM and PM peak.

The outer ring will cross Roman Road between the junctions of Albert Street and Massey Avenue where these schools will be outside the outer ring so that drivers taking pupils to the school from outside the M60 would not incur a congestion charge in both the AM and PM peak.

Cutler Hill Road and Ashton Road

The charging locations will be at each of the Cutler Hill and Ashton Road junctions with the M60.

A local consideration relates to safe access to Woodhouses Primary School not being prejudiced by the location of the charging point. The concern locally is that a charging point on Ashton Road at the M60 will mean that parents will be keen to keep on the Failsworth side of the M60 and this will encourage them to undertake unsafe turning manoeuvres to avoid paying the charge.

It is has been agreed with Oldham MBC officers that the appropriate way to deal with this issue is to create a safe turning circle in advance of charging being introduced. It is important that parents/carers travelling from the Failsworth side of the M60 would not have to pay charges simply to use this turning circle. Consequently, it is recommended that the final location of the charging point on Ashton Road will be set to enable parents/carers travelling from the Failsworth side of the M60 to access the turning circle without being charged.

3.9 Tameside

Officers propose the outer ring in Tameside is as illustrated in Figure 12.

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Figure 12 - Tameside Outer Ring

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Lumb Lane

Local consideration has been given, and it has been determined that the charge point be located within the immediate vicinity of the junction of Lumb Lane with the M60.

Junction 23 Lord Sheldon Way (A6140) and Moss Way (A6140)

The road layout in the vicinity of Junction 23 presents a unique set of issues when considering the location of the outer ring.

Lord Sheldon Way and Moss Way are intended to act as a by-pass, taking traffic from Ashton in the direction of Denton and vice versa. Whilst this traffic crosses the M60, it is not contributing to congestion since it is travelling away from the regional centre. Charging locations at the junctions of Lord Sheldon Way and Moss Way would have the unintended consequence of charging traffic that is not contributing to congestion.

A solution is required which charges traffic travelling to / from the regional centre in the direction of Ashton, but which allows traffic to use Lord Sheldon Way / Moss Way without being charged, and is sensitive to local considerations.

Therefore there will be a charging location on the A662 between the exit from the Snipe Retail Park and Park Road. This means that:

• Traffic travelling from the direction of Ashton to the regional centre in the AM peak will be charged; • Traffic travelling from the regional centre in the direction of Ashton in the PM peak will be charged; and • Traffic simply crossing the M60 to access Lord Sheldon Way and/or Moss Way (and vice versa) will not be charged at any time.

Although this solution does preserve the integrity of the Lord Sheldon Way/Moss Way bypass it does cause unintended consequences for some local journeys, mainly in the evening peak. The charging technology to be used will ensure that short, local journeys from the west of Tameside to the facilities at Snipe Retail Park and Ashton Moss (West of Richmond Street) will not be charged when the congestion charge is introduced in July 2013.

Audenshaw Road (B6390)

Local consideration has been given, and it has been determined that the charge point be located within the immediate vicinity of the junction of Audenshaw Road with the M60.

Junction 24 Manchester Road (A57)

Consideration was given to potential community severance issues for Denton. However, the conclusion was that a charging location at the junction of Manchester Road with the M60 represented the fairest solution.

Windmill Lane

Local consideration has been given, and it has been determined that the charge point be located within the immediate vicinity of the junction of Lumb Lane with the M60.

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4 Inner Ring

4.1 Purpose of this section

The public consultation documents contained a potential inner ring (with options) and invited comments. Comments have been received through discussions with officers at the three affected Councils, analysis undertaken by MORI of consultation responses, engineering surveys undertaken by Faber Maunsell and communication from key stakeholders.

This section summarises comments on the inner ring and sets out a recommended new route.

Figure 13 illustrates the potential inner ring. For convenience, the inner ring is then considered by ‘quadrant’:

• North East - Cheetham Hill Road to Ashton Old Road; • South East: Ashton Old Road to Winsford Road; • South West: Winsford Road to Ordsall Lane; and • North West: Ordsall Lane to Cheetham Hill Road.

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Figure 13 - Inner Ring

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4.2 North East: Cheetham Hill Road to Ashton Old Road

The following comments relate to the inner ring between Cheetham Hill Road and Ashton Old Road, which is illustrated in Figure 14.

Figure 14 - Cheetham Hill Road to Ashton Old Road

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Manchester Fort

The current proposal places the Manchester Fort Shopping Park inside the inner ring. Consideration has been given to moving the inner ring so that Manchester Fort is outside the inner ring. However, consultation has identified that Manchester Fort attracts visitors from a wide geographical areas and that there are no local community ties at issue when considering the position of the inner ring.

The recommendation is that Manchester Fort Shopping Park is inside the inner ring.

Cul-de-sacs and no through roads

The only cul-de-sacs and no through roads that will be charged are those that contain major destinations i.e. have journeys contributing to peak time, peak flow congestion. In this quadrant, the following cul-de-sacs will not be charged:

• Signet Walk (small residential street); • Redwood Drive (small residential street); • Holborn Drive (small residential street); • Falfield Drive (small residential street); • Winthrop Avenue (small residential street); • Coleshill Street, which is blocked part way along its length; and • Sportcity Way, which gives access to a private car park only.

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4.3 South East: Ashton Old Road to Wilmslow Road

The following comments relate to the inner ring between Ashton Old Road and Wilmslow Road, which is illustrated in Figure 15.

Figure 15 - Ashton Old Road to Winsford Road

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South Option A and South Option B

The public consultation documents contained two options for the south boundary of the inner ring. South Option A follows Wilbraham Road; South Option B follows Hathersage Road and Moss Lane East.

There has been a low volume of feedback from residents and preferences overall balance out. Key stakeholder feedback, mainly from the health sector, has tended to favour South Option B because of the perceived travel patterns of their staff and visitors.

South Option A is seen as the natural flow for traffic. Analysis of traffic movements also shows that more local journeys benefit from South Option A since journeys originating between South Option A and South Option B do not incur a charge when travelling within the ‘larger’ inner ring.

Health sector feedback particularly argued for South Option B. Whilst noting their concerns, the central Manchester NHS facilities are generally well-served by public transport (which will significantly improve under the TIF proposals before charging starts); and the medical appointment discount will also be in operation.

The route will follow South Option A i.e. follow the A6 South and link to Moseley Road via Slade Lane. There will be continued dialogue with the NHS working group to find solutions to any unintended consequences that this route may cause.

It should be noted that there are many small residential roads bordering Slade Lane. Currently, charging points have been identified for each of these. If may be possible to implement traffic management measures that maintain the integrity of the ring yet require fewer charging points.This will be the subject of ongoing dialogue with the local highways authority.

Cul-de-sacs and no through roads

• Belle Vue Avenue (small residential road); • Fairview Avenue (small residential road); • Kingsmere Avenue (small residential road); • Peacefield Road (small residential road); and • Chancellor Lane (access road with barriers).

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4.4 South West: Winsford Road to Ordsall Lane

The following comments relate to the inner ring between Winsford Road and Ordsall Lane, which is illustrated in Figure 16.

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Figure 16 – Winsford Road to Ordsall Lane

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Southwest Option A and Southwest Option B

The public consultation documents contained two options for the south boundary of the inner ring. Southwest Option A follows Withington Road and Chorlton Road; Southwest Option B follows Manchester Road and Seymour Grove.

Southwest Option A avoids splitting the Chorlton community. Southwest Option A means that the Chorlton community is outside the inner ring. Southwest Option B avoids splitting the Old Trafford Community. Southwest Option B means that the Old Trafford Community is inside the inner ring.

A combination of both options enables both communities to remain intact. The inner ring will follow Withington Road until the junction with Upper Chorlton Road; follow Upper Chorlton Road to its junction with Seymour Grove and then continue along Seymour Grove.

Through traffic aiming to bypass the inner ring will be encouraged by signage to follow the Wilbraham Road/Manchester Road route which is seen as the natural flow for traffic. It should be noted that there are many small residential roads bordering Upper Chorlton Road. Currently, charging points have been identified for each of these. If may be possible to implement traffic management measures that maintain the integrity of the ring yet require fewer charging points. This will be the subject of ongoing dialogue with the local highways authority.

Southwest Option C

The public consultation documents contained two options for Southwest Option C – to the north of Bridgewater Way or at the western end of Stretford Road.

The consultation feedback has not identified community tie considerations and the inner ring will therefore follow the direct route at the western end of Stretford Road.

Cul-de-sacs and no through roads

• Yew Tree Crescent (small residential road); • Arundale Avenue (small residential road); • Chelford Road (small residential road), • Lindow Road (small residential road); and • Talbot Place (small residential road).

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4.5 North West: Ordsall Lane to Cheetham Hill Road

The following comments relate to the inner ring between Ordsall lane and Cheetham Hill Road, which is illustrated in Figure 17.

Figure 17 - Ordsall Lane to Cheetham Hill Road

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Salford University

The public consultation documents showed Salford University as inside the inner ring. Consideration has been given to modifying the inner ring so that Salford University is outside the inner ring.

The routing contained in the public consultation documents took the inner ring along Frederick Road. The section of this road that is in the vicinity of Salford University has a number of short cul-de-sacs and private roads linking car parks. Modifying the inner ring so that it follows the Irwell River places the University outside the inner ring with a minimal change to overall congestion capture. This solution also recognises the unique road layout around Albion Way/Broad Street/The Crescent where traffic either travelling to/from the city centre shares road space with orbital traffic.

North Option A and North Option B

The public consultation documents contained two options for the north boundary of the inner ring. North Option A follows Bury New Road and Waterloo Road; North Option B follows Bury New Road, Great Cheetham Street East and St. James Road.

The area between North Option A and North Option B is within the boundaries of both Manchester and Salford. Consultation feedback, in particular considering local journeys, indicates North Option B as the preferred solution.

Cul-de-sacs

• Archie Street and Elmira Way (short loop road providing limited access to a hotel and residential area).

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