The United Utilities Water Limited (Eccles Wastewater Treatment Works) Compulsory Purchase Order 2016

Port Salford Land Limited and City of Salford Community Stadium Limited

PS/5/C Planning Appendix 7 (A - E)

Doug Hann BA (Hons) MTPI MSc MRTPI Appendix 7 Appendix 7

Planning Policy Appraisal

Appendix 7

Planning Policy Appraisal

Contents Page

1. Statutory Development Plan 1 City of Salford Unitary Development Plan 1

2. Emerging Development Plan 5 Salford Publication Draft Core Strategy 5 Salford Draft Local Plan 5 Draft Greater Manchester Spatial Framework 11

3. Previous Development Plan 16 Salford Unitary Development Plan 16 North West Regional Planning Guidance (2003) 17 Regional Economic Strategy (2006) 19 North West Regional Spatial Strategy (2008) 19

4. National Planning Policy 22 National Planning Policy Framework 22

5. Other Material Documents 25 North West Regional Freight Strategy 25 Strategic Rail Freight Interchange Policy 26 Planning for Freight on Inland Waterways 27 Salford West Strategic Regeneration Framework and Action Plan 28 Liverpool Road Corridor Strategy 29 Greater Manchester Local Transport Plan 3 30 LTP3 Salford Local Area Implementation Plan 30 Salford Infrastructure Delivery Plan 31 Transport in Salford 2025 32 Greater Manchester Freight and Logistics Transport Strategy 33 Northern Freight and Logistics Report 34 Greater Manchester Transport Strategy (2017) 34 TfN Draft Strategic Transport Plan (2018) 36

Appendix 7

Planning Policy Appraisal

Appendices

Appendix 7A Extract of Salford UDP (2006) (Policies ST3, ST5, E1, A9, EV6)

Appendix 7B Extract of Salford UDP (2006) Proposals Map for Barton Site (Policy E1)

Appendix 7C Extract of Salford Draft Local Plan (2016) (Spatial Vision; Policies DP1, DP2, EC1, EC3, EC4/1, CT1, CT3/1, A1, A5, A6, R1)

Appendix 7D Extract of Draft Greater Manchester Spatial Framework (2016) (Policies SL5, GM2, GM4, GM6, WG3)

Appendix 7E Extract of Salford UDP (1995) (Policies EC1, EC10, T6)

Appendix 7F Extract of Salford UDP (1995) Proposals Map for Barton Site (Policy EC1)

Appendix 7G Extract of Regional Economic Strategy (2006)

Appendix 7H Extract of Salford West Strategic Regeneration Framework and Action Plan (2008) (Actions BL2, EL12)

Appendix 7I Extract of Liverpool Road Corridor Strategy (2008) (Actions B7, B10, B11)

Appendix 7J Extract of Greater Manchester Local Transport Plan 3 (2011)

Appendix 7K Extract of Salford Local Area Implementation Plan (2011)

Appendix 7L Extract of Salford Infrastructure Delivery Plan (2012) (Summary Document Highways; Heavy Rail, Canals and Ports)

Appendix 7M Extract of Transport in Salford 2025 (2013)

Appendix 7

Planning Policy Appraisal

Appendix 7N Extract of Greater Manchester Freight and Logistics Transport Strategy (2016)

Appendix 7O Extract of Northern Freight and Logistics Report (2016)

Appendix 7P Extract of Greater Manchester Transport Strategy (2017) (Interventions G6, G8, G9, W5)

Appendix 7Q Extract of Draft Strategic Transport Plan (2018)

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1. Statutory Development Plan

1.1. Salford City Council’s (SCC) development plan currently comprises:

• Saved unitary development plan policies and proposals map; • Greater Manchester Joint Waste Development Plan Document (GMJW DPD); and • Greater Manchester Joint Minerals Development Plan Document (GMJM DPD).

1.2. This section provides further information on the relevant policies of the development plan pertaining to the Barton Site1. Extracts of the policies referenced are appended to this Appendix.

City of Salford Unitary Development Plan

1.3. The City of Salford Unitary Development Plan (UDP) (2004-2016) was adopted by SCC on 21 June 2006. Due to legislative changes, SCC had to apply to the Secretary of State (SoS) to save policies beyond 21 June 2009 (under the 2004 Planning and Compulsory Purchase Act). As a result of this process, a number of policies contained within the UDP expired on this date. In addition, two further policies expired on 1 April 2012 upon adoption of the GMJW DPD and three further policies expired on 26 April 2013 upon adoption of the GMJM DPD. Only the relevant saved UDP policies pertaining to the Barton Site are summarised below.

Strategic Policy ST3 (Employment Supply)

1.4. See Appendix 7A.

1.5. This policy seeks to continue the strengthening of the local economy reported to have taken place in the previous decade. In doing so, the UDP allocates a range of sites for employment uses, so as to ensure an adequate supply of land and buildings for economic development. Paragraph 4.16 of the Reasoned Justification identifies the main focus of the allocated sites to be in the Western Gateway, which together with the Regional Centre, are recognised as the city’s main economic drivers.

1.6. Paragraph 4.20 states that the UDP will enable diversification of the local economy in a number of ways, including supporting the:

‘establishment of a Strategic Regional Site at Barton, including the potential to provide a multi-modal freight interchange;’

1 As defined in Section 4 of the Main Planning Proof of Evidence of Doug Hann.

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Policy ST5 (Transport Networks)

1.7. See Appendix 7A.

1.8. This policy sets out the importance of maintaining and improving transport networks through a combination of measures, including:

‘d) the provision of new road infrastructure where this will support the city’s economic regeneration;

f) the protection and enhancement of rail and water-based infrastructure to support the movement of freight and passengers.’

1.9. Paragraph 4.30 of the Reasoned Justification highlights the importance of the UDP supporting the sustainable movement of freight as well as that of people and in doing so, references Policy E1 (Strategic Regional Site, Barton) which allows for the provision of a multi-modal freight interchange at the Barton Strategic Regional Site (further information on Policy E1 is set out below).

Policy E1 (Strategic Regional Site, Barton)

1.10. See Appendix 7A.

1.11. Policy E1 allocates the Barton Site for the following development. It states:

‘One, or a combination of any two, of the following types of development will be permitted on the Barton Strategic Regional Site (80.9 ha):

a) A mix of light and general industry, warehouse and distribution, and ancillary offices and other uses;

b) A multi-model freight interchange, incorporating rail and water based freight handling facilities, and a rail link to the Manchester – Newton- le-Willows – Liverpool railway line; and

c) A sports stadium for Salford City Reds with a maximum capacity of 20,000 spectators, and appropriate enabling development.’

1.12. An extract of the Proposals Map pertaining to Policy E1 is provided at Appendix 7B.

1.13. The allocation is bounded by the A57 and Salteye Brook to the north, the M60 to the east, the Manchester Ship Canal (MSC) to the south and the indicative route of the future rail link to the west.

1.14. The UDP views the development of the Barton Site as ‘critical to the implementation of the

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[North West] Regional Economic Strategy’2, with the Barton Site intended to serve as a flagship development for the North West. The reasoned justification confirms that the strategic nature of the site provides potential to generate a significant number of jobs, supporting the economy of the Western Gateway, wider conurbation and the sustainability of local communities.

1.15. Part b) of the policy promotes the Barton Site based on its location in relation to the strategic rail network, the MSC and motorway network, which ‘offers an excellent opportunity for the provision of a multi-modal freight interchange’ (paragraph 8.5) and identified as assisting in the more sustainable and efficient transportation of freight.

1.16. Part c) relates to the provision of a new sports stadium and appropriate enabling development. Paragraph 8.6 of the Reasoned Justification states:

‘The eastern part of the Barton Strategic Regional Site is considered to be the most appropriate location, relating well to the supporters of the club, and having good access to the motorway network, the potential to be well-served by public transport, and a sufficient land area to provide high quality facilities and any necessary enabling development’.

1.17. The Reasoned Justification sets out how it is envisaged that the Barton Site will be developed, in particular, with references to phasing and that through planning obligations and conditions, the Council will ensure provision of key elements such as land remediation, drainage, access, other infrastructure, public transport improvements and landscaping are provided at the appropriate time and to ensure early developments do not compromise the potential of the remainder of the site. In particular, paragraph 8.7 states:

‘It is anticipated that, relative to its enabling development, the stadium will be developed at an early stage’.

Policy A9 (Provision of New Highways)

1.18. See Appendix 7A.

1.19. The Barton Site is dissected by an allocation for a major highway proposal. Policy A9 states:

‘Planning permission will be granted for the following road schemes:

B: A57-Trafford Park link road through the Barton Strategic Regional Site.

The precise line of scheme A 9/2 will be subject to further consideration, and land in the vicinity of the line shown on the proposals map will be

2 Explained further in Section 3 of this Appendix.

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safeguarded for future provision. Other development that would be likely to prejudice the construction of the scheme will not be permitted.’

1.20. The Proposals Map (A9/2) shows an indicative line for the new link road from the A57 which crosses the Salteye Brook, dissects the stadium and crosses the MSC towards Trafford.

1.21. The policy states the precise route will be subject to further consideration, but safeguards land near the indicative line for future provision. Other development likely to prejudice the construction of the scheme is not permitted. This is the precursor to the (now part implemented) Western Gateway Infrastructure Scheme (WGIS)3.

1.22. The new road is stated to help improve access to and circulation within the Western Gateway, including major employment opportunities at the Barton Site. The link across the MSC is also intended to improve access to the Trafford Centre.

Policy EV6 (Incremental Development)

1.23. See Appendix 7A.

1.24. On sites within or immediately adjacent to an area identified for major development (such as the Barton Site), the policy stipulates that planning permission will not be granted for incremental development that would unacceptably hamper or reduce the development options for that wider area.

1.25. The policy recognises that where land ownerships may be different, it is important to ensure the development of part of a larger development site does not diminish the opportunities or options to develop the rest of the site, to the detriment of the regeneration and/or proper planning of the area.

1.26. Whilst this policy is primarily concerned with the need for comprehensive development, it does demonstrate a requirement to ensure that the interrelationships between multiple proposals in a particular area are properly considered.

3 The WGIS scheme is described in the main Planning Proof of Evidence of Doug Hann (Section 4).

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2. Emerging Development Plan

Salford Publication Draft Core Strategy

2.1. The Publication Draft Core Strategy (PDCS) was published in February 2012 and, following public consultation, was submitted to the SoS for Examination in May 2012. The Examination took place in September 2012. Following receipt of the Inspector’s preliminary conclusions but prior to the formal Inspector’s Report being published, SCC formally decided to withdraw the Core Strategy (November 2012) and commence preparation of a new Local Plan.

Salford Draft Local Plan

2.2. Following the abandonment of the PDCS and the publication of the Draft Greater Manchester Spatial Framework (GMSF) (discussed later on in this section), the Draft Local Plan (DLP) was published for consultation between November 2016 and January 2017.

2.3. The DLP is a comprehensive Local Plan, i.e. it sets out strategic and detailed policies and site allocations. It will eventually replace the saved policies of the 2006 UDP in its entirety.

2.4. The following policies are relevant to the Barton Site.

Spatial Vision

2.5. See extract at Appendix 7C.

2.6. The draft vision to 2035 recognises that Salford has seen a turnaround in its fortunes over recent years, reversing decades of population decline and securing high levels of growth. SCC aims for Salford to evolve into a modern global city, involving high levels of economic growth, with significant increases in the number of jobs, residents and visitors. Akin to this, paragraph 3.5 identifies that Port Salford4, once built, ‘will become the most sustainable location in Greater Manchester for industrial and warehousing development’.

2.7. A copy of ‘Figure 1: Key Diagram’ underpinning the vision is enclosed.

Policy DP1 (Efficient Use of Land)

2.8. See extract at Appendix 7C.

4 Further information on the Port Salford scheme and proposal is contained in Section 4 of the Main Planning Proof of Evidence of Doug Hann.

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2.9. This draft policy requires development proposals to use land efficiently. It states:

‘All parts of a site should have a clear and positive purpose’.

Policy DP2 (Co-ordinated Development)

2.10. See extract at Appendix 7C.

2.11. This draft policy is similar to UDP Policy Dev6 (Incremental Development) by making clear development will not be permitted if it would unacceptably hamper or reduce the development options for adjacent sites or the wider area.

2.12. With regards the proposal to deliver a Port Salford Expansion Site5 (north of the Barton Site and existing Port Salford scheme), because this proposal involves land proposed to be removed from the Green Belt, the policy requires the preparation of a masterplan or Supplementary Planning Document (SPD).

Policy EC1 (Economic Development Spatial Strategy)

2.13. See extract at Appendix 7C.

2.14. This draft policy outlines Salford’s role in supporting the economic growth of Greater Manchester during the period 2015 to 2035, in particular, by ‘taking advantage of Salford’s excellent location and transport infrastructure’.

2.15. One of the key components of the spatial strategy for economic development is to:

“3. Provide a major inter-modal freight terminal and a fully integrated, high quality, logistics and manufacturing park at Port Salford that enables freight to be moved in and out of Greater Manchester more efficiently and sustainably, and improves international connections via the Manchester Ship Canal and the post-Panamax shipping facilities at the Port of Liverpool;”

2.16. Paragraph 7.9 of the Reasoned Justification states that Port Salford is a ‘Greater Manchester priority’, building on the major scheme already permitted south of the A57, and the unique potential of the location taking into account ongoing infrastructure investment and scope to expand the facility further north and west of Barton Aerodrome (otherwise known as ‘City Airport’).

2.17. An extract of the ‘Figure 3: Economic development spatial strategy’ diagram is enclosed.

5 Further information on proposals for the Port Salford Expansion Site are set out later in this Section and in Section 7 of the Main Planning Proof of Evidence of Doug Hann.

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Policy EC3 (Industrial and Warehousing Development)

2.18. See extract at Appendix 7C.

2.19. Draft policy EC3 seeks to deliver approximately 500,000 sqm of new industrial and warehousing floorspace in Salford over the plan period. It goes on to state:

‘More than half of this new provision will be delivered at Port Salford, taking advantage of the unique opportunity presented by the inter-modal connections available and raising significantly the quality of offer within the city as a whole (see policy EC4).’

2.20. Paragraph 7.17 of the Reasoned Justification confirms that the expanded Port Salford scheme (i.e. the Extension Site) is a key element of this new employment offer, both at the city and wider sub-regional level, with its inter-modal connections providing a unique opportunity to develop a wider employment area in its vicinity that will be highly attractive to investors and occupiers.

Policy EC4/1 (Port Salford Expansion, Irlam and Winton)

2.21. See extract at Appendix 7C.

2.22. This draft policy allocates the Port Salford Expansion site for employment use:

‘A major expansion of Port Salford accommodating around 320,000m2 of employment floorspace will be delivered to the north and west of City Airport, taking advantage of the new port facilities, rail link and highway improvements that will have been completed as part of the early phases of Port Salford. This will provide one of the most well-connected and market-attractive industrial and warehousing locations in the country, with a strong focus on logistics activities but also incorporating high quality manufacturing floorspace.’

2.23. The policy’s criteria require that development of the site will need to:

‘1) Not be commenced until:

A) At least 75% of the proposed floorspace on the existing Port Salford site to the south of the A57 has been completed; and B) The following infrastructure, in no order of priority, has been completed and is operational:

i) The rail link from the Manchester-Liverpool line into the existing Port Salford site to the south of the A57; ii) The new wharves on the Manchester Ship Canal

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within the existing Port Salford site; iii) A new junction on the M62 to the north-east of Irlam; and iv) A link road between the new M62 junction and the A57;

2) Ensure that all occupiers have easy access to, and are able to utilise, the new rail link and wharves at Port Salford; 8) Accommodate a potential extension of the Trafford Park Metrolink to serve Port Salford; 9) Incorporate a major park and ride facility, served by bus and potentially Metrolink;’

2.24. It is evident from the wording of this draft policy that delivery of the consented Port Salford proposal (south of the A57) is an essential precursor to development of the Port Salford Expansion site.

Policy CT1 (Tourism Development)

2.25. See extract at Appendix 7C.

2.26. Draft policy CT1 aims to concentrate tourism development in four locations, including:

‘4. The stadium area, incorporating the AJ Bell Stadium, surrounding retail and leisure uses, and Barton Aerodrome.’

2.27. Paragraph 8.7 of the Reasoned Justification states:

‘there is scope to significantly expand the tourism-related uses around the stadium, including retail and leisure provision, forming part of a much larger concentration of activities that extends across the MSC and includes the Trafford Centre.’

2.28. An extract of the ‘Figure 4: Tourism development locations’ diagram is enclosed.

Policy CT3/1 (Land around AJ Bell Stadium, Irlam)

2.29. See extract at Appendix 7C.

2.30. Building upon the principles established in draft Policy CT1, draft Policy CT3/1 allocates the land around the Stadium (comprising 34.3 Ha) for:

‘A wide range of tourism and related uses will be suitable on the land around the AJ Bell Stadium, including:

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A) Hotels; B) Food and drink, such as bars and restaurants; C) Leisure facilities; and D) Shops, where there would be no significant adverse impact on vitality and viability of designated centres.’

2.31. It goes on to state that development of the site will need to inter alia:

‘1) Be designed around high quality public realm that provides a focus for development on the site; 2) Retain a line for a potential extension of the Trafford Park Metrolink line to pass through the public realm at the centre of the site, incorporating a stop, on its way to Port Salford; 3) Incorporate high quality walking and cycling routes that connect to the wider pedestrian/cycling networks and tourism attractions, including the Port Salford greenway, Bridgewater Canal, and the Trafford Centre; 4) Ensure that access to individual developments is taken from the road infrastructure within the site rather than from the A57;’

2.32. Paragraph 8.11 of the Reasoned Justification explains that the land around the Stadium forms part of a wider tourism area extending from City Airport and Heliport to the west across the MSC to include the Trafford Centre to the east. It therefore provides the opportunity to further bolster the tourism role of this part of Greater Manchester, supporting this ‘vital’ part of the economy, as well as providing opportunities for local residents.

2.33. It goes on to recognise that part of the site already benefits from planning permission for bulky goods retailing, and an amenity restaurant has recently been constructed (known locally as the “Barley Farm”). It states:

‘Further retail development would be appropriate to support the area’s tourism role provided this does not cause significant harm to any of the surrounding town centres and local centres. Development that would contribute to increased use of, and attendance at, the stadium will be particularly encouraged.’

Policy A1 (Sustainable Transport Strategy)

2.34. See extract at Appendix 7C.

2.35. Draft policy A1 seeks significant improvement in the ability of people and goods to move around and through the city in an efficient, safe and sustainable way. It sets out four requirements, including to encourage a modal shift towards more sustainable forms of

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transport, with Port Salford identified as an important priority destination for improvement (part A).

2.36. Paragraph 13.8 of the Reasoned Justification makes reference to the Greater Manchester Freight and Logistics Transport Strategy’s (2016) vision6 to maximise economic growth and competitiveness by boosting the network integration and efficiency of freight transport in Greater Manchester and across the North and creating employment opportunities. Paragraph 13.9 goes on to state that the sustainable distribution of goods by appropriate modes and methods that reduce the number of vehicular trips will be supported. The development of Port Salford and its inter-modal connections give Salford a pivotal role in achieving this vision (paragraph 13.10).

2.37. An extract of the ‘Figure 9: Existing and proposed infrastructure’ diagram is enclosed, reaffirming the role of Port Salford in delivering a key element of the Council’s transport strategy.

Policy A5 (Sustainable Movement of Freight)

2.38. See extract at Appendix 7C.

2.39. Draft policy A5 states:

‘The increased use of the Manchester Ship Canal for the movement of freight will be encouraged.

Through the development of Port Salford at Barton, the city will play a major role in the movement of freight within Greater Manchester and the North West. Major new wharves and a dedicated rail spur running from the Eccles line into the site will be provided as a central part of the scheme and, together with highway improvements, will ensure that Port Salford provides a fully integrated freight facility.’

2.40. The draft policy recognises that the MSC is a major port, extending from the Wirral to Salford Quays (paragraph 13.30 of the Reasoned Justification), which offers the potential to ‘considerably increase freight traffic along its length, helping to reduce HGV movements on the region’s roads’.

2.41. Paragraph 13.31 continues by highlighting that the MSC offers the only opportunity for significant water based freight movement in the sub-region and therefore it is important that its freight potential is protected and enhanced where possible.

6 Further detail is set out in Section 5 of this Appendix.

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Policy A6 (Highway Network)

2.42. See extract at Appendix 7C.

2.43. Draft policy A6 identifies the potential for a new M62-A57 road link at Barton, between M62 junctions 11 and 12, associated with the proposed Port Salford Expansion Site. This proposal is promoted as having wider network benefits as well as supporting the development of this site.

Policy R1 (Recreation Spatial Strategy)

2.44. See extract at Appendix 7C.

2.45. Draft policy R1 promotes the provision of a comprehensive range of recreation facilities across Salford, and in doing so, identifies a number of strategic recreation schemes which are considered by the Council to be ‘strategically important’, including:

‘AJ Bell Stadium, ensuring that the community benefits of this facility are maximised’

Draft Greater Manchester Spatial Framework

2.46. The Draft Greater Manchester Spatial Framework (GMSF) was published for consultation between October 2016 and January 2017. It has been jointly prepared by the Association of Greater Manchester Authorities (AGMA), with input from SCC. Its vision over the period to 2035 is for Greater Manchester to compete on the global stage to attract investment, business, workers and tourists, with a high level of economic growth ‘well above baseline forecasts’, taking advantage of proposed transport investments and numerous high quality development opportunities.

2.47. The Draft GMSF sets out strategic planning policies and major allocations for the whole of the Greater Manchester sub-region and will form part of the statutory development plan, once adopted.

2.48. Whilst the draft document was published ahead of SCC’s DLP, there is a significant crossover in the policies pertaining to the Western Gateway and, in particular, the Barton Site. Further information on these draft policies is set out below.

Policy SL5 (Western Gateway)

2.49. See extract at Appendix 7D.

2.50. A plan, taken from Page 13 of the Draft GMSF and showing the location and extent of the Western Gateway area, is provided within the extract referenced above.

2.51. Draft policy SL5 promotes ‘a nationally significant series of major development opportunities

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will be brought forward within the Western Gateway, extending westwards from the Quays along the MSC and M62 motorways, and forming part of a larger growth corridor stretching to Liverpool’.

2.52. In the long-term, the Western Gateway is intended to deliver approximately 1,400,000 sqm of industrial and warehousing floorspace (and over 20,000 dwellings), taking advantage of the high level of market interest in the area.

2.53. Part 3) of the draft policy identifies Port Salford as a key project:

‘3. Port Salford, delivering a major new port facility on the Manchester Ship Canal with direct connections to the Port of Liverpool, around 450,000m2 of rail-served industrial and warehousing floorspace on land to the south, north and west of City Airport, and a major new park and ride facility;’

2.54. It goes on to state that:

‘Significant investment in transport infrastructure will be required to support this level of development and to provide wider network benefits, including:

C. The completion of the multi-modal infrastructure to serve Port Salford, including the wharves on the Manchester Ship Canal, a rail spur from the main Liverpool line, and local road improvements;’

2.55. The Reasoned Justification (paragraph 3.5.1) sets out that the Western Gateway includes some of Greater Manchester’s most significant economic areas. Furthermore, that the ‘exceptional transport infrastructure, including the main Manchester-Liverpool rail line, motorways and the MSC’, and existing and proposed Metrolink lines, help make this a very attractive location for further growth.

Policy GM2 (Industrial and Warehousing)

2.56. See extract at Appendix 7D.

2.57. Draft policy GM2 identifies a number of key locations for new industrial and warehousing in Greater Manchester, including:

‘A. Western Gateway – taking advantage of the exceptional transport connections, including the Manchester Ship canal, the two Manchester- Liverpool rail lines, the M62, M60 and M602 motorways, and City Airport and Heliport, this location offers major opportunities at: […]

- Port Salford, providing unique multi-modal opportunities involving

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water, rail, road and air;’

2.58. The draft policy goes on to state that ‘opportunities to serve these sites by rail and water should be taken wherever practicable, to reduce the amount of freight moved by road’.

2.59. Draft Figure 5.1 (Industrial and Warehousing) illustrates the location of Port Salford within the Western Gateway.

2.60. The Port Salford Expansion site is subsequently identified as a proposed allocation at paragraph 5.0.6 of the Reasoned Justification. Further information on this draft allocation is set out below.

Policy GM4 (Retail, Leisure and Tourism)

2.61. See extract at Appendix 7D.

2.62. Draft policy GM4 states the following locations will be especially important for tourism and leisure activity in GM:

“5. Trafford City – including one of the country’s largest indoor shopping centres, numerous leisure facilities, a major conference venue, stadium, and the City Airport and Heliport;”

2.63. Paragraph 7.0.1 of the Reasoned Justification states that ‘varied and high quality retail, leisure and tourism opportunities are vital to providing the quality of life that will help to attract people to live in Greater Manchester, as well as supporting the growth of the visitor economy, which will be an important component of the sub-region’s future prosperity.’

Policy GM6 (Accessibility)

2.64. See extract at Appendix 7D.

2.65. The draft GMSF aims for Greater Manchester to have outstanding global connectivity, making it an excellent business and tourism location and one of the easiest locations to access from across the world, both for people and freight.

2.66. Draft policy GM6 identifies Port Salford as one of two accessibility projects of international importance:

‘This global connectivity will be considerably enhanced through:

B. The completion and expansion of Port Salford, providing direct shipping connections along the Manchester Ship Canal to the post- panamax facility at the Port of Liverpool (Liverpool 2), complemented by other wharves along the canal.’

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2.67. The proposed scale of growth will require considerable investment in transport infrastructure across Greater Manchester in order to address congestion, support the delivery of major sites and ensure that residents and businesses are able to. Key public transport interventions set out by draft policy GM6 include:

“c. Deliver major improvements in public transport infrastructure to areas of significant growth, such as the Northern Gateway, Western Gateway, Eastern Gateway, A580, including rapid transit where appropriate;

i. Better public transport links to Port Salford, including a potential continuation of the Metrolink line from the Trafford Centre, across the Manchester Ship Canal to the Salford Community Stadium and Port Salford; […]

n. Highway infrastructure to support the delivery of Port Salford including consideration of a new junction on the M62 to the east of Irlam, and link road to the A57, supporting the expansion of Port Salford;’

2.68. The Reasoned Justification (paragraph 9.0.1) outlines that:

‘well functioning transport networks will be the bedrock of Greater Manchester’s future success, enabling the effective and efficient movement of people and goods to, from and across the sub-region. This will be essential not only to support economic growth, but also for ensuring that all residents are able to share in its benefits, and transport must not be a barrier to people taking up work or moving to a better job.’

Policy WG3 (Port Salford Extension (Salford))

2.69. See extract at Appendix 7D.

2.70. Draft policy WG3 allocates a large area of land to the north and west of City Airport (between the A57 and M62) as a major expansion of PS accommodating around 320,000 sqm of employment floorspace. The draft allocation is intended to take advantage of the new port facilities, rail link and highway improvements being brought forward as part of the consented Port Salford scheme.

2.71. The draft allocation is designed to provide one of the most well connected and market attractive industrial and warehousing locations in the country, with a strong focus on logistics activities but also incorporating high quality manufacturing floorspace.

2.72. Akin to the wording of draft policy EC4/1 of the DLP, draft policy WG3 sets out criteria that development of the site will need to satisfy in terms of the early delivery of infrastructure

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associated with the consented Port Salford site.

2.73. The Reasoned Justification for the draft policy sets out:

‘The combination of excellent water, rail and road access, including direct shipping links to the post-panamax facility at the Port of Liverpool, will make Port Salford one of the most attractive locations in the country for industrial and warehousing development. The permitted initial phase of development will provide around 150,000 sqm of floorspace. Enabling its expansion will help significantly boost the competitiveness of Greater Manchester, offering the type of site that can compete with locations internationally for investment. The transport connections mean that the location is particularly attractive for logistics activities, but high quality manufacturing should also be provided in order to diversify the employment and investment opportunities in this part of Greater Manchester.’

2.74. The policy recognises that one of the key attributes of Port Salford is its potential to remove freight from roads and move it more sustainably by rail and water and that it is vital that any development of the site takes advantage of this by utilising the rail and wharf infrastructure delivered as part of the permitted scheme.

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3. Previous Development Plan

3.1. Whilst no longer constituting the development plan for the area, the former Salford UDP and subsequent regional planning guidance (in the form of both the Regional Economic Strategy and Regional Spatial Strategy) had a key role in underpinning the allocation of the Strategic Regional Site at Barton in the current UDP.

3.2. This section sets out how the history of promotion of the Barton Site through the previous development plan, having regard to key policies which have since been carried forward and support the sites’ development today.

Salford Unitary Development Plan

3.3. Adopted in November 1995, the first Salford Unitary Development Plan (UDP) was based on a vision for the 21st century to consolidate and enhance the city over the period to 2001. In this regard, land adjacent to the MSC was one of four areas targeted for urban regeneration, and recognised as providing a ‘corridor of opportunity’ and focus for investment and development.

Policy EC1 (A Balanced Portfolio of Sites)

3.4. See extract at Appendix 7E.

3.5. The 1995 UDP’s approach to allocating employment land in Policy EC1 was heavily influenced by the Secretary of State’s (SoS) Strategic Planning Guidance for Greater Manchester (RPG4) published in 1989 and prevalent at that time. RPG4 required the Association of Greater Manchester Authorities (AGMA) to jointly identify opportunities in strategic locations to provide major high amenity sites and the Barton Site was one of two such sites identified in Salford as being of regional importance and which would form part of the Council’s overall ‘balanced portfolio’ of development opportunities. Categories within the balanced portfolio included:

‘A. Major High Amenity Sites for High Technology Industry in Strategic Locations.’

3.6. Such sites were intended to be attractive to investors from outside the region and help develop and diversify the local economy.

3.7. An extract of the previously adopted Proposals Map illustrating the EC1 allocation is provided at Appendix 7F.

3.8. Whilst the allocation of the site has since changed through adoption of the current UDP i.e. from a requirement to deliver ‘high technology’ to delivery of a mix of either warehousing and

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distribution; a multi-modal freight interchange; and/or new stadium and enabling development (see Policy E1 in Section 2 above), this previous local plan policy and concurrent Strategic Planning Guidance, identified the Barton site because of its strategic location. The justification for this is set out pursuant to Policy EC10 (below).

Policy EC10 (Major High Amenity Sites in Strategic Locations)

3.9. See extract at Appendix 7E.

3.10. The Barton Site was allocated specifically by Policy EC10 (Major High Amenity Sites in Strategic Locations) for:

‘EC10 - The following sites are allocated as major high amenity sites for high technology industry.

1. Barton (116.3ha)

2. Agecroft Valley - land comprising the former Agecroft Colliery and the former Brindle Heath Junction (51.2ha)’ (our emphasis)

3.11. The use classes of these “high technology industries” were not defined by the UDP, however, the Reasoned Justification confirms that the Barton Site was allocated because it represented a development opportunity of importance to the whole Greater Manchester conurbation. It was chosen due to its size (116.3 ha) and unique locational characteristics, being adjacent to a major motorway interchange and the MSC, large enough to create its own internal environment and within a good environmental setting, in a location likely to attract a range of high technology users and within easy access of Manchester International Airport.

Policy T6 (Irlam/Barton Access Improvements)

3.12. See extract at Appendix 7E.

3.13. Policy T6 required the construction of two new link roads to service the Barton Site and improve access to the motorway network and the surrounding area in general, comprising the Irlam/Carrington Link across the MSC and a link road between the A57 (Liverpool Road) and the M62 (in the general vicinity of Barton Moss).

3.14. As discussed later in this section, the Irlam/Carrington Link has since evolved to become part of the WGIS scheme. Furthermore, the link between the A57 and M62 is being promoted as part of the Port Salford Expansion Site. Further information on these schemes is set out in the main Planning Proof of Evidence.

North West Regional Planning Guidance (2003)

3.15. RPG13 was published in March 2003 by the Government Office for the North West (GONW),

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setting out strategic policies and criteria for local planning authorities to consider when allocating land for specific uses within their development plans. It also incorporated the Regional Transport Strategy. The overriding aim was to promote sustainable patterns of spatial development and physical change.

3.16. Key policies pertinent to the history of promotion of the Barton Site are set out below.

Policy SD9 (The Regional Transport Strategy)

3.17. Policy SD9 encouraged ‘effective multi-modal solutions to the conveyance of goods, people and services, especially at major hubs’. Paragraph 3.41 set out that the regional effort to enhance (then) current transport systems would need to take account of inter alia:

• major new development should be located where good access to public transport exists or can be created;

• multi-modal solutions to transport issues must be considered with emphasis on the maintenance and selective improvement of regionally significant routes.

Policy EC1 (Strengthening the Regional Economy)

3.18. Policy EC1 recognised the importance of economic growth to the region’s prosperity and quality of life for its people, reflecting the focus outlined in the (then) Regional Economic Strategy (RES). It encouraged development plans to inter alia

‘support a greater shift of freight from road to rail and water by guiding new major industrial and distribution developments to sites that can be readily connected to the rail network, waterways and ports.’

Policy EC7 (Warehousing and Distribution)

3.19. Policy EC7 encouraged development plans to ensure that new warehousing and distribution developments are located to avoid the unnecessary movement of goods by road and to make best use of the region’s rail network. Preference was for brownfield sites, proximity to a labour supply, access to the regional highway network for freight purposes, access to rail freight facilities, access to ports and airports and for sites to be of a sufficient scale to allow for flexible development and expansion.

Policy T2 (The Regional Rail Network)

3.20. Policy T2 largely relates to encouraging organisations that have an active role in rail service and infrastructure provision, to work towards delivery of a number of regional visions, including the Regional Freight Strategy (subsequently published in November 2003 and referred to below).

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Policy T6 (The Region’s Ports and Strategic Inland Waterways)

3.21. Policy T6 identified the MSC as having a significant potential for an increase in freight traffic and in general, encouraged development plans to make provision for capitalising on the economic activity generated and sustained by the Region’s ports.

3.22. The policy set out a presumption in favour of making the best use of existing infrastructure where possible, with all available options to secure modal transfer to be explored, where growth in port-related road-traffic was likely to impact on strategic and local highway networks.

Policy T7 (Freight Transport)

3.23. Policy T7 encouraged local authorities to develop freight strategies through the local transport plan process. Furthermore, it encouraged the Strategic Rail Authority (SRA) and freight transfer companies to assist the transfer of freight from road to rail through the provision of new, strategically located, inter-modal interchanges to serve the North West.

3.24. Paragraph 10.35 of the RPG sets out a series of ‘Transport Proposals of Regional Significance for Delivery by 2021’ and the list includes ‘further expansion of the network of inter-modal freight interchanges’.

3.25. A Strategic Rail Freight Interchange Policy was subsequently published by the SRA in 2004. Further information on this is set out below.

Regional Economic Strategy (2006)

3.26. Adopted in 2006, the Regional Economy Strategy (RES), led by the former North West Regional Development Agency (NWDA), set out a 20 year vision to improve and grow the regional economy.

3.27. It identified the Barton Site as one of 25 ‘Strategic Regional Sites’ for regional investment, knowledge nuclei or intermodal freight terminals (see Action 80 and ‘RES Actions’ Annex). Such sites were identified because they provided opportunities to support key sectors, sustainable freight distribution and economic restructuring, in locations where they could provide skills to link local people (many in deprived areas) to new employment sites and exploit growth, including supply chain opportunities.

3.28. An extract of the list of identified ‘Strategic Regional Sites’ including Barton, is provided at Appendix 7G.

North West Regional Spatial Strategy (2008)

3.29. The North West Regional Spatial Strategy (RSS) was adopted on 30 September 2008 and was intended to cover the period to 2021. It formed part of the statutory development plan

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for SCC and therefore its policies underpinned land use planning and development decisions until it was revoked on 20 May 2013.

3.30. Overall, the RSS supported the economic programme put forward in the RES, seeking to strengthen and regenerate the regional economy and address problems of worklessness. The RSS’s fundamental aim was to seek to improve productivity and to close the gap in economic performance between the North West and other parts of the UK.

3.31. The RSS did not make allocations itself, but set out strategic policies and criteria for local planning authorities to consider when allocating land for specific uses within their development plans.

3.32. Those most pertinent to the Barton Site are set out below.

Policy W2 (Locations for Regionally Significant Economic Development)

3.33. Policy W2 requires regionally significant economic development to be located close to sustainable transport nodes within the urban area of Manchester, with the exact sites to be identified by local planning authorities. It requires that such sites should be capable of development within the plan period, highly accessible, well related to areas with high levels of worklessness and/or areas in need of regeneration and to neighbouring uses. It requires that sites for regionally significant logistics and high volume manufacturing be well connected to the primary freight transport networks.

Policy RT6 (Ports and Waterways)

3.34. Policy RT6 states that local plans should support the economic activity generated and sustained by the region’s major ports and waterways, in particular the MSC. It encourages port operators to develop land side surface access plans to accommodate existing and projected freight and passenger traffic and suggests that there should be a presumption in favour of making best use of existing infrastructure and opportunities to secure the transfer of port-related freight from road to rail or water.

3.35. Policy RT6 also states that there should be a strong presumption in favour of safeguarding land close to ports for logistics, transport and port-related development where there is at least a reasonable likelihood of restitution to significant operational use within fifteen years, and where the alternative use in contemplation is one which will be difficult to reverse.

3.36. It encourages land with wharfside frontages to be protected for future uses that require a water connection, where there is a likelihood of such re-use in the short term. In considering applications for development at ports, account is to be taken of the extent to which land side surface access can assist the transfer of port traffic from road to rail and/or water, the extent to which it reduces unsustainable use of ports in other UK regions, the effect of the proposed development on the health and wellbeing of local communities and the adverse effects on

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sites of nature conservation importance.

Policy RT7 (Freight Transport)

3.37. Policy RT7 required local development plans to take account of the Regional Freight Strategy (2003). Local authorities were encouraged to work with rail, port and inland waterway operators, Network Rail, the freight transport industry and business to capitalise on the opportunities available in the North West for increasing the proportion of freight moved by short-sea, coastal shipping and inland waterways to encourage a shift from road based transport.

Policy RT8 (Inter-Modal Freight Terminals)

3.38. Policy RT8 recommended local plans give consideration to allocating land in ‘South West Greater Manchester (with access to rail and the Manchester Ship Canal)’ as one of four broad locations for an inter-modal freight terminal and set out criteria that proposals would need to satisfy.

3.39. It stated that the prime purpose of sites should be to facilitate the movement of freight by rail and/or water and that rail access and associated facilities should be available before the site is occupied. It recognised that the transfer of movement of freight from the highway network to rail or water could potentially yield substantial benefits in reducing carbon emissions, and easing road congestion.

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4. National Planning Policy

National Planning Policy Framework

4.1. The National Planning Policy Framework (NPPF) was introduced on 27 March 2012, consolidating a vast range of national planning policy guidance into one comprehensive document. It establishes the planning principles which should underpin plan making and decision taking.

4.2. At the heart of the NPPF is the “presumption in favour of sustainable development”, which requires local planning authorities to positively seek opportunities to meet the development needs of their area, with sufficient flexibility to adapt to rapid change, and to approve proposals, unless any adverse impacts significantly and demonstrably outweigh the benefits or specific policies restrict development.

4.3. There are three dimensions to sustainable development: economic, social and environmental (paragraph 6). Paragraph 17 sets out the NPPF’s core planning principles which include:

• ‘proactively drive and support sustainable economic development to deliver the homes, business and industrial units, infrastructure and thriving local places that the country needs […]

• support the transition to a low carbon future in a changing climate […]

• contribute to conserving and enhancing the natural environment and reducing pollution […]

• encourage the effective use of land by reusing land that has been previously developed (brownfield land), provided that it is not of high environmental value;

• promote mixed use developments, and encourage multiple benefits from the use of land in urban and rural areas […]

• actively manage patterns of growth to make the fullest possible use of public transport, walking and cycling, and focus significant development in locations which are or can be made sustainable; […]’

Building a Strong Competitive Economy

4.4. Paragraphs 18, 19 and 20 state the Government’s commitment to securing economic growth to create jobs and prosperity and to meeting the twin challenges of global competition and of a low carbon future. It requires that planning should operate to encourage and not act as an

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impediment to sustainable growth. Plans are to proactively meet the development needs of business and support an economy fit for the 21st century.

4.5. Paragraph 21 requires local planning authorities to plan for new or emerging sectors likely to locate to the area, including clusters of knowledge driven, creative or high technology industries, and identify areas for economic regeneration, infrastructure provision and environmental enhancement.

Promoting Sustainable Transport

4.6. Paragraph 30 states encouragement should be given to solutions which support reductions in greenhouse gas emissions and reduce congestion.

4.7. Paragraph 31 states to develop strategies for the provision of viable infrastructure necessary to support sustainable development, including large scale facilities such as rail freight interchanges or transport investment to support the growth of ports or other major generators of travel demand.

4.8. Paragraphs 34 and 35 state development that generates significant movement should be located where the need to travel will be minimised and the use of sustainable transport modes for goods and people can be maximised.

Promoting Healthy Communities

4.9. Paragraph 70 states to plan positively for the provision and use of shared space and community facilities (such as sports venues) to enhance the sustainability of communities.

Meeting the Challenge of Climate Change, Flooding and Coastal Change

4.10. Paragraph 95 states to support the move to a low carbon future, to plan for new development in locations and ways which reduce greenhouse gas emissions.

Conserving and Enhancing the Natural Environment

4.11. Paragraphs 109, 110 and 111 encourage remediating and mitigating despoiled, degraded, derelict or contaminated and unstable land, minimising pollution and re-using brownfield land.

Local Plans

4.12. Paragraphs 151, 152 and 154 state Local Plans must be prepared with the objective of contributing to the achievement of each of the economic, social and environmental dimensions of sustainable development. Local Plans should be aspirational but realistic.

4.13. Paragraphs 156 and 157 state strategic policies should be included to deliver the homes and jobs needed in the area, the provision of retail, leisure and other commercial development, the provision of infrastructure for transport, communities and culture. Plans should plan

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positively for the development and infrastructure required in the area and allocate sites to promote development.

Annex 1: Implementation

4.14. Paragraphs 215 and 216 of the Framework set out how decision makers should approach the weight to be afforded to adopted and emerging plans and policies, having regard to their degree of consistency with the Framework.

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5. Other Material Documents

North West Regional Freight Strategy

5.1. The Regional Freight Strategy (RFS) was published in November 2003 to provide the framework for Local Transport Plans and inform the partial review of RPG13 over a period to 2021.

5.2. The RFS highlighted factors which impact on the movement of freight and focused on issues which have a regional dimension and significance, including sustainable distribution (such as improving efficiency and protecting rail and waterside development sites) and management and maintenance of the regional highway and rail networks. It also confirmed the requirement to improve the potential of inland waterways (including the MSC) and inter- modal freight terminals.

5.3. The RFS stated that quick, easy and affordable means of transferring freight from road to rail are important for business. To cater for the anticipated growth in this sector, a number of inter-modal terminals, rail linked warehouses and distribution centres are required, to be developed at key locations around the region. The RFS noted there is a scarcity of locations which have the requisite road-rail links and sufficient land for rail connected development. It set criteria for assessing sites, which was recommended for inclusion in the partial review of RPG13.

5.4. The criteria set out at page 28 included:

• Accordance with RPG13 and the RES; • The degree and ease of access to the regional high and rail networks and consistency with their operation and management; • Compatibility with the SRA’s strategies for freight and network utilisation; • The capability of the site of being of sufficient size and configuration to accommodate an appropriate road and rail layout, to enable inter-modal transfer, to allow for the development of added value activities and cater for future growth; and • Ideally be identified as a strategic investment sites by the North West Regional Development Agency (NWDA).

5.5. The RFS highlighted the importance of the MSC in transporting freight and stated it has an especially important role to play in the transfer of freight from road to water. It stated that the MSC has the potential to facilitate the movement of freight by water between the heavily urbanised North West Metropolitan Area (a priority for development and investment) and other parts of the UK and Europe. Ports such as the MSC benefit the North West’s economy by attracting investment and new employment opportunities. The capacity and capability of

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ports to act as multi-modal interchanges and to provide logistical services can be important in this process. The availability of land for such facilities is essential, as are good road, rail, and inland waterway connections.

5.6. It stated whilst inland waterways such as the MSC have significant potential in terms of sustainable movement of freight, this will not be achieved without the necessary multi-modal (road/water or road/rail/water) facilities, wharfage and warehousing.

5.7. The RFS was a material consideration when drafting policies and proposals now contained within the adopted Salford UDP (2006).

Strategic Rail Freight Interchange Policy

5.8. Published by the SRA in March 2004, the Strategic RFI Policy sat alongside Government policies for rail freight, transport, planning, sustainable development and economic development. It viewed Strategic RFI as key features in promoting the modal shift from road to rail freight and without them, the longer term growth and development of an efficient rail freight distribution network will not be achieved.

5.9. Paragraphs 4.7 to 4.32 of the policy set out the criteria for Strategic RFI :

• Serve major conurbations and clusters of industry and commercial activity; • Provide a focus for general freight activity, not simply rail specific; • Provide a focus of inter-modal handling activity, serving both companies in the interchange itself and the wider region; • Occupiers likely to be major logistics service companies and national and multi-national manufacturers or retailers; • Open access to such facilities; • Activities commonly undertaken will be warehousing and inter-modal handling; • Good connections with the primary road network; • High quality links to the rail network; • Large scale commercial operations, likely needing continuous working arrangements; • May not be suitable adjacent to uses such as residential; • An available and economic workforce should be present; • Size range within 40 to 400 hectares, with expansion potential; • A masterplan should provide for a number of rail connected buildings for initial take up plus rail infrastructure to allow more extensive rail connection within the site in the longer term; • Initial stages of development should provide an operational rail network connection and areas for inter-modal handling and container storage; • Capability to handle full length 775m trains; • Layout should minimise the need for on-site rail shunting and provide a configuration which will enable main line access for full length trains from either direction.

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5.10. Whilst not specific in terms of their location, the policy noted that there were four potential sites identified by developers for Strategic RFI in the North West and advised that it would be for the planning system to determine which of these should be taken forward, having regard to proximity issues, together with a timeline for bringing new Strategic RFIs capacity onstream.

5.11. The Strategic RFI Policy was a material consideration when drafting policies and proposals now contained within the adopted Salford UDP (2006).

Planning for Freight on Inland Waterways

5.12. Published by the Inland Waterways Association (IWA) in 2004, the Policy for Freight on Inland Waterways was a policy statement with regard to freight traffic on inland waterways in the UK.

5.13. It defined the MSC as a ‘principal inland freight waterway which can accommodate vessels in excess of 1,000 tonnes payload and are mostly tidal rivers or ship canals managed by port authorities.

5.14. Paragraphs 4.1 to 4.6 set out the IWA’s overall policy to support the use and development of freight carriage on inland waterways, where this is sustainable in economic, environment and social terms, as part of the European maritime and inland waterway network.

5.15. Paragraph 4.4 stated that the IWA would lobby Government and planning authorities to consider waterway freight transport when planning freight transport infrastructure and locations of industrial development and freight terminals, where feasible and viable.

5.16. Paragraph 4.10 set out a specific policy for principal freight waterways to supporting the development and maintenance of inland terminals for freight, including containers, and pressing navigation authorities and planners to support and facilitate such developments.

5.17. Paragraph 4.28 stated that the IWA would press Government and planning bodies to:

5.18. ensure retention of sufficient waterside land, with good land based access, for provision of wharves and cargo handling facilities, in order to allow full development of the freight potential of the waterways;

5.19. take account of the freight potential of waterways in drawing up national policy statements and local development documents, in relation to allocation of waterside land for industry and for multi-modal freight facilities.

5.20. Paragraphs 4.27 and 4.29 stated that the IWA would oppose any development which might serve to restrict navigation by freight vessels or approaches to locks or bridges, whilst the IWA supported the principle of safeguarding wharves for freight where there were realistic traffic prospects and the wharf was suitably located for modern cargo operations.

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5.21. This policy document was a material consideration when drafting policies and proposals now contained within the adopted Salford UDP (2006).

Salford West Strategic Regeneration Framework and Action Plan

5.22. The Salford West Strategic Regeneration Framework and Action Plan was adopted in April 2008, covering the period 2008 to 2028. Although it is adopted, it is a vision document intended to influence public and private sector investment in Salford West (including the Barton Site) and attract new investment to the area. Whilst it does not form part of the development plan, it is a material consideration in determining planning applications and proposals for development affecting the Salford West area.

Action BL2 (Barton Strategic Site)

5.23. See extract at Appendix 7H.

5.24. Action BL2 recognises the NWDA’s designation of the Barton Site as a strategic regional site, as being an economic asset for Salford West and the North West. Furthermore, that its potential development as an inter modal exchange could lead to 2,100 direct employment opportunities7 and many more indirect jobs. It recognises that the site is well located with access to road, rail, water and air links and borders some of the area’s most deprived communities, providing a potential direct link between local need and development opportunity.

Action BL5 (Establish new employment locations)

5.25. Action BL5 acknowledges that whilst Salford West benefits from a diverse range of industrial provision, the identification of a broad portfolio of high quality sites is needed to meet needs and aspirations in the medium and longer term. It states that it is essential that existing provision is supported by new employment locations to enable Salford West to become a business location of choice into the future. It encourages new employment locations to be accessible and targeted to link opportunities to the areas of need.

Action BL8 (Developing a workforce to drive the economy)

5.26. Action BL8 states that SCC and its partners are developing a new strategic approach to connect more local people with new economic opportunities, including ensuring new developments include a requirement to employ a minimum percentage of staff from the local area.

7 Figure based on information submitted as part of Port Salford Planning Application and summarised in the Planning Panel Report of 16 April 2009 (Application Ref: 03/47344/EIAHYB).

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EL12 (City of Salford Stadium and leisure hub at Barton)

5.27. See extract at Appendix 7H.

5.28. Action EL12 recognises that planning approval has been given on the Barton Site for a hotel, exhibition space, bars, restaurants, museum and a free standing non-food retail development8.

5.29. This policy document was a material consideration when determining the acceptability of proposals for the Barton Site (i.e. both Port Salford and for the Stadium/Retail land).

Liverpool Road Corridor Strategy

5.30. The Liverpool Road Corridor Strategy was adopted in June 2008, covering the period 2007 to 2017. It contains a vision for the image and functions of Liverpool Road to be transformed into a high quality, economically sustainable corridor into Salford. It sets out an action plan for five geographic sections of the corridor, as well as a corridor wide action plan.

5.31. It aims to promote enterprise and business growth to meet the demands of local communities and visitors and employment opportunities for local people, developing key employment sites and ensuring connectivity in and around the corridor and promoting environmentally sustainable modes of transport.

5.32. Specifically:

Action B7 (Barton Strategic Regional Site, Port Salford, Stadium)

5.33. See extract at Appendix 7I.

5.34. Action B7 recognises the 2006 UDP allocation of the Barton Site as a strategic regional site for employment, freight interchange, sports stadium or other employment development. It acknowledges that a planning application had (at that time) been submitted for Port Salford (comprising a multi-modal freight interchange, rail served distribution warehouse, rail link, canal quays and berths, road link to the M60) and that outline planning permission has been granted for the Stadium and Retail Sites (comprising a 20,000 seat sports stadium with 208 bedroom hotel, exhibition space and 21,367 sqm of non-food retailing)9.

5.35. The Barton Site is recognised as a key driver to promote enterprise and business growth.

8 This is the original scheme consented for the Stadium and Retail Land. Further information is set out in Section 3 of the Main Planning Proof of Evidence of Doug Hann. 9 For the avoidance of doubt, this reference is to the original permission granted in 2006. A new revised permission has since been secured in 2010. Further information is set out in Section 3 of the Main Planning Proof of Evidence of Doug Hann.

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Action B10 (Western Gateway Infrastructure Scheme)

5.36. See extract at Appendix 7I.

5.37. Action B10 acknowledges proposals associated with WGIS.

Action B11 (Port Salford Rail Link)

5.38. See extract at Appendix 7I.

5.39. Action B11 acknowledges that a freight rail link from the Manchester to Liverpool railway across the A57 was part of the submitted application for Port Salford.

Greater Manchester Local Transport Plan 3

5.40. See extract at Appendix 7J.

5.41. The third GM Local Transport Plan (LTP3) was published by Transport for Greater Manchester (TfGM) in March 2011. It set out both a long term strategy to 2026 and a short term implementation plan to 2015/16 to support the maximum potential economic growth in GM, whilst also acknowledging the need for low carbon travel patterns and the importance of addressing the economic and social costs and impacts of deprivation within the community.

5.42. The granting of permission for Port Salford at the Barton site is recognised as being an important logistics hub for the west of the Greater Manchester conurbation, utilising waterways and links with the Port of Liverpool and providing an intermodal rail terminal and rail linked warehousing. Its acknowledged in a package of significant private sector led economic growth projects, branded as the Atlantic Gateway. It also recognises the Port of Liverpool’s expansion would benefit Port Salford.

5.43. Another priority is to improve access for freight to key economic centres and sub-regional freight facilities, recognising the importance of moving more freight by rail and water and the development of a multi-modal freight interchange at Port Salford. It recognises that the electrification of the Chat Moss line will include passive provision for Port Salford, whilst new berths on the MSC will enable ships of 500 twenty foot equivalent unit capacity to load and discharge at the site, making it the only inland waterway served distribution park in the UK.

LTP3 Salford Local Area Implementation Plan

5.44. See extract at Appendix 7K.

5.45. Published alongside the LTP3 in March 2011, the Salford Local Area Implementation Plan was prepared locally by SCC, setting out local transport investment programmes for 2011/12 and indicative programmes to 2015/16.

5.46. Table 1 identified residential areas of Salford having poor access to the major employment

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area at PS, including Little Hulton, Higher Broughton/Kersal, Boothstown, Walkden and North Swinton/Pendlebury. As a transport priority, it is essential that access to major employment destinations via public transport is maximised.

5.47. Paragraphs 4.6 and 4.7 identifies WGIS as a longer term major scheme to provide additional highway capacity required to allow major development proposals in the area, including Port Salford, to proceed. It recognises WGIS will be implemented in two phases and dependent upon the delivery of warehousing at Port Salford.

5.48. Paragraph 6.11 also signalled SCC’s support for future extensions of the Metrolink system, including to the Barton Site.

Salford Infrastructure Delivery Plan

5.49. The PDSC was accompanied by an Infrastructure Delivery Plan (IDP) setting out the infrastructure improvements required to support the scale of development it proposed. The IDP was a collection of supporting evidence documents. A summary IDP document was first published in May 2012. Other individual thematic infrastructure documents precede the summary document or have been updated over time.

Summary Document

5.50. See extract at Appendix 7L.

5.51. The IDP identified that the PDCS Policy A7 supported the construction of Port Salford at Barton, providing a sub-regionally important inter-modal freight interchange with new canal wharves and rail access. It would enable direct barge access to the river terminal at the Port of Liverpool. It also recognised that Port Salford and the supporting rail and road infrastructure already have planning permission.

Highways

5.52. See extract at Appendix 7L.

5.53. The IDP identified planning permission had been granted for WGIS involving significant highway works between and around M60 junctions 11 and 12 and a new rail link from the Liverpool-Manchester railway line into the Port Salford intermodal freight interchange.

5.54. It recognised the highways elements of WGIS would likely be implemented in two phases:

Part WGIS

• A new link road from the A57 under the M60 high level Barton Bridge and south over the MSC connecting to the existing road network in Trafford; • A canal crossing comprising a traditional style swing bridge with capacity to carry a tram; • Substantial engineering works to “sink” the road under the new rail link,

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Full WGIS

• Alterations to M60 junction 10 and new low level road connecting junction 10 to the new swing bridge crossing the MSC; • Alterations to M60 junction 11 and new low level link roads to be constructed either side of Peel Green roundabout in a southerly direction.

5.55. It acknowledged that WGIS would provide additional highway capacity to allow major development proposals in the surrounding area to proceed (including Port Salford) and that its phasing would be tied to the delivery of warehousing at Port Salford.

Heavy Rail

5.56. See extract at Appendix 7L.

5.57. The IDP recognised planning permission had been granted for a new branch railway line to connect Port Salford with the Manchester-Liverpool (Chat Moss) line. Additionally, that connecting Port Salford to the Chat Moss corridor enables connection to the West Coast and Trans Pennine railway lines and access to the south coast, Scotland and the Humber/Tees ports.

5.58. It was stated that Port Salford will have capacity to handle double the number of trains currently serving the existing rail terminals at Trafford Park. Furthermore, that the transfer of trains from their existing route could remove most of the freight trains currently passing along the Deansgate-Piccadilly corridor and allow more passenger trains to operate through Piccadilly Station.

Canals and Ports

5.59. See extract at Appendix 7L.

5.60. Referring to Peel’s Mersey Ports Masterplan (2011), the IDP acknowledged Port Salford as one of several multi-modal inland ports on the MSC proposed by Peel. However, that Port Salford will be the only inland distribution park in the UK served by rail, road and water.

5.61. Whilst the PDCS which the IDP was intended to support has since been withdrawn (as set out in Section 3 of this Appendix), the schemes outlined in the IDP are largely being carried forward through the more recent DLP as set out above.

Transport in Salford 2025

5.62. See extract at Appendix 7M.

5.63. Transport in Salford 2025 was published in September 2013 and sets out how SCC will deliver its ambition for Salford to be a truly modern global city by 2025, with investments set

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out in an action plan.

5.64. Port Salford is identified as a key location for growth, supported by development of a new tri- modal inland port facility and distribution park currently under construction on the banks of the MSC.

5.65. The document confirms that SCC will continue to work with Transport for Greater Manchester (TfGM) to ensure that any future development of the rail timetable and rail infrastructure takes the needs of Port Salford into account and also that any development of the connecting Chat Moss line similarly meets the needs of the development.

5.66. It also confirms that SCC embrace opportunities to increase the amount of freight on the railway and reduce lorry impact on the local road network to reduce the environmental impacts of the movements of freight whilst supporting economic activity.

5.67. It highlights WGIS as a committed scheme and one which is forecast to have significant benefits for the strategic road network, in addition to Salford’s local road network.

Greater Manchester Freight and Logistics Transport Strategy

5.68. See extract at Appendix 7N.

5.69. Published in July 2016 jointly by Transport for Greater Manchester (TfGM) and the Greater Manchester Combined Authority (GMCA), the strategy considers current Greater Manchester freight distribution, delivery, servicing and logistics activities and sets out the ambitions of the region with a supporting intervention plan covering the period to 2025. It supports the vision and key themes of the overall Greater Manchester Transport Strategy 2040.

5.70. It acknowledges the future tri-modal freight interchange at Port Salford is currently under construction and will be connected to the Chat Moss line and be likely to generate further freight movements by rail.

5.71. Port Salford at the Barton Site is identified as one of three key developments for additional logistics space in Greater Manchester (page 10). The strategy acknowledges the site will provide 150,000 sqm of logistics space in its first phase (with planning permission) and will have a connection via an upgraded A57 to the M60, a rail link with an on-site rail terminal and location adjacent to the MSC. The site will provide occupiers with access to low-cost rail and waterborne freight services and access to the motorway network. It identified a second phase is being planned to extend the site to a total of 500,000 sqm (including phase 1). Of the 31 future freight generating sites for development (with a floorspace in excess of 2,800,000 sqm) identified by local plans in the Greater Manchester region, Port Salford is confirmed to be the only site offering access by alternative modes (of water and rail) (page 19).

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Northern Freight and Logistics Report

5.72. See extract at Appendix 7O.

5.73. Published by the newly established Transport for the North (TfN) in September 2016, the report sets out recommendations of how public and private sector investment can add wider benefits to the UK economy. It recognises that the freight and logistics sector and its supporting industries have a key role to play in building the Northern Powerhouse. It considers that the North of England is a ‘super region’ for freight that handles around a third of UK road, rail, distribution centre and port activity and is home to several major port, distribution and haulage companies.

5.74. The report proposes the ‘chaining’ of multimodal distribution parks (MDPs) from east-west to link terminals developed to the East and West Coast Main Lines and ports. It recognises inland waterway locations provide further opportunities to establish logistics and processing developments that enjoy low cost freight transport access. In the north, it claims that the most obvious opportunities are from the Mersey along the MSC at sites such as Port Salford, which are deemed accessible to ships of more than 5,000 tonnes deadweight capacity.

5.75. A public sector intervention (Table 8.1) is identified for TfN to explore appropriate mechanisms to deliver 50 hectares of MDPs per annum and to enable the delivery of connections to the rail/water network where required, with all sites as far as possible being rail and water connected. Unconstrained freight forecasts produced to 2023 and 2033 confirm the need for an expanded network of large MDPs across the regions to accommodate the long term growth in rail freight.

Greater Manchester Transport Strategy (2017)

5.76. See extracts at Appendix 7P.

5.77. Published in February 2017 by TfGM in partnership with the GMCA, the Greater Manchester Transport Strategy sets out a radical new approach to transport planning over the period to 2040, with a vision to have world class connections that support long term sustainable economic growth. One of the strategy’s ambitions is to enhance the role freight plays in contributing to economic growth and ensure it becomes increasingly sustainable, minimising its impact.

5.78. The strategy is supported by a five year delivery plan setting out short term priorities.

5.79. Paragraph 212 identifies the vast majority of freight is carried by road and these movements are a source of congestion, carbon emissions, poor air quality and noise and conflict with vulnerable road users. It acknowledges Greater Manchester has

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very few rail or water connected distribution sites and constraints on the rail network limit future rail freight growth. The Northern Hub rail enhancements will increase feright capacity, enabling a tripling of freight trains to operate in Greater Manchester. The regeneration of the MSC to provide low cost access by water to the Port of Liverpool has the potential to take a proportion of freight traffic off the roads between the two cities. Port Salford incorporates a new railhead capable of handling 16 container trains per day and a new berth capable of handling existing barge traffic from the Port of Liverpool with short sea feeder ships.

Atlantic Gateway and Port Salford

5.80. Paragraphs 239 to 246 state developing the Atlantic Gateway Economic Growth Corridor (which connects the Port of Liverpool with GM via the MSC) will help fulfil the strategy’s ambition for global connectivity, to maximise the sustainable movement of goods by water and rail. It acknowledges the Barton Site has been identified for a number of years as the ideal location for a ‘tri-modal’ freight interchange enabling waterborne, rail and road freight access to a large-scale logistics park. Furthermore, that Port Salford can play an important role in delivering improved global connectivity to Greater Manchester due to its potential role as part of the infrastructure of global supply chains, both importing and exporting deep sea and European container flows.

5.81. The strategy identifies the following interventions:

• G6: “A Ship Canal wharf, rail and road links at Port Salford”, delivered by 2025;

• G8: “Better public transport links to the Airport and Port Salford areas from across Greater Manchester, including better orbital connections”, as an ongoing intervention;

• G9: “Measures to reduce levels of car use by workers at Manchester Airport and Port Salford” as an ongoing intervention.

Travel Across the Wider City-region

5.82. The strategy sets out an ambition for significant new development to be accessible by sustainable modes of transport. Paragraph 320 notes jobs in the major employment concentrations, including PS, are difficult to reach by non-car modes.

5.83. The strategy identifies the following intervention:

• W5: “A new Metrolink line to the Trafford Centre (committed scheme) and

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potentially on to the AJ Bell Stadium and then Port Salford” by 2025.

TfN Draft Strategic Transport Plan (2018)

5.84. See extract at Appendix 7Q.

5.85. Published by TfN for public consultation in January 2018, its vision is for a thriving north of England where modern transport connections drive economic growth and support an excellent quality of life. It sets out the case for strategic transport infrastructure investment through to 2050.

5.86. It identifies WGIS as a short-term priority for the strategic and major road network (p56).

5.87. Port Salford is identified as an important economic centre in four of the seven strategic development corridors, including connecting the energy coasts (p64), West and Wales (p66), Central Pennines (p68) and the Southern Pennines (p70).

Appendix 7A

Appendix 7B

Appendix 7C

Appendix 7D

Appendix 7E

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