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Keep Tyne and Wear
LTP3: The Third Local Transport Plan for Tyne and Wear 2011-21
Summary Document
Moving
TYNE AND WEAR
INTEGRATED TRANSPORT AUTHORITY
Contents
Chapter 1 Introduction page 1
Chapter 2 Statutory Assessments of the LTP page 2
Chapter 3 Changes from Draft to Final Document page 2
Chapter 4 Context page 4
Chapter 5 Tyne and Wear’s Transport Vision page 6
Chapter 6 Supporting Economic Growth page 8
Chapter 7 Addressing Climate Change page 9
Chapter 8 Supporting Safe and Sustainable Communities page 10
Chapter 9 Delivering the Vision page 12
Chapter 10 Improving Information page 14
Chapter 11 Improving Safety page 14
Chapter 12 Maintaining Infrastructure page 15
Chapter 13 Managing the Demand for Travel page 16
Chapter 14 Better Management and Integration of Existing Networks page 19
Chapter 15 Investing in our Networks page 26
Chapter 16 Schemes for the Future page 29
Chapter 17 New Developments page 29
This is the third LTP for Tyne and Wear and is
produced by the Tyne and Wear Integrated
Transport Authority, a joint body representing
the five councils in Tyne and Wear (Gateshead,
Newcastle, North Tyneside, South Tyneside and
Sunderland) as well as Nexus, the organisation
that helps to promote and deliver local public
transport services. Many local transport links
cross council boundaries, so we all work in
partnership to plan and deliver transport
services.
LTP3 explains how we intend to improve our
transport system, covering all the forms of
transport that are used to move people and
goods around Tyne and Wear. Commencing on
1st April 2011, it comprises a detailed Strategy
Document setting out our policies for the next
10 years, a Summary Document (which you are
reading now), and an associated three-year
Delivery Plan. Further Delivery Plans will be
produced from 2014 onwards.
Role of the LTP
The LTP3 Strategy Document sums up the
current situation in Tyne and Wear and outlines
how transport improvements can deliver wider
benefits. It takes note of national, regional and
local policies and plans. There are many links
between transport and other policies – for
example, education, health, housing and the
economy.
Background to the LTP
Owing to the difficult economic situation, we are
giving particular emphasis to best-value
transport measures that can help passengers
and goods get around more easily. Many of
these measures (such as walking and cycling)
are also good for the environment and for
people’s health.
There are also three key priorities that underpin
all our measures; to improve travel information,
to try to make all types of transport safer and to
ensure that our networks are kept in good
condition.
Building on the Achievements of LTP2
The second LTP (2006-11) set out four Shared
Priorities for transport (Congestion,
Accessibility, Road Safety and Air Quality) and
good progress has been made in addressing
these priorities.
As a result of our success in curbing
congestion, we received £3.4 million reward
funding from the Department for Transport.
This is in addition to £85
million of funding for
transport schemes and
£61 million for road
maintenance. This
investment in our
transport network is a
good base on which to
build for LTP3.
LTP3 Summary 2011-21
1
Chapter 1
IntroductionLocal Transport Plans (LTPs) are statutory documents that outline strategies for improving all
forms of local transport in a given area. Tyne and Wear’s first LTP covered the five-year
period from 2001 to 2006 and was followed by a second Plan running up to 2011.
Chapter 2
StatutoryAssessments ofthe LTPEvery LTP has to be legally assessed to ensure
that our proposals do not harm the environment
and take into account health and equality issues.
This document has been checked and, where
necessary, amended to ensure this.
Chapter 3
Changes fromDraft to FinalDocumentListening to Transport Users
Before completing this document, we consulted
widely and took note of the views given by
individuals, local communities and organisations,
including the NHS, universities, bus and taxi
operators and groups representing young people,
older persons and users with disabilities. We
invited 101 organisations to a workshop about the
LTP and also made use of Facebook and Twitter,
as well as carrying out face-to-face surveys.
Summary of Responses
Please see our separate document at
http://www.tyneandwearltp.gov.uk/wp-
content/uploads/2011/10/TW-LTP3-Consultation-
Report.pdf summarising the outcomes of the
consultation exercise, and how the final
document was amended to reflect them.
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LTP3 Summary 2011-21
3
In January 2011, the Government issued a
White Paper on Local Transport. This says that
LTPs are the best way to plan and improve local
transport and that the most important national
policy goals are to strengthen the economy and
tackle climate change.
The goals of LTP3 are also consistent with the
North East Local Enterprise Partnership’s
transport strategy.
Tyne and Wear’s Transport System
Tyne and Wear is made up of five districts: the
boroughs of Gateshead, North Tyneside and
South Tyneside and the cities of Newcastle and
Sunderland. Its public transport network
comprises buses, Metro, local rail services, the
cross-Tyne ferry, taxi and private hire operators,
as well as footpaths and cycleways.
The bus network is the main form of public
transport in Tyne and Wear in terms of numbers
of people carried. 78% of public transport trips
are made by bus and there has been major
investment in new “Easy Access” buses and
better bus stations. Longer-distance bus
services into Northumberland, Durham and Tees
Valley cater for the thousands of people who
travel into or out of Tyne and Wear on a daily
basis.
The Metro system serves 60 stations and carries
around 40 million passengers per year. It links
together Newcastle and Sunderland city centres,
main railway and bus stations and Newcastle
International Airport. A £600m plus Metro Re-
invigoration Programme is now under way.
£385m of funding has been specifically allocated
towards new ticketing facilities, gates at the
busiest stations and the widespread renewal
and refurbishment of existing assets across the
network. The third phase of the programme will
include the replacement of the existing trains,
and possible extensions to the current network.
The main railway stations in Tyne and Wear are
Newcastle, Sunderland and Gateshead
MetroCentre, serving passengers from across
the North East including the Tyne Valley line
from Carlisle, the Durham Coast line from the
Tees Valley, and stations along the East Coast
Main Line such as Alnmouth, Morpeth, Chester-
le-Street or Durham.
Walking and cycling are green and healthy forms
of transport and in recent years great efforts
have been made to encourage these forms of
travel, with many new and improved cycle routes
installed. The cross-Tyne ferry, which carries
bikes, Gateshead Millennium Bridge and the
Tyne pedestrian and cycle tunnels all provide
important links in the walking and cycling
network.
Longer-distance links are provided by main line
trains from Newcastle and Sunderland and by
Newcastle International Airport and the Ports of
Tyne and Sunderland. The local road network is
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Chapter 4
ContextPolicy Context
There are many other policies that we have considered and included in our strategy when
developing this Plan. These cover areas such as the economy, housing, the environment, and
longer-distance road and rail links. One important document is the draft high-level Transport
Strategy for Tyne and Wear, Durham and Northumberland, which has a focus on longer-
distance transport links and strategic links across the North East. Tyne and Wear’s Local
Transport Plan, together with those for Northumberland and Durham, will complement this
wider-scale transport strategy.
largely free of traffic congestion although there
are some key locations where this is a problem,
such as the A1 Western Bypass, the Tyne
Tunnel, junctions on the A19 and river crossings
in Newcastle and Sunderland. We are working
with the Highways Agency (who manage the A1
and A19) on ways to improve journey time
reliability while aiming to minimise the number of
new motorised journeys which this induces. Our
Go Smarter to Work programme (see Chapter
17) is focused on helping to relieve congestion
on the A1 Western Bypass.
As well as passengers, goods transport is vital
to Tyne and Wear’s economy. In 2009, 59 million
tonnes of goods were transported by lorries to
destinations in the North East. We have an
active Tyne and Wear Freight Partnership that
works with the industry and local authorities to
help goods reach shops and factories quickly
and easily.
Social and Economic Background
Tyne and Wear has long-standing economic
issues that make economic growth a high
priority for all LTP partners. Poor health is
another major concern. The life expectancy of
Tyne and Wear residents is lower than the
national average. There are also serious health
inequalities between richer and poorer areas of
the region, often just a few miles away from
each other.
Educational standards are improving but there is
a need to encourage more young people to stay
in education and obtain qualifications. Some of
our housing estates are rundown and we don’t
always have the type of modern housing that
people now demand. Poverty is another serious
problem and three of Tyne and Wear’s five
districts are amongst the 50 poorest in England.
In summary, although there are successful parts
of Tyne and Wear, there are also areas that
have serious problems with lack of employment,
poor health and housing, limited educational
qualifications and poverty. These issues all
combine together so that some residents have a
poor quality of life and are unable to play a full
part in society. By enhancing transport links,
and working with other bodies, we can try to give
them more opportunities by improving
accessibility.
Trends and Forecasts
We use surveys and computer models to find
out how people travel around Tyne and Wear
and how their travel patterns are changing, and
to estimate how travel patterns will change in the
future. Some headline facts for Tyne and Wear
are:
• Public transport use is higher than in the rest
of the North East or England as a whole
• The number of Metro journeys has grown and
there has also been some growth in bus
travel
• 15% of all trips are to the two main urban
centres of Newcastle-Gateshead and
Sunderland
• The total number of trips is expected to
increase by 8.5% by 2021
If none of the transport
improvements set out in
this plan was made, the
number of car trips would
increase substantially;
the number of public
transport trips to urban
centres would increase
to a lesser degree; and
public transport trips to
other destinations
would decline.
LTP3 Summary 2011-21
5
Chapter 5
Tyne andWear’sTransportVisionTransport has an important effect on our
quality of life. It influences the economy, our
access to services and jobs, air quality and
health. Our vision for Tyne and Wear’s
transport system is as follows:
Tyne and Wear will have a fully integrated and
sustainable transport network, allowing
everyone the opportunity to achieve their full
potential and have a high quality of life. Our
strategic networks will support the efficient
movement of people and goods within and
beyond Tyne and Wear, and a comprehensive
network of pedestrian, cycle and passenger
transport links will ensure that everyone has
access to employment, training, community
services and facilities.
To help achieve this vision, we have set out five
local goals, which are
• To support economic growth
• To reduce carbon emissions
• To make our communities healthier and safer
• To create a fairer Tyne and Wear
• To protect and improve the environment
These five goals have been grouped under three
broad headings:
• Economic Growth
• Carbon Reduction
• Safe and Sustainable Communities
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LTP3 Summary 2011-21
7
There are a number of ways transport can affect
economic growth. Commuters and businesses
benefit from being able to reliably estimate how
long a journey can take, and so by improving
journey time reliability there can be benefits for the
area’s economy. Journey times to key markets
are long, compared to other areas, although there
are good rail links to London and onwards to the
rest of Europe, and further international links via
the airport and the Port of Tyne.
Locally, some communities have problems in
getting access to key goods and services. It is
important that people, including those in more
rural parts of Tyne and Wear, have the
opportunity to reach jobs and important services
(such as healthcare) without requiring a car.
There are plans for a big increase in housing
over the period of this plan. We will need to
work with planners and developers to make sure
that the new housing is built in suitable places,
so that people can travel to work or shops by
public transport, walking or cycling. We do not
want new housing to produce growth in car trips
and more congestion.
We will also seek to support the tourist industry,
which is very important for the local economy, by
assisting visitors to travel around the region, with
good links to key destinations and improved
information.
Finally, we need to make sure that our transport
networks can cope with unexpected events that
may be intentional (such as terrorist attacks) or
natural (such as snow, flooding and the effects
of climate change). We are working with
partners to ensure that suitable plans are in
place so that, when disruption happens, repairs
can be carried out quickly, alternative
arrangements made and the public kept
informed. Our UTMC Centre (see Chapter 17)
has an important role to play in this regard.
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Chapter 6
Supporting Economic GrowthThe economic performance of the North East is the lowest of all the English regions. As Tyne
and Wear is the most economically successful area in the North East, economic growth here
will help the whole of the North East catch up with other parts of the country.
This means that we must both:
• Try to reduce our contribution to climate
change; and
• Design infrastructure which can adapt to
changes in the climate.
The UK has set a very demanding target to
reduce carbon emissions by at least 80% by
2050, with a shorter-term target of a 34%
reduction by 2022. Both figures are based on
1990 levels of carbon emissions.
In order to achieve this goal, by 2050 the region
must reduce road transport CO2 emissions from
a projected level of 5.6 million tonnes down to
1.1 million tonnes – less than a quarter of
today’s levels. There will also need to be large
reductions from the air and shipping sectors. It
is clear that, without action being taken, we will
not meet these targets.
Road Transport
There are a variety of measures that could be
used to meet Climate Change Act targets.
These fall under four broad headings:
• Technological changes (e.g. low-carbon
vehicles)
• Changes in behaviour (eg promotion of
alternatives to car use)
• Reducing the need to travel (eg locating new
developments in town centres)
• Discouraging car use.
Our current plans focus on the first three types
of measure. Measures that discourage car use
are long-term options that may have to be
considered if the other actions listed have not
been effective.
Improving public transport will also be an
important way to meet our goals. As well as
encouraging people to switch to bus or train, we
will also work with our bus and taxi fleets to
promote the use of new, cleaner vehicles.
Air and Shipping
By 2020, CO2 emissions from air and shipping
in the North East are likely to be higher than
emissions from road transport.
We have limited influence over international air
and sea services. Measures to reduce
emissions from these modes will have to be
addressed through wider national plans. We
will, however, work with operators to encourage
people to reach air and sea terminals by public
transport, cycle or foot.
LTP3 Summary 2011-21
9
Chapter 7
Addressing Climate ChangeTransport is one of the largest and fastest-growing causes of CO2 emissions which contribute
to climate change and it is a key national and local goal to minimise these emissions.
Reducing Social Exclusion
When a person is unable to take part fully in
society and has a reduced quality of life, we say
that they are socially excluded. In transport
terms, this may be because they cannot easily
reach important services, such as jobs,
healthcare, shops and leisure activities.
One of our key policy goals is to improve
accessibility. This is a wide area that involves
the following issues (often referred to as the five
‘A’s of accessibility):
• Accessibility – does the system take you
where you want to go?
• Availability – is the service available when
people want to use it?
• Affordability – can the user afford the fare?
• Acceptability – is the service physically
accessible and does the quality of provision
or fears about safety put off users?
• Awareness – do people know the service
exists?
Many of the measures in this plan are designed
to improve accessibility and we have made great
progress in this direction in recent years – for
example, a large proportion of our bus fleet is
“Easy Access”. It is particularly important to
improve accessibility because our society is
getting older – by 2026, 40 per cent of people in
the UK will be over the age of 50.
Transport and accessibility issues are of
particular concern to disabled people; by
consulting with local disabled people’s groups
we can try to develop a transport system that
better meets everyone’s needs. The
Shopmobility service, which provides battery-
powered scooters and wheelchairs for people
with reduced mobility, is of particular importance
in improving accessibility to shops and services.
Road Safety
Road accidents have huge personal and
economic costs and, although good progress
was made during LTP2 in reducing the number
of people killed or injured in road accidents,
much more still needs to be done. Each of the
Tyne and Wear councils has its own road safety
strategy which sets out planned local safety
improvements.
In addition, Tyne and Wear is a partner in
“Driving Towards a Safer Future”, the road safety
communications and education plan. The “Road
Respect” publicity campaign has been
successful in establishing many dangerous
driving behaviours as anti-social, whilst
informing the public about penalties and speeds.
Air Quality
Air quality is measured in terms of polluting
substances that are present in the air we
breathe. There are six areas within Tyne and
Wear where air quality fails to meet national
standards and so Air Quality Management Areas
(AQMAs) have been declared.
The main cause of poor air quality is traffic
emissions and so the LTP is the main tool for
ensuring that air quality concerns are
addressed. It will be important to work jointly
with land use planning colleagues, so that new
housing and employment sites are not located in
places that cause a big increase in car travel or
lorry movements.
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Chapter 8
Supporting Safe andSustainable Communities
Active Travel
Cycling levels in the UK are low (less than 2% of
all trips) compared to other countries. Cycling is
a healthy mode of travel that we wish to
encourage and, in recent years, we have made
very good progress towards increasing cycle
use in Tyne and Wear.
The number of weekday journeys made by bike
has more than doubled in the last five years.
Many employers now offer a Cycle to Work
scheme where staff can acquire a bike at a tax-
free price, local bike recycling schemes have
given second-hand bikes a new lease of life, and
national standard ‘Bikeability’ cycle training is
delivered to many school students across Tyne
and Wear. We produce a range of cycling maps
covering all districts of Tyne and Wear, which
show the large number of dedicated cycle routes
available, including some off-road routes which
have been improved to commuter standard in
recent years.
However, we recognise that much of Tyne and
Wear’s road infrastructure was not designed
with cycling in mind and our streets can be off-
putting and unwelcoming for people on bikes. To
remedy this we need to both invest in improved
cycling facilities, and ensure through the
planning system that new development provides
cycle parking and convenient access by bike.
By encouraging good urban design that makes it
easy and convenient to walk or cycle, we can
both improve public health and benefit the
economy by reducing road congestion.
Crime and Fear of Crime
Research carried out by Nexus suggests that
99% of passengers feel safe when travelling on
buses during the day, however this falls to just
56% in the evenings. Although public transport is
generally safe to use, many people worry about
their safety when travelling. This includes not just
the actual public transport journey but also the
wait at a bus stop or station and the walk to/from
the bus stop or station. Although serious criminal
acts are rare, there is also evidence that low-level
anti-social behaviour often goes unreported.
Measures to deal with this are set out later.
Noise
High levels of noise affect people’s quality of life.
The Department for the Environment, Food and
Rural Affairs (DEFRA) carries out noise mapping
which shows 6,950 homes in Tyne and Wear are
affected by noise from road or rail. Various
measures are in hand to deal with this, including
better routing of heavy lorries and promotion of
electric vehicles, which are much quieter than
normal cars or vans.
End to End Journeys
The journey experience starts the moment people
leave their front doors, and ends when they reach
their destination, often involving more than one
mode of transport. For public transport to be
competitive with the car, interchange needs to be
as straightforward as possible. This includes
ensuring that ticketing and information are as
user-friendly as possible and meet the needs of
all travellers, including those with disabilities.
Streetscapes
The term “streetscape”
refers to the visual
elements of a street. If
streets are cluttered with
signs and dominated by
heavy traffic, this makes the
street unattractive to use.
Best practice guidance and
voluntary groups working
with local councils can help
us to ensure that streets
are well-lit and designed,
free of excessive clutter
and with vehicle speeds
that are suitable for the
surroundings.
LTP3 Summary 2011-21
11
Chapter 9
Deliveringthe VisionOur ten-year plan is designed to work
alongside other strategies to help deal with
our social and economic difficulties. Good
planning policies are particularly important
when there are limited funds for new roads
or public transport links; we therefore need
to make sure that we build new houses,
employment sites or leisure attractions in
places that people can reach easily by public
transport, cycle or foot.
We have written our strategy at a time of
significant economic challenges and uncertainties
over future arrangements for managing regional
transport policy. A number of large new schemes
(such as Metro Re-Invigoration, Smart Ticketing
and UTMC) are going ahead, but others have
been postponed in the light of spending
reductions. Dealing with climate change is a high
priority but the targets will be very hard to meet.
Finally, health and the environment are very
important areas we need to improve and these
are affected by our transport systems.
Given this challenging situation, we have decided
on a three-step approach. Firstly, we ask if
journeys need to be made at all. This is the
cheapest and greenest option. Secondly, we
must make the very best use of current transport
networks. The third step is to invest in larger
projects such as new road links or major bus or
rail schemes. Good information, safety and
maintenance are, of course, essential
components of all the measures we introduce.
This approach is illustrated right.
In delivering this plan, it will be important to work
together with other organisations, dealing with
health, education, economy, planning and
housing. This will reduce costs and ensure our
plans are consistent with one another.
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LTP3 Summary 2011-21
13
Chapter 10
ImprovingInformationGood information is essential for any
journey, especially if we wish to encourage
people to transfer to different forms of
transport. People need information before
they set out (to plan their trip), during the
journey (if they need to change services or if
there is disruption) and then afterwards (if
they want to find out how to give feedback).
Research by Nexus shows that many people are
unclear about how to obtain public transport
information. This needs to be improved if we
want more people to use public transport.
People also value Real-Time Information (RTI)
which lets them know when the next bus will
arrive and, as part of our Go Smarter to Work
programme (see Chapter 17) by 2015 there will
be a major expansion of bus-based RTI,
available to people online or via mobile phones.
We will seek to improve all forms of information
provision during LTP3, including information
about cycling and walking routes.
Chapter 11
ImprovingSafetyRoad Safety
Each local council has its own road safety
strategy specific to its local area. The wider road
safety strategy for Tyne and Wear is based on
the three ‘E’s of Education, Engineering and
Enforcement and is set out in the following
vision, to be delivered in partnership with
Northumberland County Council, the Police and
others through the Northumbria Safer Roads
Initiative (NSRI):
We will combat casualties by every available
means including education and training,
publicity, engineering measures and
enforcement. We believe the most effective
approach is an integrated and holistic one
using a strong mix of education, engineering
and enforcement.
Through Education we will build on the
achievements of the successful “Road Respect”
campaign, which has achieved 45% brand
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recognition across the region. We will work with
the police on Enforcement of speeding laws
(including the continued use of safety cameras
and camera cars) and to target dangerous and
illegal driving behaviour. We will also use
Engineering measures and 20mph zones,
following public consultation, to improve the
ease and safety of pedestrian access and
access to public transport, especially for people
with limited mobility.
Fast-moving traffic can be intimidating and can
contribute to social exclusion and isolation. By
use of the measures suggested above, we can
improve accessibility for people without access
to a car, which is particularly the case for people
in older and younger age groups and in many
ethnic minority groups.
An example of good practice is North Tyneside’s
multi-modal travel training area at Beacon Hill
School in Wallsend, where young people with
learning and physical disabilities from across
Tyne and Wear can learn to use zebra, Pelican
and Puffin crossings and use public transport,
including buses and the Metro, using a replica
Metro station on site.
Crime and Fear of Crime
Our strategy to improve personal safety and
security has four key objectives:
• To reduce tolerance of crime and disorder on
transport;
• To reduce levels of crime and disorder on
transport;
• To improve the image of public transport as
being safe and secure; and
• To make better use of resources through
partnership working.
We will also work to address concerns about
cycle theft.
Chapter 12
MaintainingInfrastructureWhen less funding is available for new
projects, it is even more important to keep
our current infrastructure – roads, bridges,
footpaths, public transport facilities – in
good condition. Repairing them when they
go wrong can be very expensive.
We are developing Transport Asset
Management Plans (TAMPs) that set out how
we will maintain our highway-based transport
assets. In terms of the Metro system, the Metro
Re-Invigoration project (called “Metro: All
Change”) involves investment of more than
£600m in modernising the system and
structures, some of which date from the
Victorian era and are near to the end of their
useful life.
LTP3 Summary 2011-21
15
Chapter 13
Managing theDemand forTravelThis Chapter explains how we will offer the
public more travel choices and make it easier
to use more sustainable modes. Sometimes
the best choice is not to travel at all, or to
travel shorter distances, and this can be
encouraged by good planning practices that
mean people do not have to make long
journeys to reach key services.
Transport and Land Use Planning
Since there are very limited funds available for
major road and public transport improvements, it
is important for transport policy and planning
policy to work closely together, so that new
housing or employment sites are located in
accessible locations, with good public transport,
walking and cycling links.
There are major regeneration proposals for all
five districts of Tyne and Wear – so we have the
opportunity to design areas that will be attractive
to live and work in for many years to come.
Each local council has a development plan,
known as the Local Development Framework
(LDF), which sets out its proposals for the use and
development of land and the local transport
system. Each district also has a Sustainable
Community Strategy which highlights local
objectives for improving town and city centres and
encouraging alternatives to car use. Our aim is to
learn from the lessons of the past and ensure that
our planning policies encourage the use of
sustainable modes and promote active travel.
In line with these plans, LTP3 will aim to
encourage development focused on town and
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LTP3 Summary 2011-21
17
city centres or transport hubs, providing
maximum accessibility without the need for
costly additional investment in new public
transport provision, and encourage developer
contributions where appropriate to improve
alternatives to car travel.
Smarter Choices
Smarter Choices (SC) is the name given to a
series of actions that try to encourage a change
in travel behaviour, away from car use to other
forms of travel amongst the public. The success
of the Sustainable Travel Towns programme
shows how effective these measures can be.
Smarter Choices measures are proven to work
and we will give them a high priority in LTP3,
emphasising to both employers and employees
that reducing car use can save money and
improve wellbeing. As part of this process, a
new overall “Go Smarter” brand has been
introduced for all our marketing and promotional
activities.
Travel Plans
Travel Plan are intended to encourage travel to
a site by more sustainable modes and to reduce
single-person car trips. Sites covered might
include large employers, educational sites and
retail developments. We already have many
examples of good practice in Tyne and Wear
and will be seeking to radically expand Travel
Plan coverage in LTP3.
Parking
Whilst each district has its own parking strategy,
it is recognised that parking policies must be
consistent with wider LTP objectives. We will
encourage Park and Ride and Park and Walk
options and use a combination of education and
enforcement measures to deter illegal or
inconsiderate parking, such as parking on
pavements.
Car Clubs
A Car Club acts like car hire on demand,
providing members with access to a car, even at
very short notice, when they require it. Car Club
members avoid the fixed costs of car ownership
(insurance, road tax etc.) while having the use of
a car when they wish. Furthermore, because all
the costs relate to actual journeys made, Car
Club members tend to walk, cycle and use
public transport more than car owners.
There is already a Car Club operated in
Newcastle and Gateshead by Commonwheels
(who also operate in Northumberland and
Durham), and we wish to see Car Clubs rolled
out more widely across Tyne and Wear.
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Outcomes of the Sustainable Travel
Towns programme
Between 2004 and 2008, the Department
for Transport funded Smarter Choices
schemes in Darlington, Peterborough and
Worcester. Some key results were as
follows:
• Car use fell by up to 9%
• Nearly 53m miles of car travel were
taken off the roads, with annual savings
of more than 17,000 tonnes of CO2
• Levels of walking increased by more
than 10%
• Bus use grew by more than a third in
Peterborough and by a fifth in Worcester
• Levels of cycling more than doubled in
Darlington
Network Management
Under the Traffic Management Act 2004, each
local authority must designate a Traffic Manager
and must comply with the Network Management
Duty, to ‘secure the expeditious movement of
traffic’ (including pedestrians and cyclists) on its
own road network and those of neighbouring
authorities.
At a time when funding is limited, it is crucial to
make the most efficient use of our existing
networks and we have introduced an Urban
Traffic Management and Control (UTMC) system
designed to do that, by replacing a variety of
existing electronic systems (such as those used
to control traffic lights) with one central database
that co-ordinates traffic management in order to
better manage the flow of traffic, especially at
times of disruption or major demand, such as
large events or sporting occasions.
Emissions Management
Carbon dioxide emissions are the main factor
contributing to climate change, while emissions
of other pollutants add to more localised air
pollution which can be damaging to people’s
health.
To reduce transport-related emissions, we aim
to:
• Reduce the need to travel;
• Encourage sustainable forms of transport; and
• Reduce emissions from vehicles
Low Carbon Vehicles
The North East is the UK's Low Carbon
Economic Area for Ultra Low Carbon Vehicles
and, with the aid of Department for Transport
funding, it is intended to deliver 1,300 plug-in
energy points across the North East region. A
network of public charging points is essential to
ensure widespread take-up of EVs, which will
help contribute to our LTP3 objectives of
economic growth and reducing climate change.
Priority Lanes
Priority lanes help encourage sustainable modes
of transport by giving them priority on busy
roads. They are particularly important for buses,
allowing them to operate more reliably and thus
providing an attractive alternative for passengers.
We will continue to make use of them during
LTP3 and will examine ways in which the varying
types of priority lane can be rationalised, to avoid
confusion and aid police enforcement.
LTP3 Summary 2011-21
19
Chapter 14
Better Management andIntegration of Existing Networks
Tyne and Wear's Vision for Low Carbon
Vehicles
To become a low-carbon region enabled by
renewable energy, intelligent networks and
design
To see car owners, businesses and freight
and public transport operators make the
mode shift from conventional internal
combustion engine vehicles to low carbon
vehicles
Active Travel – Streets for Everyone
Walking is the most basic form of travel and the
start and finish of most journeys, whether you
use public transport or car. We want to
encourage safe and attractive streets that are
pleasant to walk or cycle along and which
promote social engagement, instead of being
dominated by heavy traffic.
Working with planning and development
colleagues, our aim in LTP3 is to rebalance our
streets, especially in residential areas, so they
give priority to sustainable modes and are
family- , child- and pedestrian-friendly. Key
elements of our strategy include:
• Reducing excessive street clutter
• Better maintenance of pavements
• Introduction of a 20mph speed limit in most
residential areas
• Action to discourage pavement parking
Active Travel – Cycling
Recent years have seen rapid growth in cycle use
across Tyne and Wear, with significant investment
in on-and off-road cycle routes, cycle training for
both adults and children and more cycle parking.
Nevertheless, more needs to be done to bring
cycle use up to the level of some of our European
neighbours and to identify cycling as an everyday
transport mode that is not just for the very fit but is
suitable for many journeys to work, education,
shopping or leisure (around two-thirds of the
journeys we make are under two miles).
Our cycle strategy aims to build on the successes
of recent years, by continuing to develop a
network of high-quality cycle routes connecting
key destinations across the region, with safe, well-
located cycle parking provided on arrival. Signage
will be improved and neighbourhood streets will
encourage priority for cycling and walking. We will
maintain our popular range of free cycle maps and
will invest in adult and child cycle training (such as
the Bikeability scheme) to promote safer cycling,
with particular emphasis on promoting cycling to
schools to encourage the next generation of
cyclists.
Cycling officers will continue to work alongside the
Tyne and Wear Local Access Forum as part of a
wider agenda to map strategic equestrian, cycling
and walking networks.
Active Travel – Local Access Forum
and Rights of Way
The Tyne and Wear Joint Local Access Forum is
a partnership between Gateshead Council,
Newcastle City Council, North Tyneside Council,
South Tyneside Council and Sunderland City
Council to provide independent advice on
matters associated with public access to land.
Although its main remit relates to the rural parts
of the region, it also supports access by
sustainable modes in more built-up areas.
The Forum meets three times per year at
Gateshead Civic Centre and one of its key
duties is to produce a Rights of Way
Improvement Plan (ROWIP), setting out how our
Public Right of Way (PROW) Network can be
enhanced. PROWs provide much-valued green
corridors for walkers, cyclists and equestrians,
encouraging healthy, active travel. The ROWIP
is integrated with the LTP and an updated
ROWIP is included as an Appendix to the full
LTP document. For more details about the Local
Access Forum, please contact the Local Access
Forum Administrator, Yvonne Forster, at
Public Transport – Smart Ticketing
Over the course of LTP3, smart ticketing will be
gradually rolled out across the North East.
20
What is Smart Ticketing?
A smart ticket is a credit card sized plastic
smart card that includes information on
what tickets or value of travel the user has
preloaded onto the card. When the traveller
uses a public transport service, instead of
purchasing or displaying a ticket, the smart
card checks entitlement to travel or reduces
the value on the card for the journey taken.
In Tyne and Wear, we have already introduced
the ‘Pop’ card and the widespread use of smart
cards will make buying tickets faster and easier,
helping to encourage the use of public transport.
Public Transport – Bus
Buses are the best-used form of public transport
in the region and delivering higher-quality bus
services, carrying more passengers, will be
fundamental to achieving LTP goals.
Despite recent successes, more still needs to be
done to meet rising customer expectations.
There is concern amongst passengers about
value for money, punctuality and reliability, and
traffic congestion continues to affect daily
operations in some areas.
The ITA’s vision for the development of the bus
network is captured in Bus Services in Tyne and
Wear: Charter for Growth, the current bus
strategy, which sets out ten key actions:
• Make bus services operate to timetable and
reduce journey times
• Deliver the right service frequency
• Operate a network which gets customers to
where they want to go
• Give customers accurate information when
they need it
• Offer simple and affordable fares and ticketing
• Make customers safe and secure when
waiting and travelling
• Deliver a high quality on-board experience for
all passengers
• Give customers a high quality waiting facility
• Market bus services more effectively
• Minimise harmful emissions
Buses - Quality Contracts Scheme
The 2008 Local Transport Act gives local
transport authorities various options if they wish
to improve bus services in their area. These
include voluntary or statutory partnership
arrangements and, more radically, a Quality
Contracts Scheme which effectively suspends
the deregulated bus market in an area, and
instead defines the local bus network and lets a
contract or multiple contracts to deliver it.
We have experience of working in Tyne and Wear
to develop and deliver bus partnerships. A Quality
Contracts Scheme is another option to ensure
local bus services meet the objectives of the Bus
Strategy and LTP. The ITA has authorised Nexus
to study the potential benefits for Tyne and Wear
of introducing a Quality Contracts Scheme or
voluntary partnership arrangements for this area
on the basis that the recommended delivery
option identified best delivers the key themes of
the ITA’s Bus Strategy. The outcomes of this work
will help us decide the strategic direction for
future bus services across the region.
Public Transport – Metro
Since it was first opened in 1980, the Metro system
has become a crucial part of Tyne and Wear’s
public transport network, providing a modern, fast,
electrified light rail link that is accessible to all.
During LTP3, the Metro will be extensively
upgraded as part of the Metro Re-Invigoration
project and work is well underway to renew track,
structures, stations and ticket machines.
Nexus and bus operators agree that both forms
of transport benefit from good integration
between modes, helping to deliver a high-quality
overall journey and we will continue to improve
interchanges so that people changing between
LTP3 Summary 2011-21
21
New Electric Buses for Newcastle
A new £5m fleet of state-of-the-art greener
hybrid electric buses has been introduced
in Newcastle by Stagecoach North East.
This follows the award of £2.2 million in
support funding from the Government’s
Green Bus Fund, one of the most
successful bids outside London. A fleet of
26 new Enviro400H Euro5 double-decker
buses, which will have 30 per cent less
carbon emissions than standard vehicles,
has been manufactured and entered
service from 2011 onwards.
modes can do so safely and easily. Cycle
parking at, and cycle access to, Metro stations
will also be improved.
In the longer term, we will continue to investigate
the potential for additions to the Metro system and
are examining a number of corridors where Metro
or similar light rail services could be introduced.
Nexus is currently producing a long term Metro
Strategy which will examine worldwide best
practice to identify the best way forward. As
plans for new rolling stock are developed, the
case for carriage of bicycles on Metro will also
be examined, reflecting the desirability of
integrating cycling with other modes of transport
and the significant demand from local cycle
groups for this to be addressed.
Public Transport - Rail
We aim to work with Network Rail, Train
Operating Companies and Government to
improve service patterns, frequency and journey
times to key destinations and with local partners
to improve access to stations.
Although the future of Tyne and Wear's heavy
rail network is largely outside the control of LTP
Partners, we still wish to utilise that network to
the maximum possible extent, and to explore the
potential for extending it. As Metro and Northern
Rail services share the line between Pelaw
Junction and Sunderland, we will ensure that
strategies for rail and Metro complement each
other.
In the short term, our main aim is to improve
station facilities, especially at key interchanges.
Over a longer period the LTP Partners will seek
significant improvements to the rail network,
including:
• The introduction of additional rolling stock and
timetable changes to reduce overcrowding
and allow new services to be operated;
• Studying the potential use of the Leamside
rail line for freight and possible new
passenger services, to provide an additional
direct link between Tyne and Wear and the
Tees Valley;
• Improving the frequency and regularity of the
train service into Tyne and Wear from other
North East locations such as Cramlington,
Morpeth and Chester-le-Street,
• Improving interchange to make journeys
which involve changing from bus to train or
train to train more reliable
When franchises are renewed, we will hold
discussions with the Department for Transport
and with train operators to influence the quality
of services provided. We will also draw on the
enthusiasm and knowledge of local rail user
groups and work with Community Rail
Partnerships such as the Tyne Valley
Community Rail Partnership.
In respect of freight, switching freight traffic from
road to rail can have significant environmental
benefits and the Tyne and Wear Freight
Partnership is studying the potential for modal
shift in the region.
High Speed Rail
LTP Partners will work with the Association of
North-East Councils, the North Eastern Local
Enterprise Partnership, Network Rail and the
Department for Transport to build a strong
business case for the future extension of High
Speed Rail (HSR) into the region. In the interim,
we will work to secure continued investment in the
East Coast Main Line including the modernisation
of rolling-stock such as the High Speed Train fleet.
Public Transport – Ferry
We wish to see the North Shields – South
Shields ferry play a greater role in providing
alternative travel choices for passengers on
either bank of the Tyne. Research has been
conducted to identify the peak hours of operation
and to ensure that the needs of current and
potential users are adequately met, and this has
helped to inform Nexus's Ferry Strategy.
Other River Services
Proposals have been suggested for other river-
based passenger transport services, such as a
22
ferry service across the River Wear. Feasibility
studies have suggested that new river services
would not be viable, however we will keep the
position under review.
Taxi and private hire vehicles
(Note: Unless otherwise stated, where the term
"taxi" is used below, it is intended to refer to
hackney carriages, which can pick up
passengers at taxi ranks or at the roadside, and
private hire vehicles, on which journeys must be
pre-booked).
Whilst there are varying estimates for levels of
taxi usage across Tyne and Wear, it is clear that
taxis provide a well-used, highly flexible form of
transport that is available on demand, 24 hours
per day, and is of particular importance to the
night-time economy in our major towns and
cities. Furthermore, taxis cater for a wide cross-
section of the community, including school and
hospital trips, people with physical disabilities
and older people, and so make a major
contribution to accessibility.
A study in 2008 demonstrated a high level of
public satisfaction with taxi services amongst
existing users and we will continue to build on
this positive record, working with representatives
of the taxi trade. There is support for greater
involvement and integration of taxis in the
transport planning process and in public
transport provision.
We will examine ways of streamlining regulatory
and licensing arrangements across the five
authorities to achieve more consistency,
especially for cross-boundary journeys, and will
look to maximise the potential of new
technologies to improve integration, including
the use of smartcards.
In some cases, accessible taxis operating as
taxibuses can provide a lower-cost and more
flexible alternative to scheduled bus services.
We will also seek to improve the standard of
waiting facilities at popular taxi ranks and will
keep the location of ranks (and the need for new
ranks) under review.
Community Transport
The community transport sector has a major role
to play in filling the gaps in service provision for
groups and individuals which can't be met by
other modes of public transport, especially for
older and disabled people and those whose
mobility and resources are most restricted. We
will continue to actively encourage and support
the development of community transport.
Coaches
Coaches play an important role in the movement
of people to and from Tyne and Wear and help
the economy by increasing the number of
tourists visiting the region.
The only dedicated coach station in the Tyne
and Wear area is the National Express facility at
St. James’s Boulevard, Newcastle, whilst the
MetroCentre at Gateshead, as a popular
shopping destination, has one of the largest
coach parks in the UK with a 400-vehicle
capacity. Park Lane Interchange, adjacent to
Sunderland city centre, also provides a major
dropping-off point.
In general, there is a need for more dedicated
drop-off points for coach charters in town and city
centres, especially given Tyne and Wear’s
growing status as a short break tourism
destination, which is resulting in a greater number
of coaches using the limited facilities available. In
partnership with the Confederation of Passenger
Transport, it is planned to assess coach parking
facilities and drop-off and pick-up points within
central Sunderland and Newcastle, to identify
what improvements can be made. Illegal coach
parking can create congestion on key routes and
this will also be addressed through enforcement
and liaison with coach operators.
Scholars Travel
Students travel to school by a variety of public
transport services, including scheduled bus
routes, Metro, rail and school buses. The latter
are expensive to provide – in 2009/10 Nexus
spent over £4.5m on 158 school bus services.
LTP3 Summary 2011-21
23
The cost of providing school buses has
increased by almost 24% since 2006/07.
Maintaining school buses in their current format
is becoming unaffordable but if provision was
scaled back, this would cause challenges in
terms of maintaining access to schools with
fewer services and managing the transfer of
schoolchildren to conventional services. A
wholesale review of school services was in
progress at the time this document is being
prepared and will inform our long-term strategy.
Concessionary Travel
Since 2008, free local bus travel all day at
weekends and bank holidays, and after 0930
Mondays to Fridays, has been available to older
people in England, as well as to disabled people
of any age who qualify under the categories
listed in the Transport Act 2000.
Concessionary bus travel is widely taken up in
Tyne and Wear, with 87% of the eligible older
people in possession of a pass. 46.4 million trips
were made by pass holders during the 2009/10
financial year. The number of trips made has
increased over each of the last three years and
is one of the highest in the country. Free Metro
travel at the same times is also available to
eligible persons who purchase a Gold Card.
Although the cost of providing this concession is
high, LTP Partners view the maintenance of travel
concessions for older people and people with
disabilities as an important priority going forward.
Park and Ride
Park and Ride involves the provision of secure
and attractive vehicle parking located on the
edges of large towns and cities, accompanied by
fast, high quality public transport links connecting
Park and Ride sites with the central area.
Park and Ride facilities have been present on the
Tyne and Wear Metro since the system
commenced, at locations such as Heworth,
Regent Centre and Four Lane Ends. In terms of
bus-based Park and Ride, there are long-term
proposals to develop sites in Gateshead close to
the A194 and A692 corridors, at Follingsby and
Watergate (adjacent to Whickham Highway)
respectively, once funding becomes available. The
ultimate aim is that all major transport corridors will
have easy access to Park and Ride alternatives.
For Park and Ride to work effectively, it will need
to be integrated with parking and traffic
management policies. If it is cheaper and/or
quicker to drive into city centres to park, it is
unlikely that Park and Ride will be successful.
Powered Two Wheelers (PTWs)
The term ‘PTW’ is a nationally recognised
phrase referring to motorcycles, scooters and
mopeds (but not electric bicycles). For ease of
reference, where the term motorcycle or
motorcyclist has been used in this document it
can be taken to include all forms of PTW or user.
A key theme of the 2005 National Motorcycling
Strategy is the wish:
‘To facilitate motorcycling as a choice of travel
within a safe and sustainable transport framework.’
The motorcycle vision for Tyne and Wear is to
have: "A motorcycle friendly highway network
with good access to secure on and off-road
parking and interchange with other modes,
which is used by informed and safety conscious
road users who are aware of other’s needs."
One of the biggest issues concerning PTWs and
their use is the very high risk of being involved in
a road traffic accident. Motorcycle use in Tyne
and Wear forms 1% of all traffic but more than
6% of casualties. A number of policies and
interventions aimed at addressing this issue
have been developed, details of which can be
found in the 'Road Transport Accidents' section
of the full LTP document.
Motorcycling has the potential to relieve peak
hour congestion and offers substantial
environmental benefits compared to car use,
including lower emissions and reduced fuel
consumption. In consultation with users and
other interest groups, we will develop proposals
and deliver improvements to address PTW
concerns and issues relating to safety, parking,
theft and highway infrastructure.
24
Freight
Movement of goods, usually by road but also by
rail and sea, is very important for the local
economy. Freight transport also has effects on
congestion, road safety and air quality which we
must take into account.
Tyne and Wear’s main vehicle for addressing
these issues is the Tyne and Wear Freight
Partnership. Established in 2005, the
Partnership includes operators, local authorities,
universities and other stakeholders and
considers problems and opportunities arising in
the freight transport sector.
Over the period of LTP3, the Partnership will
continue its work to bring together interested
parties through quarterly meetings and also
sharing knowledge and communicating
information through regular newsletters and the
Partnership's website:
http://www.tyneandwearfreight.info/ (which hosts
the annual Partnership Business Plan).
In an increasingly time-sensitive business world,
accurate destination mapping is crucial to help
operators find the most suitable routes to key
destinations, taking into account journey
efficiency and the need to avoid adverse impact
on the environment. As of January 2013 there
were 25 individual destination maps available,
complete with company names and locations,
providing routing information from any point in
the UK to any of the listed companies. The
Partnership also hosts online highways'
restrictions and abnormal loads route maps.
Approximately 8% of the Heavy Goods Vehicles
(HGVs) on the UK's roads are registered outside
the UK and, with the aid of European funding in
2010-11, the website and associated publicity
materials have been modified to include the two
most common non-UK languages amongst HGV
drivers entering the region - German and Polish.
The Partnership also maintains Truck Information
Points at Durham Services on the A1(M) and
aboard the DFDS ferry The King of Seaways.
Other areas being studied by the Partnership
include the potential for shifting freight from road to
rail, the need to address safety concerns for
vulnerable road users (such as cyclists) and HGVs,
and a scheme to recognise and promote operators
who meet high environmental standards.
Freight Consolidation
There is growing interest across Europe in the
potential benefits of Freight Consolidation
Centres (FCCs), and the region’s first FCC is
being developed by Newcastle City Council, to
serve Eldon Square shopping centre, Newcastle
city centre, Gateshead MetroCentre and
possibly some of the Council’s own sites.
Goods for these destinations would be shipped
to an edge of town site and then consolidated
onto a number of smaller vehicles for the “last
mile” delivery to the final destination. There are
long-term plans to consider the use of low-
carbon vehicles for deliveries.
The key benefits of a Consolidation Centre are
the reduction in lorry miles in town and city
centres, improved air quality due to fewer lorry
movements and the freeing up of road space for
public transport. There are also reduced costs
for retailers and less need for on-site storage.
Integration
This Chapter of the LTP has set out our plans to
improve all forms of travel in Tyne and Wear,
ranging from freight traffic to public footpaths, from
cycling to car-sharing. However, many journeys
involve use of more than one form of travel and
integration between different modes is crucial.
Tyne and Wear has a good record in this respect
but we will seek to make further progress, including:
• Continuing to improve our current transport
interchanges to ensure they are viewed as
safe and comfortable places to change
between modes;
• Developing more Park and Ride and Park and
Walk sites;
• Improving cycle parking;
• Creating a Smart Ticketing product that
covers all local public transport services; and
• Providing better information that enables people
to make informed choices about their journeys.
LTP3 Summary 2011-21
25
Chapter 15
Investing inour NetworksCompleted Schemes
The New Tyne Crossing
The New Tyne Crossing is a major infrastructure
project that is of great strategic importance, not
just to Tyne and Wear but also to the whole
North East region.
As traffic volumes have grown, the existing Tyne
Tunnel, opened in 1967, has become a major
bottleneck on the A19, a key north-south trunk
road linking Tyneside, Wearside and Teesside.
By building a second vehicle tunnel under the
Tyne and refurbishing the current tunnel, there
will be major benefits for the regional economy
and the environment.
As well as reducing congestion for cars and
lorries, it will also be possible for bus services
using the tunnel to be improved.
Work on the second vehicle tunnel was
completed in February 2011, at which point the
existing tunnel was closed for extensive
refurbishment. The construction phase of the
project was completed in November 2011 when
both vehicle tunnels became open to traffic, with
southbound vehicles using the new tunnel and
the fully refurbished original tunnel now carrying
northbound traffic.
The new Tyne Crossing project, which was
completed on budget and ahead of schedule,
received the top civil engineering award at the
British Construction Industry Awards in London
during October 2012, holding off competition
from projects across the UK. Full details of the
project can be found on the website of the TT2
Concessionaire at http://tt2.co.uk/
26
LTP3 Summary 2011-21
27
Work is also taking place to modernise and
better promote the nearby Pedestrian and Cycle
Tunnel, a Grade II listed structure which forms a
valuable link for pedestrians and cyclists, and
which forms part of the National Cycle Network.
Schemes Under Development
Although some planned schemes have had to
be postponed or shelved following the 2010
Spending Review, a number of projects remain
under development with the potential to be
completed (or for work to have started) within
the period of this Plan. These include:
A19/A1058 ‘Silverlink’ Interchange
Congestion is already experienced at this key
junction in North Tyneside and the opening of the
New Tyne Crossing has increased traffic volumes
at this junction. An interim scheme to address the
situation has been designed by the Highways
Agency and is underway but it is hoped that a
more substantial set of improvements can be
progressed during the lifetime of this Plan.
A19/A184 ‘Testo’s’ Roundabout
There are problems with peak-hour congestion
and delays at this roundabout on South
Tyneside and these are likely to worsen as traffic
grows with the full opening of the New Tyne
Crossing in December 2011.
The Highways Agency has designed an
improvement scheme involving a slightly larger
roundabout than at present, with a flyover to
take the A19 over the junction. It is hoped to
start work on this scheme during LTP3.
Sunderland Central Route
This scheme consists of a new 4.75 km long
single carriageway road, linking the A182
Washington Highway to the B1284 (A690) at
Rainton Bridge, providing a bypass of
Fencehouses and Newbottle villages. This will
improve access for businesses and, by
removing through traffic from residential areas,
will reduce accidents and improve air quality.
The Central Route is at an advanced state of
readiness and had been awarded Programme
Entry status by the Department for Transport.
Implementation has however been deferred until
the economic climate improves.
Sunderland Strategic Transport
Corridor
The Sunderland Strategic Transport Corridor
(SSTC) is a major road project which will
improve links between the A19 trunk road and
the city centre and Port of Sunderland. The
project is intended to assist regeneration of 323
hectares of brownfield land, provide new homes,
businesses and retail opportunities, and in doing
so benefit wards adjacent to the River Wear in
Sunderland that are amongst the most deprived
in the UK, following the closure of several large
riverside employers.
The SSTC will also provide strategic links
between the recently announced Enterprise
Zone (located to the west of the A19) and the
City Centre and the Port, providing further
opportunities for economic growth within
Sunderland.
The SSTC comprises 5 phases, and Phase 2 is
the New Wear Crossing project, a landmark new
bridge over the River Wear. The Department for
Transport granted conditional approval for the
£117m project in December 2011, and has
allocated £82m of funding with the balance of
£35m being funded by Sunderland City Council.
Work is expected to start in summer 2013,
taking approximately 3 years to complete.
Phase 1A of the SSTC comprises realignment of
St Mary’s Way, and the provision of new
highway construction to facilitate access to the
former Vaux Brewery site. The scheme,
estimated to cost approximately £10m, is
expected to go out to tender in December 2012,
with works planned to start in May 2013.
The remaining phases of SSTC are planned for
the period 2016/17 to 2023/24.
28
Tyne and Wear Bus Corridor
Improvement Programme
Buses carry the majority of public transport
passengers in Tyne and Wear and proposals
have been developed to improve the main bus
corridors in Tyne and Wear to meet LTP
objectives and targets. We are currently
reviewing the feasibility of progressing all or
some of these schemes in the present financial
climate. This may require submission of a bus-
based Major Scheme Business Case
submission to the Department for Transport.
Chapter 16
Schemes forthe FutureA number of other walking, cycling, highway
management and public transport schemes
will be examined during the course of LTP3.
These are listed in the full LTP3 Strategy
document.
Chapter 17
NewDevelopmentsSince LTP3 came into force in April 2011,
there have been a number of new
developments that should benefit the
travelling public in Tyne and Wear. This
section provides an update on how these are
progressing.
Local Sustainable Transport Fund
(LSTF)
The LSTF is a Department for Transport funding
stream that aims to address the challenges of
building economic growth and tackling climate
change, as well as delivering cleaner
environments, improved safety and increased
levels of physical activity. In 2011 and 2012, the
Tyne and Wear Integrated Transport Authority
submitted two successful LSTF bids and have
received £5m funding for each programme
which (combined with local match funding) will
enable us to deliver a range of sustainable travel
measures, focused on schools and workplaces.
Details of the two programmes are given below.
Schools Go Smarter
Our traffic data demonstrates that road
congestion is much worse during school term
times. The Schools Go Smarter programme
aims to reduce ‘school run’ traffic with a series of
measures promoting walking and cycling to
schools, delivered in conjunction with our third
sector partners Sustrans and Living Streets –
including cycle training, more cycle stands and
shelters, footpath and cycleway improvements,
promotion of public transport and family walks
and cycle rides. Excellent progress was made
in the first year of the programme (2011-12), with
large numbers of schools already signed up and
delivering activities with children and families.
LTP3 Summary 2011-21
29
Living Streets has been working closely
with Redesdale Primary School in North
Tyneside as part of the Go Smarter
project – including introducing the Walk
once a Week (WoW) scheme, which
rewards every child who walks at least
once a week with a collectable badge
each month. We visited the school to see
how they’re getting on…
Trinity walks to Redesdale Primary School
with her dad, Chris, every day. Trinity loves
walking to school, and collecting the Walk
once a Week (WoW) badges, which she
keeps on a sash. She says her favourite
reason for walking to school is “Because I
get to spend more time with my Daddy. It
helps me wake up and gives me some
exercise!”
Dad Chris agrees. “It’s my favourite time of
the day. I get to chat to Trinity and find out
more about school on that ten minute walk
than I would at home. It gives me some
quality time with my daughter.”
Alison Nicholson, head teacher at the
school says the scheme’s been really
popular with the pupils.
“The WoW project has encouraged many
Redesdale Primary children to walk to
school and the introduction of an award for
the winning class each month has
encouraged a team spirit. The children love
collecting their badges and from the
youngest to the oldest they wear them with
pride.
30
Getting around quicker by bike
Working as a Sustrans Bike It Officer as part of the GoSmarter initiative in Tyne and Wear,
we are all working hard with a number of schools and partners to alleviate traffic congestion
in and around schools and major road networks. Sustrans are working in more than 120
schools in Tyne and Wear and recently one parent at Gosforth Park First School, Newcastle
arrived unfashionably early with his son and daughter. When asked why they were so early
they said they set off at the normal time but because they beat all the traffic they were much
quicker. Not only quicker, but they got in a bit of exercise, reduced congestion and helped
the environment. The family didn’t have far to travel but since we had been in school they
thought they would give it a go – they did and said they would keep cycling as it was better
than the daily battle with the traffic. I am so lucky to have a job that is able to make a
difference to the lives of children, parents and teachers.
Naomi Mackintosh, Sustrans Bike It Officer, Newcastle
Go Smarter to Work
The Go Smarter to Work programme is targeted
at relieving congestion on the A1 Western
Bypass, the third most congested link on the
national strategic road network. It involves a set
of measures promoting sustainable travel to key
employment sites served by the route, these
being the Team Valley, MetroCentre,
NewcastleGateshead city centre and industrial
estates in Washington. By encouraging cycling,
walking and public transport use to these sites,
the number of car trips on the Western Bypass
will be reduced and there will also be benefits for
health and the environment.
In addition to the above, we also propose to
expand Real Time Passenger Information for
buses across Tyne and Wear, available to people
online or via mobile phones, and introduce
improved cycle parking at Metro/bus
interchanges. There will also be a “Scooters to
Work” scheme focused on jobseekers in rural
Gateshead who need help with transport to reach
employment or training opportunities.
City Deals
In July 2012, the Government announced
approval for a NewcastleGateshead City Deal,
worth an estimated £1billion in total, covering 80
hectares of land and allowing development work
to be kickstarted on the following sites in
Newcastle and Gateshead:
• Science Central at Gallowgate
• Central Station and Stephenson Quarter
(behind Central Station)
• East Pilgrim Street and in Gateshead:
• Gateshead Quays and Baltic Business
Quarter (along the banks of the Tyne)
These sites will become Accelerated
Development Zones, expected to create over
13,000 new jobs, bringing in £800m of private
sector investment in return for £92m of public
sector investment.
Improving transport links are a key element of
the City Deal, which includes plans to develop
an investment programme to reduce congestion
on the A1 Western Bypass. Alongside these
investment plans, our Go Smarter to Work
measures (outlined above) will also assist in
reducing pressure on this busy road link, by
providing commuters with attractive alternatives
to car use.
In October 2012, Sunderland was invited to bid
to the government for its own City Deal and work
on this is in progress.
Fleet Operator Recognition Scheme
In June 2012, the
Tyne and Wear
Freight Partnership
launched a local
version of Transport
for London’s Fleet
Operator Recognition
Scheme (FORS).
This is an accredited
membership scheme
for private and public
sector operators of
van and lorry fleets,
of all sizes.
Free to join, it offers impartial, independent
advice and guidance to motivate them to
improve their legal compliance and
environmental, social and economic
performance. As operators improve their
standards, they become eligible for bronze,
silver and then gold membership.
Tyne and Wear is the first region outside London
to adopt and trial FORS. The 12 month trial
will entitle freight and fleet companies operating
in the region to join and enjoy all the same
exclusive benefits and discounts available to
their counterparts who deliver into London.
After submitting an application for membership,
a self-assessment form is sent to the applicant.
Upon completion and submission of the form, an
independent accredited assessor will arrange to
visit the premises and check for eligibility.
LTP3 Summary 2011-21
31
Better Bus Area Fund
In March 2012, the Tyne and Wear Integrated
Transport Authority was awarded almost £5
million from the Government’s Better Bus Area
Grant funding to introduce a package of
measures that will save commuters up to one
million hours a year from shorter journey times
and reduced delays.
Upgrades to junctions and congestion hotspots
on 19 key routes into towns and cities across
Tyne and Wear will benefit all road users, as well
as providing buses with more reliable journey
times. The improvements will benefit 35 million
bus journeys a year – a quarter of all trips made
in Tyne and Wear – and reduce carbon
emissions by 46,360 tonnes per year.
Measures to be delivered include new traffic
management systems (linked to the Tyne and
Wear UTMC Centre) on a range of key routes
carrying up to 22,000 bus journeys per day,
installation of traffic signals at two busy road
junctions, an expansion of CCTV coverage at
another 70 bus shelters and improvements to
Heworth and Park Lane interchanges.
Green Bus Fund
In March 2012, the Government awarded
£85,444 to fund a third new hybrid bus for the
city centre ‘Sunderland Connect’ 700 bus route.
The route, launched during 2011 in a partnership
between Sunderland City Council, Sunderland
University and Nexus, links city centre
attractions with university halls and campuses.
The new bus, which will be added to two
electric-hybrid vehicles already in use, will boost
the frequency from two per hour to three per
hour, to help meet growing demand for the
service from students, residents and visitors.
Tyne and Wear Urban Traffic
Management Control (UTMC) Centre
The UTMC Centre, based at the University of
Newcastle, amalgamates traffic management
operations for the five Tyne and Wear districts
on one site, controlling traffic lights, bus lanes,
CCTV and traffic monitoring across the region.
By the co-ordinated management of these
systems, congestion can be reduced and traffic
flow better managed, especially during busy
periods or when the network is disrupted.
The project currently controls 27 key junctions
across the region but will rise to 187 with the aid
of funding from the Better Bus Area bid (see
above). In total, £6.3m will have been invested
in the UTMC Centre by the end of March 2016.
32
The first two FORS accredited bronze
recipients, Port of Tyne and Sunderland City
Council, receive their certificates from the
Tyne and Wear Freight Partnership. Left to
right: Gary Appleby (Port of Tyne), Ian Bell
(Sunderland City Council), Michael Page
(Aecom) and John Bourn (Tyne and Wear
Local Transport Plan Team).
New Funding for A1 Western Bypass
The Chancellor’s Autumn Financial Statement in
November 2012 announced new funding for a
traffic congestion reduction scheme on the A1
Western Bypass in Gateshead.
Approval was given for a series of new relief
roads around the A1 junction with the A184
Askew Road. The £64m improvements will help
to remove local traffic heading for the Redheugh
Bridge from the A1 by providing an alternative
route. This section of the A1 is the third most
congested stretch of major road in Britain and
the new investment will help to unlock jobs and
growth along the corridor. The improvements to
the road complement the measures being taken
through the Local Sustainable Transport Fund to
promote sustainable alternatives along the
route. Together they will reduce congestion,
enabling people and goods to move around
more easily, and help to meet our Local
Transport Plan objectives.
LTP3 Summary 2011-21
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LTP3 Summary 2011-21LTP3 Summary 2011-21
Tyne and Wear LTP Team,Strategic Housing, Planning and Transportation,Environment and Regeneration,Newcastle City Council,Civic Centre,Barras Bridge,Newcastle upon Tyne,NE1 8PD
Email: [email protected]: http://www.tyneandwearltp.gov.uk/