9. TRANSPORT

INTRODUCTION

9.1 The Council’s overall objective for the policies in this chapter is to ensure that transport forms an integral part of the Unitary Development Plan’s land use strategy. In addition the policies have been developed to support strategic policies STR8 and STR9, the Tyne and Wear Local Transport Plan and the Gateshead Transport Strategy Statement. The main themes of the Council’s Transport Statement are that:

• the provision of an effective, affordable and attractive public transport system is an essential element of modern society;

• residents and visitors should be able to move around the Borough safely in an attractive, secure environment; and

• curbing traffic growth will, in the longer term, be necessary if social and economic well-being are to be protected, and a sustainable environment created.

REQUIREMENTS FOR NEW DEVELOPMENTS

T1 Where a development is likely to have a significant impact on the transport network, the following will be required:

1. an assessment of accessibility based on the Council’s guidelines;

2. a transport assessment;

3. an action plan setting out how issues highlighted by the accessibility assessment will be addressed

4. a travel plan; and

5. agreement on a contribution from the developer towards off-site transport measures, potentially including revenue support for public transport services.

9.2 Managing the demand for travel is a key element of the Council’s Transport Strategy Statement. Land use planning, particularly controls on new developments, will be important in reducing the need for car travel, reducing the attractiveness of car travel and providing sustainable alternative travel options. Site layout, levels of parking provision and development density all have a key role in reducing the dominance of motorised traffic.

9.3 It is vital that new developments are well linked with the public transport, cycling and pedestrian networks, and easy access is provided to local services. The requirements for access by these more sustainable modes within new developments, and limited parking provision, are set out in Policy DC4.

9.4 Transport and accessibility assessments are now a central part of the development process and will be required for any land use proposal likely to have a significant impact on the transport network. Such a development will also require the production, approval and development of a travel plan. Guidance on the type and size of development where these are required is set out in the Council’s Highways and Transport Design Guidelines. Advice on the production and delivery of travel plans is available from the Council. Where the Council considers that a development will have significant implications for the transport network, it will seek provision, or funding, of off-site measures to be implemented as part of the planning permission, as set out in Policy PO1.

9.5 The Highways Agency must be consulted on all proposals which are considered likely to have an effect on the trunk road network, and applicants should take full account of Policy DC4.

SUSTAINABLE TRAVEL

PEDESTRIANS

T2 A safe, secure, attractive and comfortable environment for pedestrians will be created in the Borough. This will be achieved through a programme of improvements to the pedestrian network employing a range of initiatives and using the most appropriate approach to local conditions. The approaches include:

1. site-specific works;

2. route-specific works;

3. transport corridor improvements; and

4. Town Centre and local centre initiatives.

9.6 Walking is the most common form of transport with nearly all trips involving at least an element of travel on foot. It is the most sustainable form of travel, gives positive health benefits and is ideal as the first choice for short distance trips. In spite of this, the average distance walked by a person in a year is falling.

9.7 Central to encouraging people to walk more is providing the environment where people feel comfortable, safe and secure. Quality of design and attention to detail will benefit all users. The Council is seeking to make these improvements to the network through a programme of network assessments and a series of different approaches.

ACCESS FOR ALL

T3 Equality of access to the transport network will be promoted by:

1. incorporating the advice contained in the Department for Transport’s ‘Inclusive Mobility: A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure’ in all transport schemes;

2. providing dropped kerbs at all types of crossings as part of road improvement and maintenance schemes; and

3. providing textured paving and rotating cones at traffic signal crossings.

9.8 The Council’s vision is that all local people will realise their full potential and enjoy the best quality of life in a healthy, safe and sustainable environment. In support of this, the Council will seek to remove barriers to movement from the street environment and transport network.

PUBLIC RIGHTS OF WAY

T4 The public rights of way network will regularly be reviewed in order to:

1. improve access for all legitimate users;

2. reduce the illegal use of vehicles on rights of way and other recreational routes; and

3. develop a more integrated and coherent rights of way network, in particular to provide:

• better links between urban and rural areas; and

• better links with public transport services.

A review of signposting and a programme of signpost replacement will be undertaken.

9.9 The Council has a statutory duty to manage the rights of way network, and to ensure that it is open and available for use. The Council is also responsible for ensuring that all paths are adequately signposted where they leave the highway, and that the Definitive Map is kept up to date.

9.10 Rural paths comprise a large proportion of the rights of way network in the borough, although it also includes a significant number of urban or semi-urban paths. The network provides recreational access for walkers, horse-riders and cyclists, and has considerable benefits for local tourism. The major multi-user routes also provide important commuter corridors for cyclists and pedestrians. The rights of way network does not cover the whole of the Borough evenly, and some areas are poorly served by local paths or by commuter links. The Tyne and Wear Rights of Way Improvement Plan will help the Council to address strategic issues relating to the future development of the network, and will assist the Council to improve access for all users. In addition, the Tyne and Wear Local Access Forum will increasingly monitor the management of rights of way in the region and will advise the local authorities on improvement and development of the network.

CYCLING

T5 A safe and attractive environment for cyclists will be provided by:

1. the development and maintenance of a core network of high quality routes, as set out in Interim Policy Advice note 10, approved originally by the Council as Supplementary Planning Guidance 14 – ‘Cycling Strategy for Gateshead’. Provision for cyclists on the core network will be assessed in terms of:

• safety and security;

• directness and continuity of provision; and

• convenience, including clear signing.

2. adequate provision of cycle parking at locations across the Borough, including shopping centres, libraries, leisure centres and transport interchanges.

9.11 Gateshead Council views cycling as an important mode of transport for short- and medium-distance journeys and aims to maximise the role of cycling as a sustainable mode of transport in order to contribute to a reduced reliance on the private car. A comprehensive, separate Cycling Strategy for the Borough has been prepared and is included as Interim Policy Advice note 10, approved originally by the Council as Supplementary Planning Guidance 14.

9.12 The Council has made a significant commitment to leisure cycling routes within the borough, but also acknowledges that people cycle for many different purposes and reasons and that cycling must play a full part in the transport system. It is therefore seeking to develop a comprehensive network of on- and off-road links that meets the needs of the commuter, shopper and leisure cyclist alike. The Council has identified a network of utility, commuter and leisure routes in partnership with the cycling organisations (Sustrans, Tynebikes and the Cyclists’ Touring Club). As well as on-road facilities, shared-use paths and purpose-built off-road routes, the network will involve the use of bus lanes and recommended routes through traffic-free and lightly trafficked areas.

RIVER TYNE CORRIDOR

T6 A continuous recreational riverside route within a landscaped setting will be provided, where safely practicable, on the Tyne riverbank. Where new development or redevelopment takes place, an area of land between 10 and 30 metres in width will be safeguarded for this purpose.

9.13 Subject to the protection of wildlife interests in accordance with Policies ENV46 to ENV52, the plan aims to realise the potential of the Tyne corridor for informal recreation by establishing a continuous route along the length of the riverbank for walkers and cyclists. Much has already been achieved, initially by the creation of the Recreational Riverside Route (Keelman’s Way), which comprises a combination of roads and shared recreational routes. Further action is necessary to ensure that as far as is safely practicable a route can be established on the remaining sections of the riverbank. The riverside route is and will be part of a wider network including parts of the green corridors as well as providing direct access to the major areas of urban green space on the riverside, including the urban countryside sites at East Gateshead, near the International Stadium, and at Pelaw (Policy CFR25). To achieve this it is necessary to safeguard the areas of riverbank which are required for the route and to create an attractive landscaped setting. Where a continuous riverside route cannot be achieved, an alternative, as close to the river as possible, will be pursued. On individual sites, the precise width of land to be safeguarded will be determined on the basis of what is appropriate in the context of development proposals for the site.

PUBLIC TRANSPORT

T7 A successful, extensive and viable bus network will be supported by:

1. implementation of effective bus priority measures across the Borough, particularly in support of the Tyne and Wear Superoute network;

2. upgrading passenger facilities and information at bus stops, bus stations and interchange points;

3. protecting the route of the East Gateshead Public Transport Corridor from Gateshead town centre to Heworth and Follingsby; and

4. work in partnership with Nexus and bus operators to bring forward a proposal for the extension of CentreLink from the MetroCentre to Blaydon.

9.14 The provision of a successful, extensive and accessible public transport network is central to a transport system that allows the effective movement of people without increasing congestion or harming the environment. There is a rapid rise in car ownership and car use on Tyneside and it is vital that realistic alternatives to car travel are provided to slow down, if not completely halt, this trend. Equally importantly, a large section of the population will continue to remain dependent on public transport to fulfil their travel needs and these will include the most disadvantaged sections of the community. Public transport will remain vital in maintaining access to services and to economic and social opportunities.

9.15 The majority of public transport trips in Gateshead are by bus and this situation will continue for the foreseeable future. The Council, therefore, sees the bus as the most important tool in combating congestion and, at the same time, social exclusion. While the Council itself cannot operate bus services, it does have an important role to play in supporting them through the provision of high-quality infrastructure.

9.16 The existing Tyne and Wear Metro directly serves only a small proportion of the borough, although it provides onward travel opportunities for passengers willing to change from one service to another. Nexus’s Project Orpheus has sought to develop a programme of improvements to Metro, and public transport in general, through re-invigoration of the existing system, light-rail extensions to the existing system and a range of complementary bus- and rail-based improvements.

9.17 However, as the project has progressed, a change in Government attitudes towards the funding of light rail projects has meant that while funding for the re-invigoration of the existing system is being sought, proposals for light-rail extensions have been shelved.

9.18 Three corridors in Gateshead were identified as having potential for light rail:

• Team Valley – Gateshead

• MetroCentre – Gateshead

• Newcastle – Denton – Walbottle/MetroCentre

9.19 At this stage, no preferred route options have been identified for protection and it is not envisaged that these proposals will be delivered within the Plan period. Various complementary bus- and rail-based proposals were also considered in a number of corridors. However, while individual interventions were highlighted in most of these corridors, only one major proposal, the East Gateshead Public Transport corridor, has been developed. The proposal has been submitted for major scheme funding through the Tyne and Wear Local Transport Plan 2006-2011, and aims to provide high quality public transport links between Gateshead Town Centre, development areas in East Gateshead, Heworth Interchange and Follingsby. Further work will be required to define a preferred route alignment for the extension of CentreLink from the MetroCentre to Blaydon. As and when an alignment is agreed it will be treated as an amendment to or departure from the development plan.

9.20 The Council has long-term aspirations for new rail stations at East Gateshead, Birtley and Team Valley. However, the very high capital costs of these proposals and the uncertainty over funding for, and the mechanisms for delivery of, rail improvements mean that it is not envisaged that these proposals will be delivered within the plan period.

T8 The Council will:

1. continue to promote the improvement of existing Interchanges, paying particular attention to:

• passenger comfort and security;

• the provision of safe and secure access routes for pedestrians and cyclists;

• provision of secure cycle parking; and

• integration with taxi facilities.

2. protect from development land required for provision of a new transport interchange in the Baltic Business Quarter.

9.21 The quality of waiting facilities at bus stations and shelters is an important element in promoting the attractiveness of public transport. Great improvements have been made to the interchanges at Gateshead and the Metro Centre. In addition, CCTV coverage is now in place at Blaydon, Heworth, Winlaton and Wrekenton interchanges. The improvement of Blaydon interchange will be considered as part of proposals for a redevelopment of the local centre.

CORRIDOR APPROACH TO IMPROVEMENTS

T9 The Council will continue its holistic approach to transport corridor improvements. The development of this approach may well require more radical measures, particularly in relation to bus priority, where land acquisition outside existing highway boundaries will be necessary.

9.22 It is important that a balanced approach is employed in the development of a sustainable travel network. Each mode should not be considered in isolation. To this end the Council employs a holistic approach to improvements in the main transport corridors, not only assessing the needs of pedestrians, cyclists and public transport but also reviewing parking, loading arrangements and general traffic movement. As this process develops, and ‘improved’ corridors are revisited, it will become more common for more radical measures, particularly in relation to bus priority, to be employed.

ROAD SAFETY

9.23 A safe environment for the travelling public and a reduction in the number of road accidents and casualties are central to the vision and aims of the Council. While not expressed here as a separate section, measures to achieve this goal are integral elements within the policies of this chapter.

TRAFFIC MANAGEMENT

T10 The highway, and traffic on it, will be managed to:

1. reduce and calm traffic in sensitive areas, including residential areas and local centres;

2. provide improved accessibility for pedestrians, cyclists and public transport;

3. restrict access for heavy vehicles where appropriate, particularly alleviating the problems associated with mineral extraction and waste disposal-related traffic; and

4. reduce congestion and pollution where possible.

9.24 The Council has powers to manage the highway and the movement of people over it. An effective and efficient use of the available space can greatly improve community amenity, improve accessibility and facilitate the operation of the local economy, all without the need for further highway construction. This focus on the ‘liveability’ of local communities will be central to the management of traffic within the Borough over the coming years. All measures employed to implement this policy will be audited to ensure that they take full account of the needs of pedestrians, cyclists and public transport operations.

PARKING

RETAIL CENTRES

T11 The progressive introduction of car parking charges at retail centres will be sought where this can be achieved without threatening the vitality and viability of the centre. The level of charge will be set within an overall policy for the Borough, and will favour short-stay visitors over long-stay commuter parking. For the purpose of this policy, retail centres include District and Local Centres, Out-of-Town Centres, and free-standing larger stores in excess of 2500 square metres gross floor area.

9.25 The availability and cost of parking are important influences on the number of journeys made and the means used to make them. Parking management will play an increasingly important role in limiting car travel in urban areas. In line with the Local Transport Plan, the Council will control on- and off-street parking to support the economic vitality of the Borough and regeneration initiatives and to reduce the adverse affects of car travel. The Council is developing its own detailed borough-wide parking plan in pursuit of these wider objectives.

9.26 With the exception of Gateshead Town Centre, the costs of providing and maintaining car parking in other district or out-of-town shopping centres are currently borne by either the local authority or the operator or owner of the development. This means that car parking is generally free, and as a result car users enjoy a subsidy not available to other users of the centre. In addition, some out-of-town centres providing free parking thereby enjoy an advantage over more conventional established town centres, where charges are imposed. It is also important that commuters, particularly those working in Newcastle, do not take up parking spaces intended to support the wider retail and other functions of local centres.

9.27 The current absence of any charging for parking in local and other shopping centres gives an incentive for additional car use, undermines the ability to manage car parking space to the best benefit of local shops, and limits the scope for funding improvements. However the advantages of introducing charges can be outweighed by problems for the local economy if the charges deter users. Therefore the introduction of charges will be considered carefully on a site-by-site basis. This consideration will also take into account the wider context of other local authority parking strategies within the region.

9.28 Even where the introduction of parking charges is desirable, it is not always possible, at least in the short term. For example, in some centres the provision of free parking is a condition of shop leases, whilst in others, car parks are in private ownership. However it is important that a consistent policy for parking charges is addressed in the medium to long term.

9.29 The retail centres to which this policy applies are identified in policy RCL1. As indicated in para. 10.8, the list may be subject to change based on altered circumstances and further research.

PARK AND RIDE

T12 The Council will:

1. continue to develop the park and ride facilities at Heworth, in partnership with Nexus;

investigate the introduction of schemes at the following locations across the Borough, in partnership with Nexus, bus operators and rail operators:

• MetroCentre coach park (bus/rail);

• East Gateshead (bus); and

• Felling (Metro); and

identify potential locations for schemes in the following areas, in partnership with Nexus, bus operators and rail operators:

• Blaydon (bus/rail);

• Birtley (bus);

• Pelaw (Metro); and

• Team Valley (bus).

The evaluation of these sites will consider their impact on the existing highway network, and bring forward mitigation measures where appropriate.

9.30 Park and ride is a valuable tool in reducing the impact of traffic congestion on the borough’s roads. Park and ride allows interchange between private and public modes of travel, providing the opportunity for car users to switch to public transport at less congested points on the network, reducing car trips into the busiest areas. The existing scheme at Heworth is well used and it is hoped that other locations in the borough will prove as popular. Existing facilities across Tyne and Wear are mainly linked to Metro stations, but the Council is keen to investigate sites which could be served by bus or rail services. The potential for a scheme at Blaydon will be considered as part of proposals for a redevelopment of the local centre.

NEW INFRASTRUCTURE

HIGHWAYS

T13 Subject to environmental acceptability, proposals to improve or extend the highway network may be justified when they are needed to:

1. improve the overall accessibility of existing and proposed developments;

2. improve external links to and from the borough;

3. facilitate the efficient operation of public transport;

4. improve road safety;

5. relieve traffic congestion; and

6. relieve environmental problems.

9.31 Good roads are essential for the achievement of urban regeneration and the efficient operation of the public transport system. Employment-generating activities depend on an efficient transport network. Improvements to the network aid existing industry and commerce as well as making the area more attractive to inward investment. Road improvements may be necessary at some locations, but justification will need to be demonstrated.

A1 GATESHEAD WESTERN BY-PASS

T14 Proposals to increase the capacity of the A1 Gateshead Western By-pass will be supported provided that they:

1. have an acceptable impact on the local road network;

2. are acceptable in environmental terms, with particular consideration being given to:

• the impact of the proposals on the amenity and environment of residential properties along the route;

• the impact of the proposals on the landscape, nature conservation and air quality; and

• levels of greenhouse gas emissions resulting from the provision of additional capacity; and

3. are acceptable in land use terms.

9.32 The A1 provides the major strategic road artery through the borough. It is the major route for through traffic, and also provides the main access to some of the major commercial areas, notably the Team Valley Trading Estate and the MetroCentre. Traffic levels on the A1 have been increasing over many years and the road now experiences extensive congestion problems throughout its length in Gateshead. As it is a trunk road, proposals for improvements to the A1 are the responsibility of the Highways Agency, rather than Gateshead Council.

9.33 In order to provide a basis for tackling existing and future congestion problems on the A1, the Government Office for the North East commissioned a study — the Tyneside Area Multi Modal Study (TAMMS). This looked at solutions to the problem of congestion in terms of the potential contribution of all transport modes, as well as possible travel demand restraint policies.

9.34 The recommendations from the study were published in 2002. It proposed increasing the capacity of the A1 by widening it to three lanes, and closing or rationalising certain junctions, as part of an integrated package of measures that also included tolling of all Tyne road crossings and a package of public transport improvements.

9.35 The Government announced its response to TAMMS in July 2003, and the proposals for A1 widening were neither approved nor rejected. Instead the Highways Agency was asked to consider the widening proposals further. No finance was allocated to the scheme. The Highways Agency assessment of the proposals is ongoing and there is no clear picture as to when it will be completed. The Government response to TAMMS made it clear that any proposal will only be considered if it is accompanied by a clearly defined demand management strategy for Tyne and Wear. This strategy is set out in the Tyne and Wear Local Transport Plan 2006-2011 and, in addition, the plan partners have been awarded funding from the Government’s Transport Innovation Fund to evaluate how a more radical approach to demand management could be applied in Tyne and Wear.

THE A692

T15 On-line improvements to the existing A692 will be developed.

9.36 The Sunniside By-pass was a long-standing scheme for the replacement of the existing A692. The original scheme proposal involved by-passing Byermoor, Marley Hill, Sunniside and Streetgate. A review of this proposal, undertaken in 2002/3, found that the original scheme could not be justified in its entirety, but that a shorter by-pass of Marley Hill, Sunniside and Streetgate should be pursued. In the light of this review, the full by-pass proposed in the 1998 approved Unitary Development Plan has been dropped. If a funding programme and preferred route alignment is agreed by the Council, it will be advertised as an amendment to the development plan. National guidance indicates that such schemes should only be included in a plan if there is a prospect of implementation within the plan period. The review also concluded that complementary improvements to the existing A692 should be developed.

BLAYDON PEDESTRIAN AND CYCLE BRIDGE

T16 Proposals for a pedestrian and cycle bridge linking Blaydon town centre with Newburn Riverside are to be developed and should be accommodated within the wider regeneration strategy for Blaydon Town Centre.

9.37 A new pedestrian and cycle bridge over the River Tyne linking Blaydon town centre with the developing Newburn Riverside strategic employment site has been included in the Tyne and Wear Local Transport Plan 2006-2011 as a major scheme. The bridge, with links to Blaydon bus and rail stations and the Borough’s cycle network, will provide sustainable access to the expanding opportunities at Newburn for a significant proportion of the population of the borough. It will also, in itself, provide an important link in the cycle network for Tyne and Wear. Further work will be required to define a preferred route alignment for the bridge. As and when an alignment is agreed it will be treated as an amendment to or departure from the development plan.

TOWN CENTRE AND GATESHEAD QUAYS

9.38 A feasibility study for a cable car linking Gateshead town centre and Gateshead Quays has been commissioned as part of the Town Centre Redevelopment Strategy. Further work will be required to define a preferred route alignment for any scheme arising from the strategy. As and when an alignment is agreed by the Council, it will be treated as an amendment to or departure from the development plan.

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