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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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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

4

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.


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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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.

8

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.


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.

10

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.


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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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

14

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.


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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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.

18

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.


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

[email protected]

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


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.


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.


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


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.


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.


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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.


33

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/

Keep Tyne and Wear Moving · 2016-09-06 · Chapter 7 Addressing Climate Change page 9 ... North...

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