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I N T R O D U C T I O N

1.1 The intention of this chapter is to set the context for

the development of the East Riding of Yorkshire

Councils Local Transport Plan (LTP), and its

Integrated Transport Strategy. The chapter outlines

the international, national, regional and local

background within which the LTP has beenprepared. It also demonstrates the integrated

approach this authority is undertaking in its

corporate policy development.

I N T E R N A T I O N A L A N D

N A T I O N A L C O N T E X T

1.2 World-wide concern about the environment led to

the Earth Summit in Rio in 1992 and the

acceptance of Agenda 21 as part of a commitment

to sustainable development. The sustainable

development concept of meeting the needs of the

present without compromising the needs of future

generations has had far reaching implications for

transport within the UK, both at a national and

local level.

1.3 Government policy in the UK has reflected the

sustainable development philosophy, for example,

by the publication of Sustainable Development -

the UK Strategy in January 1994. This strategy

was updated in May 1999, with the publication of

Sustainable Development - a better quality of life.

This strategy proposed four main aims:

social progress which recognises the needs of

everyone;

effective protection of the environment;

prudent use of natural resources; and

maintenance of high and stable levels of

economic growth and employment.

It also put forward a range of indicators to enable

progress to be monitored. One of these is road

traffic levels, which, with other indicators such as

levels of air pollution, are also directly related to

transport policy and the LTP.

1.4 The Royal Commission on Environmental Pollution

in its 18th report, entitled Transport and the

Environment, endorsed the general framework put

forward by the government for a sustainable

transport policy and recommended a set of

objectives and targets to:

ensure that an effective transport policy at all

levels of government is integrated with land use

policy and gives priority to minimising the need

for transport and increasing the proportions of

trips made by environmentally less damaging

modes;

achieve standards of air quality that will prevent

damage to human health and the environment;

improve the quality of life, particularly in towns

and cities, by reducing the dominance of cars

and lorries and providing alternative means of

access;

increase the proportions of personal travel and

freight transport by environmentally less

damaging modes and to make the best use of

existing infrastructure;

halt any loss of land to transport infrastructure in

areas of conservation, cultural, scenic or amenity

value, unless the use of the land for that

purpose has been shown to be the best practical

environmental option;

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reduce carbon dioxide emissions from transport;

reduce substantially the demand which transport

infrastructure and the vehicle industry place on

non-renewable materials; and

to reduce the noise nuisance from transport.

1.5 The Royal Commission on Environmental Pollution

published its 20th report, Transport and the

Environment - Developments since 1994, in

September 1997. This document was a review of

developments since the 18th report. Of major

concern was that recent action has been too little

and too slow to provide the prospect of a substantialshift in transport trends.

1.6 The report does not offer any recommendations, but

puts forward a range of conclusions including the

need for:

an integrated transport system;

improving technology;

setting the right incentives (using fiscalmeasures to internalise the environmental costs

imposed by road transport);

effective institutions; and

boosting investment in alternative modes.

1.7 A consensus has emerged which recognises that

current trends in the use of transport are not

sustainable and that provision for the forecast levelsof traffic growth cannot be met in full, particularly

in urban areas. In response to this consensus the

government published a White Paper on Transport

in July 1998.

The Transport White Paper A New Deal for

Transport: Better for Everyone

1.8 The Transport White Paper, published in July 1998,

was the first Transport Policy White Paper to be

published in over 20 years. It contains a

comprehensive range of policy initiatives covering

public transport, walking, cycling, freight, roads and

highways, planning, safety and other areas.

1.9 Central to the White Paper was the requirement for

local authorities to produce LTPs. These replace the

Transport Policies and Programme (TPP) documents

that have been produced since 1974. The new LTPs

cover a five-year period and must include

consideration of all types of transport and financial

implications, as well as containing a bid for capital

funding.

1.10 The emphasis in A New Deal for Transport: Better

for Everyone is providing:

more real transport choice;

better buses and trains;

a better deal for the motorist;

better maintained roads;

a railway working for the passenger;

more money for public transport; more freight on the railway; and

safer and more secure transport systems.

It is the role of this LTP to aid the delivery of

the above in the East Riding of Yorkshire.

Daughter Documents and Planning Policy

Guidance Notes

1.11 Whilst A New Deal for Transport: Better for

Everyone sets the broad policy framework for the

future direction of transport, there is a lack of detail

in the document. This has been addressed in a

number of Daughter Documents and revised

Planning Policy Guidance notes. The East Riding of

Yorkshire Councils LTP has been developed in line

with these documents to ensure integration between

government guidance and local policy.

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The Transport Bill

1.12 The Transport Bill is currently before Parliament.

The Bill proposes to make the production and

implementation of LTPs a statutory duty for

Highway Authorities. It also sets out greater powers

for local authorities with regard to securing

improvements to public transport, notably bus

services.

R E G I O N A L C O N T E X T

1.13 Draft Regional Planning Guidance (RPG) including

the draft Regional Transport Strategy (RTS) was

published in October 1999. The RPG is seeking to

recognise and respect the distinctive and diverse

characteristics of Yorkshire and the Humber whilst

striving for a more integrated approach. This

integrated approach is carried through into the LTP,

where the East Riding has taken full account of the

draft RPG.

1.14 The Draft RPG is currently going through its Public

Examination and although details could change, the

policy direction and framework is clear. Much is

made of sustainable development and the East

Riding of Yorkshire Councils LTP has taken this step

by producing an Integrated Transport Strategy which

has at its core the desire to enable and facilitate

sustainable development.

1.15 The draft RPG and draft RTS both have a section on

market towns and rural areas that is highly

appropriate to the East Riding. The policy direction

outlined is followed throughout this LTP.

L O C A L C O N T E X T

1.16 The Modern Local Government - In Touch with the

People White Paper published in July 1998 sets outa strategy for the reform and modernisation of local

government in England. Part of the document deals

with promoting the well-being of communities. It

sets out four policy areas:

councils to promote economic, social and

environmental well-being;

vision and leadership for the whole community;

new partnership powers for councils; and

new powers for pace-setting councils.

1.17 In the East Riding of Yorkshire the council has put

forward a paper entitled Your Future - Our

Commitment that embraces the four policy areas

outlined above. The purpose of the paper is to

gain partner support for a set of overarching aimsfor the East Riding of Yorkshire

1.18 Five Community Aims have been identified as

follows:

improved health - improved quality of life;

greater prosperity - higher living standards;

reduced crime - reduced fear of crime;

lifelong learning - improved educational

achievement; and

a healthy environment - for future generations.

1.19 Although not all organisations will be responsible

for delivering every aim, transport has a role to play

in each of them. The LTP includes at its heart an

Integrated Transport Strategy which embraces each

of these aims.

1.20 In addition to the five Community Aims, the council

has added two further management aims. These

are:

communication and participation - working with

you; and

a well-managed authority - working for you.

1.21 The very nature of preparing the LTP contributes tothese management aims. By setting down the

councils transport strategy in one document and

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planning effectively for the future, the LTP

demonstrates a commitment to a well managed

authority. The level and coverage of public

consultation for the LTP is such, that a whole

chapter is devoted to it. Please see chapter three

for more details.

1.22 The authority has also developed a number of other

strategies which both inform, and are informed by,

the East Riding of Yorkshire Councils LTP. Relevant

sections are incorporated as part of the LTP to

highlight the integrated approach to policy

development.

Environmental Strategy

1.23 In developing its Environmental Strategy, the East

Riding of Yorkshire Council took its commitment to

Local Agenda 21 (LA21) very seriously. Following

consultation, twelve key areas of concern were

identified as requiring action within the

Environmental Strategy. Aims were developed for

all twelve areas of concern.

1.24 The relevant aims of the Environmental Strategy

follow. These aims have been used as a basis for

developing the Integrated Transport Strategys aims

and objectives and for the development of the LTP.

1. To prevent pollution to rivers and drinking water.

Aim 1 Protect our river water and sources of

drinking water from pollution.2. To encourage individual responsibility for the local

environment.

Aim 1 Raise awareness of local environmental

issues and ensure that information about

these issues is accessible.

Aim 2 Promote the action that we can take to

improve our local environment.

Aim 3 Develop schemes and initiatives to enable

local people to take part in environmental

action.

3. To prevent destruction and damage to our landscape.

Aim 1 Ensure landscape issues are given proper

consultation during the planning process.

Aim 2 Take direct action to maintain and enhance

the quality of the landscape.

4. To protect and enhance air quality.

Aim 1 Make the best use of existing legislation to

secure improvements in air quality.

Aim 2 Incorporate air quality considerations into

the councils planning process.

Aim 3 Work in partnership with the private, public

and voluntary sectors.

5. To encourage cycling and the use of public transport

as an alternative to car use.

Aim 1 Work in partnership with the private and

voluntary sector to improve the public

transport system.

Aim 2 Incorporate sustainable transport policies

into the councils plans and strategies.

Aim 3 Continue to develop the footpath and cycle-

way networks and promote their use.

6. To work with businesses towards environmentally

friendly practice.

Aim 1 Develop schemes and initiatives to

encourage local companies to improve theirenvironmental performance and

competitiveness.

Aim 2 Promote the benefits to business of

improving environmental performance.

7. To make planning policies more sustainable.

Aim 1 Consider the development of land within

built areas, particularly land which has

been used previously, before consideringthe development of green field sites.

Aim 2 Conserve our heritage and natural resources,

taking particular care to safeguard

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designations of national and international

importance.

Aim 3 Where possible, shape development

patterns in a way which minimises the needto travel.

8. To increase energy supply from renewable resources.

Aim 1 Encourage and promote energy efficiency.

9. To maintain the range of species currently living in

the area.

Aim 1 Work in partnership with other

organisations to ensure that our existing

wildlife habitats are protected.

10. To prevent destruction and damage to our built

heritage.

Aim 1 Safeguard and enhance the best of our built

heritage as exemplified by listed buildings,

conservation areas and scheduled ancient

monuments.

11. To increase the number and type of recyclingfacilities.

Aim 1 Increase the number of facilities for re-using

and recycling.

12. To educate dog owners in responsible dog

ownership.

1.25 Additional work has been undertaken on air quality

in line with the Road Traffic Reduction Act and Part

IV of the Environment Act 1995. This is included

below.

Air Quality

1.26 Air quality is an important element of the East

Riding of Yorkshire Councils LTP. It is the

authoritys aim to curtail the increase in pollution

by limiting the growth in vehicular traffic and

encouraging sustainable forms of transport.

1.27 Transportation in general and road transport in

particular are major sources of air pollution. Motor

vehicles are the fastest growing source of air

pollution, emitting 90% of all particulates in the

UK. They are also the main source of many other

pollutants, such as carbon monoxide, nitrogen

dioxide and 1,3 butadiene. Although it is difficult

to isolate specific effects, evidence from numerous

sources suggests that, combined, they can lead to

increasing health problems in the community.

1.28 Traffic levels in the East Riding of Yorkshire are

predicted to rise by between 1% and 2% annually

until 2006. The predicted levels of traffic will result

in a deteriorating environment if no action is taken.

The East Riding of Yorkshire Council has produced

an Integrated Transport Strategy, promoting more

environmentally friendly and sustainable forms of

transport such as walking and cycling, as opposed

to the motor car.

1.29 The East Riding of Yorkshire Council recognises that

the land use planning system has an integral role to

play in improving air quality. The emerging Joint

Structure Plan (JSP) hopes to promote patterns of

development and land use that, amongst other

aims, reduce pollution and improve air quality.

Locating new development to provide people with a

choice of ways and alternatives to car use, through

walking, cycling and public transport, will be an

important element of this.

1.30 Part IV of the Environment Act 1995 and the

National Air Quality Strategy (NAQS) set out a new

system for local air quality management. Under the

Air Quality Regulations 1997, local authorities are

required to monitor air quality in their area against

strict objectives for seven key pollutants. These are:

benzene;

1,3 butadiene;

carbon monoxide; lead;

nitrogen dioxide;


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PM10 particulates; and

sulphur dioxide.

1.31 For any area where air quality objectives are not

likely to be met by the year 2005 deadline, the

local authority must designate an Air Quality

Management Area (AQMA). Where an AQMA has

been designated, the local authority must carry out

further assessments and draw up an action plan

specifying measures to be taken to bring air quality

in the area back within limits.

1.32 The review and assessment of air quality within the

East Riding of Yorkshire will, in accordance with

government guidance, be carried out using a three-

stage approach. The three stages that a local

authority should follow when undertaking air quality

reviews are as follows:

Stage 1 Acquisition of base line data and the

identification of areas with the potential

to experience elevated levels of

pollutants. (Completed 31st December1998).

Stage 2 Estimation, modelling and measurement

of levels of pollutants in areas

influenced by road transport and

industrial sources. If objectives are not

likely to be attained by the end of

2005, Stage 3 is required.

Stage 3 More detailed monitoring and modellingof pollutants and emissions inventories,

and where necessary the declaration of

AQMAs.

1.33 On completion of Stages 1, 2 and 3 above, an Air

Quality Strategy for the East Riding of Yorkshire

Council can be produced.

1.34 The East Riding of Yorkshire Council has undertakenthe first stage of the air quality review within its

area. The review has been undertaken with respect

to three key elements:

the identification of sources of emissions of

atmospheric pollutants referred to in the NAQS;

a comparison of estimated and, where available,

monitored air quality in the East Riding ofYorkshire with NAQS standards and objectives;

and

for each primary pollutant, a determination of

the need to proceed to a second stage review

and assessment.

Aims

1.35 The aims of the first stage review and assessmentwere:

to investigate present and future air quality in

the East Riding of Yorkshire; and

to make an assessment of air quality in relation

to the objectives of the NAQS.

Objectives

1.36 The objectives of the first stage review andassessment were:

to identify the principal sources of pollutant

emissions affecting air quality in the East Riding

of Yorkshire;

to identify the areas of the East Riding of

Yorkshire which are likely to experience the

highest concentration of pollutants;

to indicate whether present and predicted future

air quality in the East Riding of Yorkshire is

likely to comply with the air quality objectives of

the NAQS; and

to identify what future actions are likely to be

required by the East Riding of Yorkshire Council

in relation to air quality review and assessment

under Part IV of the Environment Act 1995.

Conclusions

1.37 The conclusions drawn from monitoring each of the

seven key pollutants, and the action required to

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further review these pollutants are summarised

below.

Carbon monoxide:

the air quality objective is not likely to beexceeded - no further action required.

Benzene:

the air quality objective is not likely to be

exceeded - no further action required.

1,3 butadiene:



Lead:



Nitrogen dioxide:

the air quality objective may be exceeded as a

result of:

- roads with a forecast daily traffic flow of

20,000 or more vehicles;

- authorised processes which are potential

significant sources of nitrogen dioxide; and

- potential developments in Goole and

Saltend which are possibly significant

sources of nitrogen dioxide.

PM10 particulates:

the air quality objective may be exceeded as a

result of:

- estimated emissions from low level

dispersed sources of greater than 10 tonnes

per year in several 1km by 1km grid

squares;

- roads with a forecast daily traffic flow of

more than 25,000 vehicles;

- authorised processes which are potential

significant sources of PM10 particulates;

and

- potential developments in Goole and

Saltend, which are possibly significant

sources of PM10 particulates.

Sulphur dioxide:

the air quality objective may be exceeded as aresult of:

- estimated emissions from low level

domestic combustion and short stacks of

greater than 40 tonnes per year in the

Goole urban area;

- authorised processes which are a potential

significant source of sulphur dioxide; and

- potential developments in Goole andSaltend, which are possibly significant

sources of sulphur dioxide.

1.38 Further assessment is required to investigate the

likely exceedance of the air quality objective for

nitrogen dioxide, PM10 particulates and sulphur

dioxide. This will take the form of screening

dispersion modelling within a Stage 2 review,

together with continuous automatic monitoring atthree locations within the East Riding of Yorkshire,

and, in the case of nitrogen dioxide, diffusion tube

monitoring is also being carried out.

1.39 The following steps are being undertaken in order to

carry out these duties.

Three automatic air quality-monitoring stations

have been acquired, and sited in Goole,

Beverley and Bridlington. They continuously

monitor nitrogen dioxide, sulphur dioxide and

particulates. In addition the Goole station

continuously monitors carbon monoxide.

A kerbside automatic air quality monitoring

station has been purchased which can be used

in any location throughout the East Riding of

Yorkshire.

Passive monitoring of nitrogen dioxide using

diffusion tubes is being carried out at various

locations in Goole, Beverley and Bridlington as


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part of the national survey running under the

auspices of the National Environmental

Technology Centre.

An assessment of benzene levels is currentlybeing undertaken at kerbside sites using

diffusion tubes.

An emission inventory of industrial processes,

which are authorised under the Environmental

Protection Act 1990, is being compiled.

An advanced atmospheric dispersion model has

been acquired and the inputting of industrial

emission data, road traffic data, real time airquality and meteorological data has started.

A corporate Air Quality Strategy working group

will be formed to develop a corporate approach

to matters such as planning and transport issues

which will impact on air quality.

1.40 When considering different methods to reduce

pollution and improve air quality, promoting

sustainable forms of transport such as walking andcycling, as opposed to the motor car, is important,

particularly for two of the key pollutants, nitrogen

dioxide and PM10 particulates. Daily traffic flows

on roads in excess of 20,000 and 25,000

respectively, may result in the air quality objective

being exceeded.

1.41 The review and assessment of air quality in the East

Riding of Yorkshire is not yet finished. Although thecompletion of Stage 1 has been achieved, the

councils environmental control section is currently

undertaking Stages 2 and 3. Due to various factors,

these Stages will not be completed in time for

inclusion in this years LTP. However, work carried

out so far, and an indication of the results that are

expected, is shown below.

1.42 Stage 2 of the process has comprised monitoring airquality in strategic locations. Continuous automatic

monitoring is currently carried out in Goole,

Beverley, Bridlington and Cottingham. In addition,

nitrogen dioxide monitoring using diffusion tubes is

carried out at 33 locations throughout the East

Riding.

1.43 The results of monitoring to date have shown no

significant exceedances of the air quality objectives

laid down in the National Air Quality Strategy

2000. Whereas continuous monitoring at the

kerbside in Bridlington has yet to be carried out

during the peak summer tourist season, the results

obtained so far, especially when extrapolated

forwards to 2005, do not give cause for concern.

1.44 For the purpose of Stage 3 of the review and

assessment, modelling is currently being carried out.

This is a lengthy process and unlikely to be

completed until later this year. Early model runs for

Bridlington town centre using existing traffic flow

data, industrial emissions data and background

data collated by the environmental control section

have not indicated any likely exceedances of the

National Air Quality Strategy objectives.

1.45 In view of the foregoing it is anticipated that it is

unlikely that this council will be declaring any air

quality management areas within the next 12

months. Since, however, air quality review and

assessment is an ongoing process, the situation may

change in the future.

1.46 The East Riding of Yorkshire Council appreciates thatsome elements of the LTP may need to be amended

in the future, to incorporate any measures that may

be required as a result of the completion of Stages

2 and 3.

1.47 The transportation team are now working closely

with the environmental control section who are

undertaking the councils air quality management to

make sure air quality is being considered in a co-ordinated manner.

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Community Safety Strategy

1.48 The East Riding of Yorkshire Councils Community

Safety Strategy was produced in 1997 and sets out

a number of objectives and commitments that the

council will undertake. The LTP has been developed

to ensure consistency and integration with this

strategy because of the impact transport and

transport infrastructure can have on community

safety. The following Community Safety Strategy

objectives have been taken into account in

producing the LTPs aims and objectives:

to help reduce crime and the fear of crime;

to improve the safety, security and appearance

of the physical environment; and

to ensure that community safety issues are

taken into account in the councils mainstream

service provision and policy making.

Rural Strategy

1.49 The East Riding of Yorkshire Council published a

Rural Strategy Consultation draft in April 1998. It

was produced by the council in partnership with

over 30 other organisations. At its heart is the aim:

To ensure - within a framework of sustainable

development and through partnership between local

communities and the public, private and voluntary

sectors - that the economic, social and

environmental needs of people living and workingin the countryside are met, that communities are

able to respond positively to opportunities and

change and that the rural economy is efficient and

competitive.

1.50 Transport has a role to play in this aim and the

Rural Strategy recognised this in a number of its

objectives which are shown below.

Enable people to gain access to training and

employment either locally or in nearby towns

and cities.

Ensure that the distinctive transport / access

needs of people are met, whilst at the same

time recognising the need to reduce traffic and

protect the environment.

Provide access for all, particularly young people,

to high quality education and related activities

within reasonable travelling distance.

Ensure that people have access to sports, arts

and other recreational activities and encourage

the use of these tools to promote community

development and capacity building.

Maintain and enhance the wide variety oflandscapes, fauna and flora and ensure that the

quality of air, soil and water is such that it

meets the economic, social and environmental

needs of today and of the future.

Maintain and enhance access to the countryside

for recreational pursuits, whilst at the same time

ensuring good management and educating

people in the care and appreciation of the

environment.

1.51 The objectives of the Rural Strategy have been

integrated with the objectives of the East Riding of

Yorkshire Councils Integrated Transport Strategy to

ensure that the specific transport and access

problems of the rural areas are not neglected in the

LTP. These issues are further addressed in a number

of the topic strategies, in particular the Public

Transport Strategy.

Educational Planning

1.52 The East Riding of Yorkshire has 163 maintained

schools, ranging in size from around 30 pupils to

our largest secondary schools with over 2,000

students on the roll. A large proportion of the

authoritys schools for primary aged children serve

small communities in areas of highly dispersedpopulation. The Rural Strategy, referred to

previously, includes access to education as a specific


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objective and, since its inception, this council has

demonstrated its commitment to sustaining rural

communities by maintaining small village schools

and developing new ways of providing curriculum

and other support to them.

1.53 The Home to School Transport Budget is the

largest element of the centrally held funding in

education. The strategic approach throughout the

first four years of the authority has been to keep this

budget to the minimum possible, whilst at the same

time meeting the increased costs stemming from

new legislative planning requirements. Maintaining

small schools has not only helped to sustain

isolated communities but has also avoided larger

numbers of pupils requiring transport over longer

distances. The costs associated with maintaining

schools are, to an extent, offset by avoiding

additional transport costs.

1.54 The School Organisation Plan (SOP) for the East

Riding of Yorkshire is a requirement of the School

Standards and Framework Act 1998 and is subject

to approval by the School Organisation Committee,

independent of the Local Education Authority.

1.55 The SOP provides a comprehensive picture of current

provision together with statistical information on

projected pupil numbers and housing development.

Surplus places in our schools are also identified.

The SOP outlines how the authority is currently

intending to best match the demand for school

places with the projected numbers of children across

the different communities in the East Riding.

Reference is made in the plan to the need to

maintain small schools to sustain isolated

communities and to avoid increasing the need for

children to be transported to and from school.

1.56 Another significant plan in relation to future

transport needs is the Early Years Development and

Childcare Plan which has received approval from the

Secretary of State for Education and Employment.

This plan sets out how the parents of four year old

children can access three terms of pre-statutory

education for their children. It also outlines ways in

which provision could be extended to three year olds

in future years. Finally, using the recent audit of

childcare provision in the East Riding, the plan

outlines how the extent of childcare is to be

achieved in future years with the additional funding

made available. Throughout the plan the particular

issues relating to access to education and childcare

provision in a largely rural authority are

emphasised. Working through Early Years

Development Childcare Partnership, a mixed

economy of provision through the voluntary andprivate sectors together with the local authority, has

so far enabled provision to be made available

without recourse to additional transport for very

young children. The partnership expressed its

determination to avoid this wherever possible.

Creative use of the surplus places in some rural

schools is being explored to ensure the maximum

number of young children are able to access

provision.

1.57 The Behaviour Support Plan is another plan which

has recently been required of Local Education

Authorities. This plan addresses the issue of the

behaviour of pupils and how support is to be given

to young people through schools and other agencies

to improve behaviour and to ensure access to

education. The East Riding of Yorkshire Council has

had an inclusive approach to education from thestart and continues to support pupils and schools to

ensure maximum access to education and minimum

periods out of school for those excluded. Permanent

exclusions from schools are very different for a rural

authority compared with an urban authority where

there are likely to be a number of alternative

schools easily accessible to an excluded pupil.

Transfer to another secondary school in the East

Riding will almost invariably mean that the child

has to be transported some distance away from his

or her local community. The inclusion philosophy in

the East Riding of providing maximum support to

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schools for preventative measures to avoid exclusion

was ahead of the national agenda and is consistent

with the need to reduce the unnecessary

transporting of individual pupils over long

distances.

1.58 The Pupil Referral Service continues to support

schools in preventing exclusions. Ways of reducing

the need to transport pupils over long distances,

when it becomes a requirement to provide full-time

education to any child who has been excluded from

school for more than 15 days are currently being

explored.

Economic Development Strategy

1.59 As required under the Local Government and

Housing Act 1989, the East Riding of Yorkshire

Council publishes an annual Economic Development

Strategy. The 2000/01 document is currently at

consultation draft stage, but has nevertheless been

used in developing the LTP.

1.60 Of the six strategic objectives contained within the

Economic Development Strategy it is the following

three that impact on transport and the LTP.

Strategic Objective 1:

to attract inward investment to the East Riding

of Yorkshire from within the UK and overseas.


to create an environment which stimulatesbusiness growth, encourages improved

competitiveness and provides opportunities

for trade development.


to adopt an holistic approach to the

management of regeneration schemes in

which social and community regeneration

supports economic and physical regeneration.

1.61 The East Riding of Yorkshire Councils Integrated

Transport Strategy has an aim to promote a healthy

and competitive economy. This aim is consistent

with the Economic Development Strategy and the

transport objectives derived from this aim are

integrated with the economic development objectives

outlined above.

Housing Strategy

1.62 The need to integrate transport into all areas of

corporate strategy has been taken on board by the

Housing Strategy Team. The provision of the Housing

Strategy for 2001-2005 has been undertaken in the

same time-scale as the full LTP and where possible

an integrated approach has been adopted.

1.63 Transport plays a role in helping deliver two of the four

main objectives of the Housing Strategy: sustainable

communities; and meeting individual needs.

1.64 The ability to deliver sustainable communities

requires a reduction in the need to travel,

particularly by private motor vehicles. This can only

be achieved by the provision of high quality local

services, and where appropriate high qualitytransport services, be these pedestrian links, cycle

routes or public transport provision.

1.65 The role of the LTP is to help achieve the growth of

both sustainable communities and meet individual

needs. The councils Integrated Transport Strategy

has objectives that cover these points. In working

towards these objectives, the development of the

LTP and Housing Strategy in an integrated mannerensures a consistent approach across the authority

and should enable Housing Strategy objectives to be

met at the same time.

Anti-Poverty Strategy

1.66 The East Riding of Yorkshire Council is developing

an Anti-Poverty Strategy Action Plan. A key

objective of this plan is to overcome isolation and

barriers to access. The Action Plan recognises that

transport has an essential part to play in this.

People need to access education, health facilities

and jobs. Poor transport provision or a lack of


14/35

choice of transport is a barrier to access. The LTP

recognises this problem and as part of the councils

Integrated Transport Strategy, a primary aim is to

maximise individual mobility and access.

1.67 The council is pursuing an overarching Asset

Management Strategy, alongside a capital appraisal

system to identify priority for investment. Towards

this end, all local transport issues as well as those

of education, housing and other services are

working towards setting standards, performance

indicators and targets for each sector. The priority

for investment is then appraised against the

previously set targets within a framework of the

councils overall Community Aims. The lead in this

process has been undertaken in respect of roads and

bridges. Other assets such as street lighting,

footpaths and cycle routes will follow. This is in line

with requirements for improved asset management.

Development Plans

Structure Plan

1.68 A Joint Structure Plan (JSP) is currently being

prepared for the East Riding and Kingston upon Hull

by both unitary authorities. From the start of the

JSP, the Strategic Assessment in 1998, accessibility

and transportation issues have been seen as central

to the achievement of more sustainable

development patterns. The JSP Development

Options public consultation document (1998),identified a series of vision action points aimed at

reducing reliance on the car, making the best use of

public transport and being cycling and pedestrian

friendly. Fundamental to this approach was the

identification of strategic public transport corridors

based on the rail network and major bus services in

the JSP area.

1.69 Strong support was evident from the consultationprocess for a public transport corridor based

approach to the location of new development in the

JSP area (Report on Public Consultation, 1999).

Whilst opinions were mixed as to the need to

prioritise policies to reduce car use and increase the

use of public transport, three quarters of

respondents agreed that these aims should be

pursued through the JSP.

1.70 Work on the JSP has since been focussing on the

preparation of a Development Strategy to put into

practice these principles to identify the most

sustainable locations to accommodate future growth

in the JSP area and develop appropriate policy

responses.

1.71 Inevitably the JSP Development Strategy work hashad to track behind the preparation of new style

RPG for the Yorkshire and Humber region. Strategic

planning efforts for both authorities have had to be

channelled into both preparing and responding to

the draft RPG. However, five key areas of work are

building up to form the Development Strategy, upon

which the Deposit Draft plan will be based:

identifying and establishing the effects ofenvironmental assets and processes;

assessing the influence and distribution of major

facilities and services;

identifying economic and regeneration factors

that will influence future development;

analysing accessibility and the role of public

transport; and

assessing the potential of existing urban areas

to accommodate further development.

1.72 Accessibility runs as a key theme through different

analysis papers - in terms of access to jobs, services

and facilities as well as to choices of means of

travel. Through the JSP process the two authorities

were amongst the first in the region to begin

preparing local urban capacity studies.

1.73 The Development Strategy work embodies an

approach that seeks to be forward looking and

realistic. In the short to medium term (2-10 years)

12

C H A P T E R 1


15/35

the existing infrastructure offers the main

opportunity to begin the re-orientation from a car-

based to a more public transport-based approach to

locating new development by utilising existing

capacity. This involves:

focussing development around key nodes such

as major public transport interchanges, other rail

and major bus stations;

directing future growth to key public transport

corridors within and between settlements;

maximising the use and accessibility to existing

key public transport services; focussing effort on key peak movement

patterns such as the journey to work;

promoting the transfer of freight from road to

rail and/or water-based modes;

safeguarding unused or under-used

infrastructure that could contribute to longer

term solutions; and

promoting overall development patterns that

result in a better balance of, and closer

proximity to, jobs, homes, services and facilities.

1.74 In the longer term (10-15 years) more innovative

transport related solutions may be able to be

pursued with increased funding availability. This

includes the introduction of local charges, such as

road pricing and workplace parking. Such solutions

may include:

providing new infrastructure;

seeking to reuse infrastructure such as disused

railway lines (for example, Beverley-York and

the Hull-Withernsea line);

implementing new forms of public transport

provision such as guided bus systems; making use of currently unnavigable waterway;

and

new dedicated rail freight routes.

Local Plans

1.75 The East Riding of Yorkshire Council inherited four

Local Plans from the former District Councils and has

completed their preparation. The final two LocalPlans were adopted in April 1999. The four Plans

were consistent with the Humberside Structure Plan.

The council is now commencing work on a new

single Local Plan for the East Riding of Yorkshire to

be prepared in accordance with the emerging RPG

and JSP.

13

C H A P T E R 1


16/35

S e c t i o n A

S E C T I O N A

C h a p t e r 2

MethodologyMethodology


17/3515

C H A P T E R 1


2.1 The East Riding of Yorkshire Council considers that

the development of objective led strategies is the

most important aspect of the LTP. To that end the

introduction of the East Riding of Yorkshire Councils

Integrated Transport Strategy, as outlined in chapter

five, provides the basis for the development of allother transport strategies in the councils area. The

Integrated Transport Strategy is linked, via its aims

and themes, to national and emerging regional

transport policy. The strategy also considers other

corporate objectives of the East Riding, including its

Environmental, Economic Development, Community

Safety, and Rural Strategies.

2.2 With these links established, it is felt that any of the

lower level topic, area or corridor based strategies

will be integrated and consistent with government

policy, providing they can demonstrate a link to the

overriding Integrated Transport Strategy. In order to

demonstrate these links, a framework for strategy

development has been drawn up. This is shown in

paragraphs 2.12 to 2.31.

T O P I C A N D A R E A

S T R A T E G I E S - W H Y T H I S

A P P R O A C H ?

2.3 A two tier approach to transport strategy

development is the most appropriate way to

progress in the East Riding. Adopting topic

strategies for each mode of sustainable transport

and for other major areas of expenditure like assetmanagement is in line with Government guidance

set out in Guidance on Full Local Transport Plans

published in March 2000.

2.4 However, given the size and variation found in the

East Riding of Yorkshire, having a single set of topic

strategies appropriate to the whole authority is too

inflexible. To counter this, the East Riding has

developed seven area strategies.

2.5 The main strength of this approach is the definition

of a clear strategy that integrates roads and public

transport, major and minor schemes, transport and

land use, environment and economic development.

The flexibility to implement different components

from one year to the next contrasts favourably with

the traditional TPP system.

2.6 With the introduction of the LTP and the wider

application of the key principles that lay behind the

old package approach, it is now considered

appropriate to put forward seven geographically

targeted area strategies for the East Riding of

Yorkshire.

2.7 Area transport strategies have been developed

based on key settlements and mindful of the main

travel to work patterns in the authority. More

importantly, they have given each area plan

ownership, with the community being actively

involved in the development of the full LTP.

2.8 Area strategies establish a framework under which

both new and some of the existing schemes are

justified. Each strategy will have a programme of

effective traffic and transportation schemes to tackle

local transport problems in the area. The area

strategies bring together a range of complementary

and co-ordinated schemes that meet clearly stated

policy aims and objectives. Overall the emphasis is

on promoting and making sustainable forms of

transport more attractive, whilst at the same time

S E C T I O N A

MethodologyMethodology

C h a p t e r 2


18/3516

C H A P T E R 1

enhancing the attractiveness, vitality and viability of

the area. The area strategies are as follows and are

shown in figure 2.1:

Beverley, including the surrounding villages;

Haltemprice Villages, including Hessle, Willerby,

Anlaby, Kirk Ella, Cottingham and Skidby;

Holderness, including Hornsea, Withernsea and

Hedon;

Goole and Howdenshire, including Snaith;

Wolds, including Stamford Bridge, Pocklington,

Market Weighton and Driffield;

A63 and the Humber Corridor; and

Bridlington (existing package).

2.9 The development of the area strategies will enable

the integration of the topic strategies and will allow

for differences of emphasis based on local

requirement and need for each area.

2.10 In line with the governments and the East Riding ofYorkshire Councils Integrated Transport Strategy the

following themes will be covered in the proposed

area strategies:

environment and health;

safety;

economy;

accessibility; and

integration.

2.11 The area strategies that are being developed will

build upon the success of the Bridlington Package.

M E T H O D O L O G Y F O R

D E V E L O P I N G T O P I C

S T R A T E G I E S

2.12 All of the topic strategies included in the LTP follow

the basic layout outlined below.

Identification of issues and problems including

those raised by the public via consultation. These

need assessing for technical merit.

Set of aims, objectives, performance indicators

and targets consistent with the authoritys

Integrated Transport Strategy.

A list of policies, to be consistent with the JSP

and Local Plan.

A programme of schemes that are identified as

containing outputs that will deliver the LTP and

individual strategies objectives and meet the

targets.

A description of how monitoring and review will

take place.

An outcome report following the implementation

of schemes, describing what has actually

happened.

2.13 It is considered that this approach will provide a

robust framework which will enable the East Riding

of Yorkshire Council to clearly demonstrate how its

programme of measures is delivering and achieving

the objectives and targets set out in the LTP.

D E V E L O P M E N T O F A R E A

A N D R O U T E S T R A T E G I E S

2.14 This shows the model for the development of area

and route strategies and formed the basis of the

approach adopted in the East Riding. Paragraph

14.2 shows the approach in greater detail.

C H A P T E R 2


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C H A P T E R 1

Select Area/Route Strategy Location

2.15 The first task is to establish the extents of the area

of interest. Examples may be towns, corridors,

routes etc. Boundaries, whilst not necessarily

inflexible, should establish natural transport

watersheds to the area in question.

Identify Scope of Local Concerns

2.16 A carefully planned assessment needs to be

undertaken of the current situation in the area

under consideration. This should seek the opinion of

the following parties through careful questioningand through a LA21 style information gathering

exercise:

local grass roots;

local interest groups;

business community;

elected bodies;

individual elected members; and

professional bodies and individuals.

2.17 This information would be supported by the

following objective analysis:

assimilation and validation of available data;

and

collection of data to establish a base position for

all modes of transport.

Endorsement of Issues

2.18 Before progressing beyond this point it is necessary to

seek and establish endorsement of the issues which

have been raised. This may be achieved through a

public conference, local forum or professional

assessment. Of paramount importance is the need to

involve both the public and council members and

possibly to seek committee endorsement.

Assess Issues

2.19 Having identified and listed all the issues and areas

of concern (e.g. impact of HGV traffic, personalsecurity, environmental problems, parking, etc.) it is

necessary to select the transport related issues, and

to evaluate them against the objectives of the East

Riding of Yorkshire Councils Integrated Transport

Strategy. Any additional factors like the Local Plan

should also be considered at this stage. This

evaluation can be undertaken in a standard matrix

form, as shown in table 2.1.

Set Local Transport Objectives

2.20 By totalling the columns, the objectives which are

most applicable to the area may be clearly

identified. Similarly, the totalling of the rows will

indicate which issues are considered to be most

relevant to the area. These issues can then be

identified as problems as they have been validated

by comparison with the objectives.

C H A P T E R 2

TABLE 2.1 MATRIX OF ISSUES AND OBJECTIVES

Objective 1 Objective 2 Objective 3 Objective 4 Objective 5

Issue A +2 - - +1 -5

Issue B - - +4 +1 +3

Issue C -1 +3 - +1 +1

Issue D +1 +2 -2 +2 -

Note: The strength of the relationship between the issues and the aims/objectives could be scored in the range -5 to +5


20/3518

C H A P T E R 1C H A P T E R 2

2.21 Specific local transport objectives for the area may

now be produced to address the problems, e.g. to

reduce the damage to buildings caused by lorries in

a Conservation Area. This process will also help to

focus attention on the priority which should be given

to the various problems. The local transport

objectives will need to be agreed through local

consultation.

Develop Proposals

2.22 Having set the local transport objectives for the

area, a brainstorming exercise may be undertaken

to identify possible methods of addressing theproblems. These proposals should be coarsely

validated against the issues and objectives above.

Assess Proposals

2.23 These proposals can then be evaluated against the

local transport objectives in a similar matrix form,

as shown in table 2.2.

2.24 Before entering a subjective value into any cell of

the matrix it is essential that adequate data is

available to make a judgement. This quantitative

evidence is the area which is likely to be tested in

an inquiry. The method of scoring in the matrix

may differ between applications; it may be a single

value or a combination of criteria.

2.25 This assessment will enable priorities to be

attributed to the list of proposals to allow a

structured approach to be taken to implementation

and to provide best value. It will also identify

where there is a need to pay more attention to

specific local transport objectives, hence ensuring

that the schemes are targeted at meeting the

objectives. Local transport objectives, and

associated targets, may also need to be reassessed

if they prove to be unrealistic.

2.26 Both matrices are flexible in that issues, local

transport objectives, proposals and external

influences may be added, modified or deleted and a

straightforward evaluation of those effects can be

made.

Check Deliverability

2.27 Having assessed the proposals against the local

transport objectives, it is necessary to check whether

the proposals can be delivered both in terms of

finance and cultural acceptance, e.g. demolishing abuilding may not be acceptable although it meets

all of the local transport objectives, or a scheme

may be too expensive to be viable. This may lead

to a reassessment of the proposals.

2.28 Some proposals will inevitably involve a package of

measures or the consideration of a sub-area (e.g. a

TABLE 2.2 MATRIX OF PROPOSALS AND OBJECTIVES

Local Transport Local Transport Local Transport Local Transport

Objective 1 Objective 2 Objective 3 Objective 4

Plan A - +2 - +3

Project B +1 - +1 +1

Scheme C +2 +1 - -

Scheme D +3 -2 +2 -


21/3519

C H A P T E R 1

transport corridor) and these should be dealt with in

the same way and as an area above. This will

involve checking through the matrices again to

ensure that any works are targeted effectively at

meeting local transport objectives.

Consultation on Proposals

2.29 At this stage the proposals need to be agreed for

implementation. This exercise should largely seek

feedback from the parties identified in the Identify

Scope of Local Concerns stage. The results of the

consultation should be reported to council

committees to seek endorsement forimplementation.

Implementation

2.30 Before any proposal is implemented adequate data

should be collected to enable a before situation to

be defined. The data collection exercise should focus

on the monitoring needs of the local transport

objective targets. As each proposal is implemented

its effects should be assessed against the local

transport objectives through after data collection.

2.31 The links between proposals and monitoring can be

assessed and demonstrated in a similar matrix form

to that above (as one set of monitoring data may

interact with more than one scheme). There will be a

need to revisit parts of the above model in the light

of monitoring reports, and proposals may be adjusted

to reflect changes in local transport objectives.

C H A P T E R 2


22/35

FIGURE 2.1 AREA STRATEGIES

20

C H A P T E R 2


23/35

Public ConsultationPublic Consultation

S e c t i o n A

S E C T I O N A

C h a p t e r 3


24/35

Public ConsultationPublic Consultation

21

C H A P T E R 1


3.1 Full and effective public consultation and

participation are an integral part of meeting Best

Value. The DETR attach high priority to effective

public involvement in LTP development and this will

be a key factor in their consideration of LTPs. More

importantly, there are significant benefits toauthorities in involving the public. A genuinely

inclusive approach will be vital if authorities are

going to achieve the widespread support necessary

to deliver the change in travel patterns required.

Moreover, local people will have knowledge and

insight about existing problems that will be helpful

in formulating strategies.

3.2 The Council has used its provisional LTP as a

consultation draft and has undertaken a wide

ranging consultation and participation exercise in

order to develop and refine the plan. This includes

an ongoing review of communities real and

perceived transport problems, which are critical to

the overall direction and structure of the plan. This

consultation is not a one-off. Public participation

needs to be interactive, inclusive, continuous and

open. The LTP will need to be subject to regularand full involvement from the wider community as it

continues to be developed and implemented.

L T P D I S T R I B U T I O N

3.3 Copies of the provisional plan have been distributed

to Members of Parliament, Council Members, parish

councils, council officers, neighbouring local

authorities, passenger and freight transport

operators, transport user groups, health providers,

education providers, disabled groups, environmental

organisations, the Highways Agency (HA) and local

businesses. In addition, copies of the provisional

plan were placed in the councils libraries and

Customer Service Centres. Comments and

representations have been taken on board whilst

developing the full LTP.

M E M B E R S B R I E F I N G S

3.4 Members were briefed informally in November 1999

regarding the LTP, the LTP consultation and the

proposed LTP area strategies. One briefing was held

for each area transport strategy the council has

developed. Since these briefings, Committee

Reports outlining the current LTP position have been

submitted. In addition, regular informal discussions

between officers and Members take place.

S T A K E H O L D E R S

C O N S U L T A T I O N

3.5 The council identified at an early stage of its LTP

development the need to consult with local

stakeholders. Key stakeholder groups include

businesses, especially those with an interest in

transport, local user groups and special interest

groups.

3.6 Meetings, forums and briefings have been held to

enable stakeholder groups to play a full and

inclusive role in the LTP. Notably, a cycle forum was

organised, to meet with the local Cyclists Touring

Club, Hull Cycle Campaign and the British Cycling

Federation. A motorcycle forum has also takenplace which included representatives of the British

Motorcycle Federation, the Motorcycle Action Group,

S E C T I O N A

C h a p t e r 3


25/3522


the Motorcycle Industry Association, the Institute of

Advanced Motorcyclists and the National Association

for Bikers with a Disability.

3.7 Public transport operators have been kept informedof the LTP process and regular meetings take place

with local operators and council officers.

L T P S U M M A R Y A N D

Q U E S T I O N N A I R E

3.8 A leaflet was produced in autumn 1999 that

summarised the key national and local transport

issues contained in the provisional LTP. A

questionnaire was attached which:

asked people to score and prioritise the key

transport issues;

gave people an opportunity to comment on the

issues;

asked people if they would be prepared to

change their travel behaviour by using their carsless, especially for shorter journeys; and

provided a FREEPOST address to maximise the

numbers of responses.

3.9 137,500 copies of the LTP Summary and

Questionnaire leaflet were distributed to households

in the East Riding of Yorkshire. Householders were

given a second opportunity to respond in the

councils newspaper, East Riding News, which is

distributed to over 80% of households within the

authority. It was also made available in the

councils leisure centres, libraries and Customer

Service Centres. The total number of responses was

2,628, which is approximately 2% of the number of

leaflets distributed.

A R E A S T R A T E G I E S

3.10 As outlined in chapter two, due to the size and

diversity of the East Riding it has been considered

necessary to split the authority into seven more

manageable areas and develop a transport strategy

for each. Area transport strategies are being

developed based on key settlements and mindful of

the main travel to work patterns in the authority.

More importantly, this has given each area plan

ownership, with the community being actively

involved in the development of the full LTP. The

questionnaire respondents were asked to provide their

postcode to enable comments and priorities to be

attributed to each area strategy. The area strategies

are included in Section C of this document and

additional, more specific details of the consultation

process can be found there on an area basis.

Public Exhibitions

3.11 One public exhibition was held for each area

transport strategy. This gave people the opportunity

to discuss transport issues in their area with officers

from the Transport Policy Team. The exhibition

times were 15:00 to 20:00 to allow for daylight

visiting and to cater for those at work during the

day. The venues, date and attendance for each

exhibition are shown below:

Brough (Methodist Church Hall), Wednesday 8th

December 1999, 62 people.

Beverley Arms Hotel, Tuesday 8th February

2000, 194 people.

Goole Leisure Centre, Tuesday 15th February

2000, 59 people. Haltemprice Leisure Centre, Tuesday 22nd

February 2000, 180 people.

Driffield Community Centre, Thursday 23rd March

2000, 80 people.

Hedon (Alexandra Hall), Wednesday 31st March

2000, 119 people.

This gives a total attendance of 694 people for the

six exhibitions.

3.12 Unfortunately, resources were insufficient for more

than one exhibition per area, but as the consultation


26/3523


process will be continuous there will be the

opportunity to visit other communities. Officers

have already attended a number of town and parish

council meetings to gain additional views across the

authority.

R E S U L T S O F T H E

C O N S U L T A T I O N P R O C E S S

3.13 Figure 3.1 shows the priorities that were attached to

each of the 13 key transport issues, for the whole of

the East Riding, in the LTP Questionnaire. Scores

have also been produced for each area where a

transport strategy has been developed. These

results are shown in each area strategy in Section C.

Despite the different characteristics of each area, the

same three issues received the highest scores,

namely public transport, freight and road safety.

3.14 All the comments have been read and summarised

by transport policy staff. The comments have

proved invaluable when identifying the scope of

local concerns in each area and have provided an

excellent resource whilst developing the area

strategies.

3.15 Following on from the consultation exercise, action

is being taken in each of these three key areas:

Public Transport

3.16 The council has commissioned consultants to

undertake: a review and development of the councils Public

Transport Strategy; and

an audit and accessibility profile for all existing

public transport infrastructure, i.e. bus and

railway stations, bus shelters, bus stops, taxi

FIGURE 3.1 ALL AREAS TOTAL POINTS

20

18

16

14

12

10

8

6


27/3524

C H A P T E R 1

ranks, etc. A bid for improvements is included in

chapter seven of this document.

Freight

3.17 The council is developing a Freight Strategy, to

include provision for an authority wide lorry

management plan. Officers have discussed freight

issues with the Freight Transport Association and are

taking on board comments from local businesses.

There is a considerable gulf between the desires of

the public and local operators as to what should be

done with freight movements. See chapter eight of

this document.

Road Safety

3.18 The council has developed a comprehensive Road

Safety Strategy, a priority of which is speed

reduction. See chapter nine of this document.

P R I O R I T I S A T I O N O F T H E

T O P I C S T R A T E G I E S

3.19 Following the consultation exercise described above

and also in line with officer views and government

advice, the topic strategies contained in the LTP are

now prioritised as follows:

asset management;

public transport, including buses, trains and

taxis;

freight, including road, rail and water;

road safety;

sustainable travel to school;

walking, including Public Rights of Way;

cycling;

powered two wheelers; and

demand management, including parking policies.

3.20 The Asset Management Strategy has been prioritised

ahead of the others because of the Government and

this councils objectives to make best use of their

existing infrastructure. The East Riding of Yorkshire

Council considers that the maintenance of existing

infrastructure must take priority over the

construction of new schemes.

O T H E R C O N S U L T A T I O N

3.21 Throughout 1999 and 2000 the East Riding of

Yorkshire Council has been carrying out a number of

other consultation exercises. As part of its LA21work, the council sought the publics views on a

range of sustainable development topics.

3.22 The results of a leaflet survey placed public

transport as the second highest issue of concern

with other transport issues appearing in the top ten.

Public transport was rated highest in three of the

four workshops held at public meetings and was

also rated highest by schoolchildren.

3.23 Additionally, the council has carried out consultation

as part of its Local Performance Plan. Again, public

transport as an issue was rated highly.

3.24 These additional surveys and consultation work

indicate the importance of transport and in

particular public transport to East Riding residents.

The transport policy team has used the commentsand results of this work to help shape transport

policy and the East Riding of Yorkshire Council LTP.

C H A P T E R 3


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C H A P T E R 1S E C T I O N A

C h a p t e r 4

Transport Issues& ProblemsTransport Issues

& Problems


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C H A P T E R 1S E C T I O N A


4.1 This chapter highlights some of the main issues and

problems associated with the LTP, its delivery and

transport generally within the East Riding of

Yorkshire. Many of these are outside the control of

the Council but impinge of its ability to properly

serve the public. Greater detail is found in theappropriate topic strategies.

C A P I T A L A N D R E V E N U E

R E S O U R C E S

4.2 Perhaps the single biggest issue facing the East

Riding of Yorkshire Council is satisfying the publics

desire to see improvements to public transport.

Since 1985 local authorities have been prevented

from providing public transport provision except for

the sponsoring of socially necessary services.

4.3 Capital investment is necessary to provide the

infrastructure along which improved bus and train

services may operate. However, the availability to

the local authority of revenue funds is vital to

maintain and improve the public transport network.

All capital investment requires revenue funding for

its physical maintenance. Few new or enhanced

public transport services make sufficient money from

the outset to be commercially attractive, therefore

revenue funding is necessary to see them through

the early years until viability is achieved. Overall,

local authority revenue funding has been decreasing

in real terms for several years and it is becoming

harder to maintain the existing network ofsponsored services or make improvements in quality

of services.

4.4 Where this is true for public transport it is also

reflected elsewhere. The need for revenue funding

is vital if new infrastructure is to be maintained

properly. This applies equally to traffic and safety

management, road, footway or street lighting

matters.

C A R D E P E N D E N C Y

4.5 The growth in car ownership and use during the

second half of this century has seen a dramatic

increase in the number and length of car trips. The

perception that cars provide independence,

convenience, financial savings, privacy and a feeling

of security and control, together with the increase of

development outside town centres has helped fuel

this growth.

4.6 The level of car use in the UK and throughout the

East Riding is causing congestion and pollution

which adversely affect the quality of life for

residents and visitors, the economy and the

environment. There is an awareness that we cannot

build our way out of the problem and a realisation

that we need to develop sustainable solutions that

reduce the demand for car use.

4.7 Congestion is predominately a problem in urban

areas during the peak hours. Commuting traffic

causes air quality problems, safety concerns and is a

burden to business, which can suffer from late

deliveries and decreasing efficiency. Peak time

congestion is worse in urban areas during the school

term where parents take their children to school by

car, adding to the perception of danger and

discouraging children from walking and cycling.

Transport Issues & ProblemsTransport Issues & Problems

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4.8 Because of the dispersed nature of the rural

population and the lack of alternatives, the private

car is likely to remain the primary mode of transport

in many rural areas of the East Riding of Yorkshire,

leading to continuing car dependency and

increasing traffic growth on rural roads.

S E A S O N A L V A R I A T I O N

4.9 The seasonal variation of traffic is a significant

problem in the East Riding of Yorkshire. The

summer months see large increases in traffic flows,

as tourists and holidaymakers head for the EastCoast resorts of Bridlington, Hornsea and

Withernsea. The large seasonal influxes lead to

congestion in a number of villages on routes

heading to the coast causing safety, air quality and

other environmental problems for their residents.

S A F E T Y A N D S E C U R I T Y

4.10 The perception of safety, or the lack of it, is an issue

that is often overlooked. Busy roads may have low

accident records but they may intimidate vulnerable

road users and lead to a reduction in the numbers

of people walking and cycling. In rural areas,

where roads are narrow and less busy, it is the

speed and proximity of vehicles that can lead to fear

amongst walkers, cyclists and horse riders.

4.11 A feeling of vulnerability is often faced by women,

the young and the elderly whilst waiting for or

travelling on public transport, particularly at night.

The lack of provision for people in these situations is

one that will need to be addressed if greater use of

public transport is to be achieved.

4.12 Children are more vulnerable than most. Concerns

about road traffic as well as the risk of assault have

contributed to increasing numbers of children being

taken to school by car, leading to congestion and

pollution outside schools and increasing numbers of

car trips in the peak periods.

F R E I G H T M O V E M E N T

4.13 A major area of concern confronting many East

Riding of Yorkshire communities is the volume of

lorries travelling through towns and villages on

roads not designed to accommodate such traffic.

The size and speed of such vehicles can be

intimidating to local residents and other road users

and can also cause damage to roads and buildings.

4.14 A lack of rail and water infrastructure makes the

transfer of freight from road to rail and water more

difficult, particularly when many freight movements

are linked to agriculture and the rural areas.

E Q U E S T R I A N S

4.15 Given the rural nature of the East Riding of

Yorkshire, there is a sizeable amount of horse based

travel. Although most of this is for leisure purposes,

there are a number of people who use their horses

as a regular form of transport. The lack of a safenetwork of routes and bridleways can force horse

riders onto less suitable roads where they are

subject to intimidation from other road users.

D A M A G E T O T H E

E N V I R O N M E N T

4.16 In many communities in the East Riding of Yorkshirethe impact of road traffic on their environment is a

major concern. The increase in traffic volumes, the

speed of traffic and the number of lorries affect the

quality of life for residents, workers and visitors.

4.17 The quality of the environment is affected by:

traffic noise and vibration, particularly that from

HGVs which is unpleasant and can cause damage

to buildings and roads;

vehicle emissions leading to poor air quality

affecting peoples health, buildings and natural

ecosystems;

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the presence of traffic, particularly large vehicles

leading to fear and intimidation for vulnerable

road users and severance of communities; and

light pollution, much of which is due to theexistence of old inefficient lighting units.

4.18 Problems are generally greater in the historic towns

and villages where streets are often narrow and

poorly aligned with inadequate footways. In many

of these towns traffic passes through Conservation

Areas close to important historic buildings.

T R U N K R O A D S

4.19 Trunk roads are major inter-regional roads carrying

a high proportion of through traffic. The trunk road

network is administered by the Highways Agency

(HA), an executive arm of the Department of the

Environment, Transport and the Regions (DETR).

4.20 Within the East Riding of Yorkshire the trunk road

and motorway network comprises sections of theM18, M62, A15, A63, A614, A1033 and A1079.

4.21 The non-core network, comprising the A15, A1079

and sections of the A63 and A614 in Howden, is

programmed to be de-trunked shortly. The East

Riding of Yorkshire Council will then take over the

responsibility for maintenance and road safety

issues along these additional lengths of carriageway

and bridges. Additional resources will be requiredwhen these roads and bridges come into local

authority control. Further details included in

chapter six.

4.22 With regard to major schemes, the A1033 Hedon

Road scheme is currently out to tender with a return

date in October. Therefore works are currently

programmed to commence in January/February 2000

and are expected to last for 30 months. The scheme

is aimed at; relieving congestion, providing improved

facilities for non motorised users and reducing the

accident problem along this stretch of road.

4.23 The other main scheme in the East Riding of

Yorkshire is the A63 Melton Grade Separated

Junction. Preparation work is continuing on this

scheme which will create a better access to a major

regeneration site as well as improving road safety.

The HA are currently awaiting written endorsement

from the Regional Planning Forum. The HA expect

to publish orders in the autumn which will identify

the network improvement and allow people to

comment on them.

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S e c t i o n A

S E C T I O N A

Policy FrameworkPolicy Framework

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5.1 This chapter outlines the policy framework for the

East Riding of Yorkshire Councils LTP. It should be

considered against the policy context outlined in

chapter one.

DEVELOPMENT OF THE EASTRIDING OF YORKSHIRE COUNCIL S

INTEGRATED TRANSPORT STRATEGY

5.2 The basis of the East Riding of Yorkshire Councils

Integrated Transport Strategy is the five key criteria

outlined in the Transport White Paper and the LTP

guidance. These criteria are environment, safety,

economy, accessibility and integration. From these

five very broad criteria a number of aims and

objectives have been developed which are consistent

with the following documents:

A New Deal for Transport : Better for Everyone;

A New Deal for Trunk Roads in England;

Daughter Documents of the White Paper;

Planning Policy Guidance notes 1, 3, 6, 7, 13

and 15;

Draft Planning Policy Guidance notes 11, 12

and 13;

Sustainable Development - A Better Quality of

Life;

the East Riding of Yorkshire Rural Strategy; and

the Community Aims of the East Riding of

Yorkshire.

In addition, they are consistent with the East Riding

of Yorkshire Councils:

Community Safety Strategy;

Environmental Strategy;

Anti-Poverty Strategy;

Economic Development Strategy; and

Housing Strategy.

5.3 It is hoped that by linking the East Riding of

Yorkshire Councils Integrated Transport Strategy

directly to the Governments key criteria, that the

development of all topic, area and route strategies

contained in this document will follow a logical and

traceable path. Programmes of schemes will thus

be able to demonstrate they are delivering on both

national and local objectives.

5.4 The Integrated Transport Strategy is a statement of

aims and objectives and is intended only to provide a

broad framework for the development of the topic,

area and corridor strategies. These aims and

objectives are shown in Table 5.1.

P O L I C I E S5.5 In line with the aims and objectives this authority

wishes to achieve, the following policies have been

produced that set out the overall approach to all

transport strategy development.

S E C T I O N A

Policy FrameworkPolicy Framework

C h a p t e r 5

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Environment and Health

Safety

Economy

TABLE 5.1 THE AIMS AND OBJECTIVES OF THE EAST RIDING OF YORKSHIRE COUNCILSINTEGRATED TRANSPORT STRATEGY

Theme Aims Objectives

i) To promote transport patterns that minimise the negative impact andwhere possible improve air quality.

ii) To promote transport patterns that minimise and where possible reducenoise nuisance from transport.

iii)To reduce the overall impact of motorised traffic.

i) To introduce transport measures that protect and enhance the naturalenvironment.

ii) To introduce transport measures that contribute to reducing the forecastgrowth in CO 2.

i) To introduce transport measures that protect and enhance the quality ofConservation Areas.

ii) To introduce transport measures that minimise the environmentalintrusion of transport in the built environment.

i) To encourage and support transport proposals which involve the use ofalternative fuels.

i) To reduce road casualties.

i) To promote and implement transport measures to improve personalsecurity and safety whilst travelling.

ii) To promote and implement transport measures to increase the perceptionof security and safety whilst travelling, particularly by foot, bicycle orpublic transport.

i) To promote and support new and existing businesses and services throughmeasures to improve sustainable access for people and goods.

ii) To promote the improvement of links to the national and internationaltransport network.

i) To introduce transport measures that improve the attraction, efficiency,vitality and functions of town centres.

i) To introduce transport measures that improve the attraction, efficiency,vitality and functions of villages and rural areas.

ii) To promote innovative ways of bringing services to communities.

i) To introduce transport measures that aid in the economic regeneration ofpriority areas.

i) To make best use of the existing infrastructure and services.

A) Improve the quality of life for theresidents and visitors to the EastRiding of Yorkshire.

B)Sustain and enhance the naturalenvironment.

C) Maintain and enhance the builtenvironment.

D) Promote environmentally lessdamaging energy sources.

A) Ensure a high standard of roadsafety.

B) Promote a high standard of personalsecurity and safety.

A) Promote a healthy and competitiveeconomy.

B) Enhance the viability and vitality ofurban areas.

C) Enhance the viability and vitality ofvillages and rural areas.

D) Meet the special economic needs ofthe priority areas of the East Ridingof Yorkshire.

E) Promote greater efficiency in the useof resources.


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5.6 Policy T1

The council will develop transport strategies

and programmes for their implementation

which reflect the following sequence of

priorities between different means of travel:

(a) public transport (including bus and

rail services and park and ride),

taxis, rail freight and water borne

transport;

(b) walking, cycling and equestrian;

(c) essential motor vehicles (to support

economic activity and where there

is no reasonable

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