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Home > Local Transport Document > Appendices
NORTHUMBERLANDFULL LOCAL TRANSPORT PLAN2001 - 2006
7.1.3 The establishment of a Highways and Transport Partnership between the County and District Councils also provides best value in delivering the most efficient transport service to the public. Public Participation 7.1.4 Over a six-week period in December 1999/January 2000 half-page advertisements were placed in the following local newspapers which serve the County, this repeated a similar exercise successfully undertaken when consulting on the provisional LTP: PUBLICATION CIRCULATION Berwick Advertiser ..... 7,800 Morpeth Herald .... 3,000 Hexham Courant ... 18,600 News Post Leader ... 71,100 Northumberland Gazette .... 10,800 Total 111,300 7.1.5 The advertisements consisted of background information on the contents of the White Paper and details on aspects of the LTP such as public transport, cycling, walking, school travel plans, road safety and car parking policy which Northumberland County Council focus on in the LTP. In addition readers were invited to post, fax or E-mail replies to a short questionnaire. 7.1.6 To supplement the newspaper advertisement exhibitions giving similar background details of the LTP were held in at least two locations in each of the six district areas of the County. The exhibitions were also advertised in the publications previously mentioned. 7.1.7 During the consultation exercise for the provisional LTP a total of 207 questionnaires were returned in the seven-week consultation period, in the consultation period for the full LTP 171questionnaires were returned. A comparison of the results are shown below:
7.1.8 In addition the respondent was asked to give brief details of specific measures which would assist them in changing their mode of travel from the private car for certain journeys. This question met with a good response and replies have been categorised as follows and added to a database of requests for consideration:
7.1.9 The Directory of Requests database was established in the early 1990s in order to ensure that all requests received are stored centrally and can be considered for implementation when funding is made available. The requests can be sorted by location, scheme type, cost, etc. which aids the creation of packages of inter-related schemes and therefore the most efficient way of allocating resources. It is intended to refine the system further in the immediate future by linking the database information to a geographical information system (GIS).
LTP Consultation Seminars 7.1.10 Two seminars were arranged for District, Town, Parish Councils and Area Forums (December 1999) and County Council Members (February 2000) at which presentations were given which outlined the Aims, Objectives and Strategies of the LTP. After these meetings participants were invited to comment on the LTP as a policy document in addition to identifying schemes to be considered for inclusion in the implementation programme. The specific requests from Parish/ Town Councils and Area Forums were then summarised and sent to the relevant District Councils for consideration when formulating their priorities for inclusion in future programmes of minor works.
Identification of Key Stakeholders7.1.11 As an integral part of the consultation process several key stakeholders have been identified and involved in the preparation of the LTP these are listed below together with brief details of how their involvement has been reflected in the plan:
7.1.12The six District Councils in Northumberland All District Councils have been involved closely in the establishment of the full LTP. The 1500 word statements included in Appendix 2 explain how the District Councils policies on transport link to the policies and objectives in the LTP. In addition the District Council Engineers have been closely involved in prioritising schemes for inclusion in the minor works programme.
7.1.13 Northumberland County Council Education Directorate The method of consultation is mainly through the County Road Safety Officer and individual schools throughout the County. This involves providing Road Safety Workshops in Schools and organising Walk to School weeks in consultation with relevant school staff. 7.1.14 Highways Agency Highways Agency has been involved throughout the preparation of this Local Transport Plan. Meetings have been held to discuss the content of the LTP that relates to trunk road transport issues - including detrunking of the non-core A696/A68. Regular liaison between HA and the County Council will be continued throughout the period of the Plan. 7.1.15 Public Transport Operators The County Council hold meetings with operators twice a year in the North, West and South East of the County. The LTP is discussed at each meeting and many of the proposals in the plan result from feedback from operators. ARRIVA, being the largest bus operator in Northumberland, have provided many comments on drafts of the plan and it has been possible to incorporate many of their suggestions. 7.1.16 Newcastle Airport The Airport Company and the County Council liaise frequently, to ensure that access to and from the Airport is as accessible and sustainable as possible. In the preparation of the LTP the Airport has commented on the draft edition, and has suggested a number of amendments and alterations, most of which have been incorporated into the final edition. In particular, the Airport supplied details of its draft submission to the Tyne &Wear LTP, which proved a useful context in which to place the Countys policies, given that the Airport is situated in Newcastle, and the majority of movements to and from the site are from the south. Consultation between the County Council and the Airport Company is continuing over surface access proposals and Local Agenda 21 initiatives. 7.1.17 Freight Transport Association The Freight Transport Association (FTA) commented on the draft LTP; a meeting was held to discuss the content, and to enable a representative of the FTA to suggest a number of revisions to content and emphasis. In particular, the FTA wished to see a more balanced treatment of roadfreight issues to reflect its predominant role in the transport of goods within Northumberland. The FTA endorses the concept of modal shift and intermodal transport, and will support innovative proposals which are devised during the lifetime of the LTP, as well as the development of informal freight quality partnerships. The revised LTP has taken note of these comments and the section has been amended to reflect the current situation within Northumberland. 7.1.18 Community Safety Strategy Northumberland Community Safety Strategy Team has been closely involved in preparation of the Community Safety Strategy section of the LTP. The strategy recognises requirements of Section 17 of the 1998 Crime and Disorder Act for local authorities to exercise its various functions with due regard to the likely effect of the exercise of those functions on, and the need to do all that it reasonably can to prevent crime and disorder, this commitment is also reflected in the County Strategic Statement. The following areas have been identified as crime and disorder issues which can be addressed by the LTP:
7.1.19 Northumbria Health Authority The designation of Northumberland as a Health Action Zone (HAZ) has lead to improved dialogue between Northumbria Health Authority and Northumberland County Council on how strategies in the Local Transport Plan can contribute to improving health and reducing social exclusion, details of this are as follows: HAZ Health Improvement Programme and HAZ Health Improvement Action Plan These documents have identified Walking and Cycling as important contributions to improving personal health, Road Safety and safer journeys to school as positive initiatives to reduce accidents and the development of accessible transport schemes in rural areas as a major contribution to reducing social exclusion. The County Council report progress on these actions, to Northumbria Health Authority, on a quarterly basis.
7.1.20 Sustrans The environment and transport charity, Sustrans has been involved in discussions with the County Council throughout the period of LTP preparation. Working together, funds have been secured for such projects as the Coast and Castles cycle route. Liaison with Sustrans will continue in order to bring forward projects that will reduce car dependency. Other Main Consultees 7.1.21 In addition to the key stakeholders the following bodies have also been consulted on the formulation of the LTP strategies: Disabled Groups and Community Transport Groups Participation 7.1.22 The County Council consults on transport matters with a variety of voluntary organisations who represent the needs of their members. In the case of people with disabilities each of the district council areas has a district wide organisation representing the co-ordinated interests of people with disabilities. These are as follows: · Alnwick District Association for Disability (ADAD), · Berwick Borough Disability Forum (BBDF), · Blyth Disabled Forum, · Action By Differently Abled People in Tynedale (ADAPT), · Castle Morpeth Disability Association · General Access Northumberland Group (GANG) · Royal Association of Disability and Rehabilitation (RADAR)
In addition Age Concern who represent the interests of elderly people have been consulted on strategies within the LTP. In a new initiative for this and future years the disabled groups in each of the six district areas have been invited to prioritise the outstanding list of requests for dropped kerbs in their area to be funded from minor works capital from the 2000-2001 settlement and capital for minor works received through this LTP.
Community Transport 7.1.23 In the field of community transport parish councils, local community partnerships, the Community Council of Northumberland, Tynedale Voluntary Action and Council for Voluntary Council communicate regularly with the County Council by identifying various transport needs. In addition the establishment of Rural Transport Officers in Tynedale, North Northumberland and the Rural Coalfield areas to improve accessibility for young and old people and people with disabilities.
Northumberland Local Agenda 21 Transport Working Group 7.1.24The above group was established in May 1997 under the umbrella of the Northumberland Environment Forum and is one of five working groups set up with the overall task of producing action plans for Transport, Pollution and Waste, Energy, Natural Environment and Quality of Life which will combine to form an overall Local Agenda 21 Action Plan for Northumberland. This is due to be published in the summer of 2000. 7.1.25 The group is made up of a wide spectrum of the local community and has representatives from local government, local business, the public, walking and cycling bodies. In addition to a producing the transport action plan the group has been closely involved in discussions on Travel Plans, School Travel Plans and have attracted a keynote speaker, on a sustainable transport subject, at each of the 14 meetings held to date. 7.1.26 The group acts as a valuable sounding board for many of the strategies which have been established in the Local Transport Plan in addition to providing assistance on specific topics.
7.1.27 It is proposed to build on the important links already established and to utilise local partnership forums, as they emerge, representing local people and interest groups to enable wider public participation in the development of our transport strategies during the life of the LTP, and more importantly, to assist in gauging the effectiveness of the strategies.
7.1.28 The full list of
LTP consultees is shown as Table 1.
Appendix 2district council statements FIGURE 17 THE DISTRICT COUNCILS OF NORTHUMBERLAND
7.2 STATEMENTS BY THE DISTRICT COUNCILS ON THE NORTHUMBERLAND LOCAL TRANSPORT PLAN 2001 - 2006
7.2.1 STATEMENT OF ALNWICK DISTRICT COUNCIL
7.2.1.1 Introduction
Alnwick District Council has been actively involved with Northumberland County Council in drawing up the LTP for Northumberland and supports the need for a co-ordinated approach to address transportation issues and investment decisions.
The transportation concerns within Alnwick District and the rural areas of Northumberland have been well documented within past TPPs and the Alnwick District Local Plan. The District Council has participated fully in the implementation of TPP projects within the District and the LTP is the next stage in this partnership approach. Its objectives, strategies and policies are fully supported by the District Council.
7.2.1.2 Background Context
Alnwick District is crossed north-south by a number of strategic routes the trunk A1, A1068, A697 and the East Coast Main Line. Villages in the District, on or close to Trunk and A Class roads as well as some on heavily used B Class roads suffer significantly from the effects of heavy flows and speeding traffic which has a detrimental impact on residential amenity and safety for residents. Away from these corridors however many settlements are much more isolated with poor transport access accentuating the peripherality of the district in an UK and European context.
Alnwick District Council, although accepting the need to move towards more sustainable transport and development patterns welcomes the fact that the LTP acknowledges that the rural districts within Northumberland require a different approach for the development of a sustainable and integrated transport network than the approach adopted for the more densely populated urban districts located in the south east of the County. Furthermore when taking into account the dispersed population together with the distances between the rural communities it is evident that despite improvements in non-car modes of transport the private motor car will still have a significant role to play within the rural areas.
Alnwick District Local Plan sets the policy framework for transportation and traffic management recognising the strategic and countywide context for transport set in the Structure Plan and previous Transport Policies and Programmes and closely reflects the themes of the LTP.
7.2.1.3 Reducing the Need to Travel
A key area where the District Council can assist in achieving the LTPs overall aims of reducing the need to travel and reducing the impact of traffic on the environment is through the application of the Local Plans strategy on the location of new development. The District Council is looking to concentrate development wherever possible to the major urban areas and other accessible settlements where there are public transport services, local services and facilities.
The District Council will ensure development that generates significant levels of traffic is well related to the highway and public transport network and ensure that developers fund the necessary improvements to achieve Local Plan and LTP objectives.
This strategy will be the basis of the District Councils approach to planned developments across the District and legal agreements related to permissions will be sought to secure transport investment in pursuit of LTP objectives.
7.2.1.4 Walking and Cycling
The District Council in the Local Plan recognises the role and importance of pedestrian and cycle facilities in encouraging the use of these modes of travel and supports the emphasis the LTP gives to overcoming the disincentives to these modes as well as to the specific improvement of facilities.
Through the Local Plans controlling policies the District Council will ensure that all developments make proper safe provision for pedestrian and cycle access and through development control that there are proper links from the sites to the footpath and cycle route networks.
In addition, the District Council in consultation with the County Council and Sustrans has actively pursued the Coast to Castles cycle route and would like to see the development of other inter-settlement cycle routes in the district particularly where these are justified by being a route to school or a commuting route.
The District Council supports the LTPs commitment to invest in the development and extension of routes and facilities and the increased priority to be given to the needs of pedestrians and cyclists particularly in town centres and residential areas.
7.2.1.5 Public Transport Improvements
The District Council recognises and fully supports the objectives of the LTP to overcome the pressures and challenges on public transport and to improve its image, reliability and availability through quality partnerships. The District Council wishes to pursue the maintenance and improvement of public transport services and give them greater priority over other transport modes and welcomes the emphasis given to public transport schemes in the LTP.
One of the ways in which the District Council will seek to improve public transport provision is by requiring developers with major schemes in Alnwick, Amble, Rothbury and the villages earmarked for development to cater fully for public transport in their developments and provide contributions where appropriate to route adjustments etc. within settlements.
Although the District has access to east coast main line and regional rail services principally at Alnmouth the level of services currently, particularly local trains, and the integration with other modes, particularly bus, is not good.
The District Council welcomes the LTPs statement to pursue local service improvements between Berwick and Newcastle and to improve the integration between rail and other modes through co-ordinated timetabling, through ticketing etc.
In addition, the recent success of the Aln Valley Railway Society in securing funding for Phase 1 of the Aln Valley project to reopen the railway line between Alnmouth and Alnwick, initially as a heritage railway and ultimately as a full public transport route, is an enormous economic and transport opportunity. Recognising the benefits of the route for public transport both for residents and visitors to Alnwick, the District Council wishes to see the LTP give full support particularly to stages 2 and 3 of the project which will see the line brought into Alnwick Station and integrated with other public transport services within the town.
The District Council welcomes the LTP strategy to pursue quality partnerships in public transport, the use of additional rural bus funding and the intention to co-ordinate rural voluntary transport schemes and innovative community initiatives with mainstream provision through the rural transport partnerships.
7.2.1.6 Taxis/PHVs
The Council as licensing authority can exert some control over the use of these vehicles.
The District Council welcomes the increased prominence the LTP process gives to taxis and PHVs and again through the development control process and in town centre projects within Alnwick and Amble the need for accessible, modern taxi ranks and facilities will be pursued.
7.2.1.7 Parking
The District Council recognises that the availability and management of parking does have a major bearing on peoples decisions whether to travel by car or not. However using parking as a tool to restrict demand and the use of the car in towns serving large rural areas as in Alnwick District is not straightforward.
The District Council considers that parking provision within the main town centres of Alnwick District should be at a level that recognises the relationships between the limited availability of public transport and the high demand for access by private car from the rural area to workplaces, shops, amenity areas and tourist facilities and an appropriate management regime put in place to reduce where possible the dependence on the car by local residents and the dominance of long stay visitor parking in short stay shopper car parks. A review of the charging regime in Alnwick has been carried out in conjunction with the County and a consultant study is being undertaken throughout the Districts main centres this year with the aim of developing a parking strategy for the next few years.
The District Council welcomes the LTP intention to secure environmental and safety improvements to existing car parks and considers that in some cases, particularly in Rothbury the gateway to the National Park and in some coastal villages such as Craster and Warkworth, there may be a need for limited expansion of parking, particularly where the amenity of residential areas is being damaged through parking pressures.
A major issue with car usage relates to the provision of parking in new developments. The District Council in line with present government guidance will need to revise parking provision and how standards should be applied in new developments on the basis of site accessibility, particularly in residential developments. The District Council through the development control process will seek to achieve LTP objectives by minimising the amount of parking provided in more accessible locations particularly town centres.
7.2.1.8 Traffic Management and Calming
It is accepted that the provision of parking alone is not an acceptable solution. The District Council through the Local Plan endorses the LTP approach of seeking a more balanced approach, improving the existing highway network through traffic management and calming, particularly within the town centres and welcomes the intention to introduce with this, town centre environmental improvements, pedestrian links and greater pedestrian priority. The District Council wishes to focus on its three main town centres and proposes to carry out, jointly with the County a transport study in Alnwick. In Rothbury town centre, where a 3 year Heritage Economic Regeneration Scheme is just starting, the District Council considers that traffic management has an important part to play.
The District Council will seek through the development control process to achieve contributions to traffic management calming in the town centres and also will ensure that the design of new development areas builds in traffic calming at the start wherever possible e.g. 20mph zones in residential areas.
The District Council also recognises the need for traffic management and calming on strategic routes through villages and supports the LTP objective to develop a programme of village schemes to be implemented on a priority basis.
A particular issue throughout the District is the impact of HGV traffic. The situation with regard to HGVs has been a concern to the District Council for many years and it supports the intention of the LTP to introduce advisory routes away from residential areas and to seek to shift more freight onto rail.
7.2.1.9 Improving Accessibility through New Road construction
The District Council accepts and acknowledges that new road construction is not a panacea. At the same time it considers that in the rural north east, new road capacity can improve accessibility for local businesses, attract investment, reduce congestion in sensitive areas, improving the quality of life in these areas and where it can be achieved with limited environmental impact there may be a case for new road construction and improvements.
In this context the District Council welcomes the LTPs statement in support of continuation of the A1 dualling through the district and the missing links between Morpeth and Felton and Alnwick and Berwick.
In respect of other new highway construction the Local Plan encourages the provision and protection of the line of 5 bypass schemes which would give environmental and traffic safety benefits for both vehicles and pedestrians within the villages. The District Council accepts these will have to be prioritised according to the role they play in securing economic development, improving safety, resolving environmental problems, reducing congestion and accommodating public transport and supports the LTP emphasis in the early years on a limited number of schemes including the Longframlington bypass. However the District Council would also like to see a high priority given to the construction of a local town centre relief road in Amble between the Warkworth Road and the harbour.
Pending decisions on these schemes the District Council considers that benefits could be achieved by improving the existing network links to the main trunk roads and expanding the maintenance programme for the existing network.
7.2.1.10 Minor Improvements Programme
Through its continued co-operation with the Transport Policy section of the County Council, the District Council has been actively involved with the identification of particular schemes for inclusion in the current Minor Improvement Programme.
The identified schemes within town centres although more limited in Year 1 of the programme than the District Council would wish support the LTPs objectives to achieve a reduction in car usage together with highway improvements to enhance road safety and encourage alternative means of transport.
7.2.1.11 Maintenance
It is acknowledged that the maintenance implications of the existing highway network will increase in line with age/usage and that in order to maximise, safety, environmental and efficiency benefits from a limited budget, a structured maintenance plan implemented on a priority basis, as proposed in the LTP, needs to be adhered to.
7.2.1.12 School Travel Plans and Travel Plans
The District Council fully supports the LTP objectives of establishing School Travel Plans not only in the urban areas of the district but also in the larger villages where school trips can be a major cause of local congestion and encouraging school and businesses to develop Travel Plans. Again through the Development Control process the District council will seek the development and implementation of Travel Plans for major non-residential developments and will itself move towards a more sustainable approach to transport.
7.2.1.13 Social Inclusion and Access for the Less Mobile
In all its work and in particular in planning new development and in town centre regeneration and improvement work, the District Council pursues access for all principles and fully supports the emphasis placed on this in the LTP. In Alnwick the District Council is pursuing the first shopmobility scheme in the County with the support of partner organisations.
7.2.1.14 Consultation
The District Council has been closely involved in consultation on the LTP in partnership with Northumberland County Council and consultee groups.
Through the preparation of the Local Plan and various regeneration projects in Alnwick and Amble which have raised significant transport issues the District Council has demonstrated a commitment to consultation with the local community, businesses and user groups etc.
This commitment should ensure that this submission fairly reflects the wishes and aspirations of the communities and businesses of Alnwick District.
7.2.2 STATEMENT OF BERWICK UPON TWEED BOROUGH COUNCIL
7.2.2.1 Berwick upon Tweed Borough Council have worked closely with other District Councils, Northumberland County Council and various groups to develop this LTP and fully supports the aims and objectives to work towards an integrated transport policy which reconciles transport with wider social, economic and environmental policies.
7.2.2.2 In broad terms the objectives of the Movement Chapter within the Berwick upon Tweed Borough Local Plan accord with the Local Transport Plan. Both aim to improve transport links for all in a manner which conserves or enhances the environmental wealth of the Borough. Both also aim to improve choice for people to walk, cycle or use public transport rather than drive. Both aim to reduce the overall need to travel and improve safety.
7.2.2.3 Several specific policies within the Berwick Plan are reiterated in the Local Transport Plan such as encouragement of the rail freight head at Tweedmouth, park and ride, improvements to the A1, improvements to the rail service, positive encouragement of cycling including standards for cycle parking for new developments, traffic management and parking standards the standards are flexible and minimal within Conservation Areas, but will require review outsideConservation Areas where standards are probably too generous to ensure compatibility with the Local Transport Plan. Also within the forthcoming review of the Local Plan (which is commencing with an Environmental Appraisal of the Plan highly relevant to transport matters) it is likely that more proactive policies encouraging developer contributions towards public transport, traffic calming and cycling provision may be proposed. Policies relating to traffic management in Berwick are at a very detailed level within the Local Plan and aim to restrain traffic, especially large vehicles, and provide a better pedestrian environment. A scheme, which has been approved, to facilitate investigative and design work for an improved access (mini roundabout) at the junction of Main Street with the entrance to the Tweedmouth Co-op site will help achieve the Local Plan movement objectives and policies to free the town centre of large delivery vehicles by using Tweedmouth Co-op as a transhipment opportunity.
7.2.2.4 A range of traffic management measures are available to authorities which can be used, usually in combination. Some measures which have either been implemented or are being looked at will help improve alternatives to the car e.g.
These measures are currently being considered in the context of the overall network e.g. looking at networks for pedestrians, cyclists and bus routes as a whole, not just as individual, isolated measures.
7.2.2.5 A Safe Routes to Schools initiative has the power to make a real impact on congestion and car dependency. There are particular problems in the Borough at several schools i.e. Berwick High School and Tweedmouth West. It is proposed to improve conditions for children who already walk, bus or cycle to school and to encourage others to join them by providing safe and attractive routes. At the same time measures will be introduced to discourage journeys by car. Again a partnership approach involving parents, residents, bus operators, schools, police and health authorities will be adopted.
7.2.2.6 A cycle lane and an improved pedestrian environment has recently been created on the Royal Tweed Bridge and plans have been drawn up to improve the pedestrian environment and deter undue vehicle intrusion in Marygate and Eastern Lane area. A start has been made on the latter, but a significant amount of additional funding is required to complete these projects to the tune of around £2 million. However, recent publications from the Government encouraging walking suggests that by improving the walking environment it can help to foster the sense of community and improve personal health and fitness. Local authorities are being asked to demonstrate they have a coherent strategy to encourage walking as park of their plans and to set targets towards achieving it.
7.2.2.7 The Crime and Disorder Act 1998 places new obligations on local authorities, the police and others to co-operate in the development and implementation of a strategy for tackling crime and disorder in the area. Pedestrians, when making journeys during the hours of darkness may feel vulnerable and the provision of street lighting is recognised as a potential method of discouraging certain types of crime during the hours of darkness and of allaying the fears of some pedestrians.
7.2.2.8 A Lighting Strategy has been drawn up for the Berwick Town Centre which aims to improve the pedestrian environment and increase safety and feeling of security (particularly relevant to women and older people after hours of darkness and in line with equal opportunity objectives).
7.2.2.9 A start has been made on implementing this strategy with improved lighting of the Royal Tweed Bridge, improved lighting to the Town Hall and to light Megs Mount area which is particularly dark and hazardous at present. A Berwick lantern prototype has recently been developed in line with the Strategy and significant funding is required to ensure its successful installation throughout the town.
7.2.2.10 Holy Island CAPs has enabled a study to be carried out to improve the pedestrian environment and deter traffic from entering the village (together with provision of a dedicated visitor car park at the entrance to the village). Again there is a significant funding requirement to implement the proposed improvements which include resurfacing works, increasing pavement widths, rationalisation of parking and improved street lighting.
7.2.2.11 There is a need for speed management to ensure that the speed limits set are appropriate and enforceable. A review on speed policy, covering the effects of speed on the environment, the economy and quality of life, as well as safety and casualty reduction is currently being carried out. It is proposed to continue introducing road markings at appropriate locations in towns and villages to reduce the speed of vehicles.
7.2.2.12 Improved bus services to villages and more bus shelters are required. Some improvements have already been achieved following the introduction of the Governments Rural Bus Grant and include additional journeys in the evenings and Sundays on existing routes in the rural parts of the Borough i.e.
7.2.2.13 The Rural Bus Grant is available until 2001 and it is proposed to continue meeting with local communities to improve the bus services to their areas. The Governments policies aim to make higher quality bus services available across the country, so that people have a real transport choice. The lesson of the success stories is that bus operators and local authorities need to work together in partnerships, to achieve quality bus services that will be attractive to the public.
7.2.2.14 It is intended to meet and discuss with bus operators the development of Quality Partnerships so that future policies for the bus will be developed in a properly integrated context and fit in with transport policies overall.
7.2.2.15 Rural cycle networks are required with Sustrans almost completing a Berwick Holy Island link as part of the Coast to Castles route. An abandoned westwards footpath to Cornhill from Berwick could be improved and upgraded to become a cycleway.
7.2.2.16 Improved access for people with disabilities is specifically encouraged by the Borough and the Local Transport Plan. To encourage this, the Planning Unit has recently produced a Supplementary Planning Guide. Considerable progress has already been made with improving access to the main shopping areas in towns and villages by the introduction of drop-kerbs. It is proposed to continue implementing these works at every opportunity as funding becomes available. All recently drawn up streetscape schemes have paid close attention to the needs of people with disabilities, including flush thresholds wherever possible. Close working with the Berwick Disability Forum has helped to ensure a good standard of provision within proposed schemes.
7.2.2.17 The Government expects the railways to be planned and operated as a coherent network, not merely on collection of different franchises. It expects franchise operators to work closely with local authorities and others to achieve greater accessibility and integration, including between bus and rail services.
7.2.2.18 A partnership with GNER, Railtrack, bus operators and local authorities is currently being explored to develop and improve the bus/rail interchange at Berwick Railway Station which will include speaking timetables and Journey Planner systems. Railtrack are currently carrying out improvements to the station which will greatly improve disabled access.
7.2.2.19 There are a number of practical measures relating to the Councils internal operation that are currently being considered and assessed as to their possible contribution to tackling the problems of congestion and pollution by reducing reliance on car use:
7.2.2.20 In conclusion and whilst recognising an improved allocation this financial year this authority would wish to continue discussions with Northumberland County Council with a view to making a bid for further funding to implement the following:
7.2.3 STATEMENT OF BLYTH VALLEY BOROUGH COUNCIL
7.2.3.1 Introduction Blyth Valley Borough Council is fully committed to the principles of developing, in partnership with neighbouring local authorities, a more sustainable and integrated transport network for South East Northumberland and its interface with the Tyneside conurbation. On this basis, it fully endorses the aims and objectives of the Countys Provisional Local Transport Plan (LTP) and recognises the importance of defining compatible land use planning and parking policies, and appropriate highway maintenance schemes. This Statement therefore, details how this authority is actively engaged in the delivery of the LTP strategy. 7.2.3.2 Council Policy The Councils policy is detailed in the adopted Blyth Valley District Local Plan. A central theme of this document is to locate land uses so as to minimise the need for people and goods to travel further than necessary. On this basis, the principal policy on Movement states that in determining planning applications, it will be sought to: * minimise the need for additional journeys; * minimise the distances that will need to be travelled to, from and within any new development; * make optimum use of existing transport facilities and infrastructure; * increase, as appropriate, the proportion of movement which takes place on bicycles, on public as opposed to private transport, and on rail as opposed to road; * maximise accessibility to public transport; * ease movement for pedestrians, people in wheelchairs, prams and pushchairs, cyclists and horse riders; * minimise conflict between these categories above and other forms of transport; * minimise the environmental impact of traffic; * realise within the Plan period, the construction of limited new transport infrastructure, where it is considered that there will be a net benefit in environmental terms; and * avoid disruption to wildlife caused by transport proposals. Against this background, the Local Plan sets out policies that aim to establish a comprehensive route network for pedestrians, cyclists and other non-powered movers; a relative shift of both passengers and freight from road to rail; and an improvement in bus services. A particular priority of the Council is in facilitating the reintroduction of passenger services to the Ashington, Blyth and Tyne Line, and the Local Plan assists in this process by safeguarding land for possible future station sites. The approach adopted in the Local Plan also recognises a continued acceptance that motor vehicles will wish to penetrate the built up areas of Blyth Valley in order to reach homes, workplaces, shops, and other destinations. However, possible conflicts will be controlled by: - defining a clear hierarchy of roads; - continuing to encourage and facilitate the introduction of traffic calming measures especially on roads in the lowest tier of the highway authoritys defined hierarchy, while seeking to design traffic calming measures into new developments; - continuing to encourage and facilitate traffic management measures with minimal danger and minimal adverse environmental effects and seeking to design traffic management features into new developments where appropriate; - seeking to control heavy goods vehicles where appropriate; - having a sound policy on car parking provision, including the possibility of park and ride; - only in exceptional circumstances seeking the construction of stretches of new road, i.e. where their development has net environmental benefits. In relation to car parking requirements, the long term aim is to minimise the total area of land devoted to their use. The Council recognises that this will include the introduction of an appropriate and comprehensive demand management regime to the existing supply of both off-street and on-street car parking spaces. To this end, the Council is working closely with Northumberland County Council and Wansbeck District Council, with a view to defining a uniform policy to be applied initially in Ashington, Bedlington, and Blyth town centres. The initial step is the appointment of consultants to assess the current car parking patterns and further develop the understanding on where people park and, more crucially, for how long. The overall aim is to achieve a balance between reducing the number of cars accessing the town centres, particularly by those who work there, whilst maintaining the commercial vitality and viability of the centres. In time, the intention would be to extend the principles adopted, through negotiation, to privately controlled car parks operating within Cramlington town centre and out-of-town retail facilities. In considering new road construction, the Local Plan distinguishes between proposals for the built-up areas and those for the inter-urban network. In the case of the former, the approach is to avoid it wherever possible, and if feasible, seek some other way to alleviate traffic problems or else reduce or exclude it all together. On this basis, new stretches of road proposed will either relieve traffic congestion while alleviating problems of conflict; or provide access to new development areas. In the vast majority of cases, these relate to the insertion of new estate distributor roads and, as such, will be financed at the expense of the proposed developments. With regard to inter-urban links, the Local Plan takes the attitude that on the whole, the existing network is adequate and will remain so for the Plan period (to 2006). On this basis, the Local Plan does not seek or promote any major road building. Schemes to be supported are all moderate upgrading or relatively minor changes to the existing system. Having said this, there is a growing danger that necessary improvements to the A19 corridor will start to impede the regeneration of South East Northumberland. To this end, the Council eagerly awaits the outcome of the Tyneside Area Multi-Modal Study and the related feasibility study on a second Tyne Tunnel. Against this background, the Council is not advocating the inclusion in the LTP of any major road construction proposals within the Borough. However, further work is required to ascertain whether road proposals put forward in the Local Plan to facilitate the opening up of development sites represents the most effective means of enhancing the distribution of traffic in and around the Boroughs principal two settlements. It may be more appropriate, for example, for the private sector to contribute to alternative solutions involving a combination of traffic management measures and public transport provision. The proposed road improvements/connections included in the Local Plan are as follows: Blyth * the construction of a road to link the West Blyth area at the southern end of Tynedale Drive with Princess Louise Road via Ogle Drive. Cramlington * the building of both sections of the East-West Link Road, together with the associated improvement of Station Road roundabout and construction of a grade separated junction at its junction with the A189 Spine Road; and * the dualling of the remaining single carriageway section of the A1068 Fisher Lane. This view was endorsed by the Inspector in his report of the Inquiry into the Deposit Draft of the Local Plan, and the Council takes the view that the LTP should include some financial provision for this work to be undertaken in the short term. In addition, the Council is aware that within the five-year period of the Local Transport Plan, the development of the former Bates Colliery site will hopefully come forward. In view of the already existing congestion problems on Cowpen Road, this will involve an investigation of both improving the use of the mineral rail connection to the site, and providing alternative means of road access, possibly via a new river crossing. 7.2.3.3 Implementing Council Policy
In addition to applying Council policy principally through the determination of planning applications and the management of off-street car parking spaces, the Council plays a significant role in advancing the principles of a more sustainable and integrated transport network through its annual capital and revenue programmes. These are discussed below.
7.2.3.4 Local Agenda 21 The Borough Councils Local Agenda 21 Environmental Action Plan, launched in May 2000, cites as one of its fundamental aims as being to reduce reliance on the car as a means of transport in Blyth Valley. A number of actions have been identified as contributing to this aim. These are: * to investigate the possibility of traffic calming measures to Blyth town centre, principally by introducing a bus only priority to Waterloo Road and residential parking and other measures to the streets immediately skirting the south side of the town centre; * to continue to support the re-opening of the Ashington, Blyth and Tyne Railway Line as part of an integrated transport network; * to continue to work with bus service providers to ensure that Blyth Valley is served by affordable public transport; * to maintain a concessionary travel scheme that maximises use of the public transport system by the elderly and the disabled; * to work with developers to prepare transport plans for all new development in Blyth Valley to ensure that transport needs are identified early and that potential problems are mitigated against; * to continue to promote cycling through the provision of cycle tracks, events and publicity; * to continue to maintain footpaths and public rights of way, and provide safe crossing place in partnership with Northumberland County Council to encourage walking; and * to continue to work with Northumberland County Council on improving road safety around schools, promoting walk to school initiatives and projects including the walking bus.
7.2.3.5 Blyth Valley Network Strategy This strategy identifies a comprehensive framework for the future upkeep and development of the Boroughs public rights of way system with the aim being to improve and extend opportunities for all - including walkers, cyclists, horse riders and the disabled - to gain access to the countryside. The principal areas of action identified are to introduce a series of easy to follow circular walks and to extend the network of bridleways throughout the Borough, whilst recognising the footpath/cycletrack connections that emanate from the urban areas. These segregated urban links are now well-formed throughout Cramlington and within the newer residential areas of Blyth at Chase Farm and South Beach through the consistent application of planning policy when considering individual planning applications.
7.2.3.6 Minor Improvements Programme The Council acts as agents for Northumberland County Council and as such has some devolved responsibility in identifying and prioritising the specific schemes to be implemented. These programmes are defined as to the extent the scheme will discourage car use, enhance road safety, and encourage greater use of walking, cycling and public transport. On this basis, the anticipated programme for 2000/01, for example, relates to the introduction of a number of traffic calming initiatives to central Blyth; the implementation of a car parking policy for Blyth town centre following an assessment of the survey work undertaken by consultants; the provision of a new fully lit footpath/cycletrack to link the proposed new High School site in Blyth with the town centre and principal residential areas of the town; the creation of a new footpath/cycletrack link along the coastline between Blyth Links and Old Hartley; and the introduction of improved public transport facilities on Dudley Lane in Cramlington.
7.2.3.7 Highways Maintenance In order for the existing highway network to work as efficiently as possible, particularly in relation to attracting further employment opportunities to South East Northumberland, significant investment continues to be required to maintain the entire road, cycletrack and footpath links to a standard of sufficient quality in terms of surface, lighting, verge treatment, and winter maintenance. This burden obviously increases over time as the network ages and further housing estates are adopted. Under the terms of the full district agency agreement, the Council receives annual budget allocations for the different maintenance regimes and is granted delegated responsibility to spend these sums on those schemes that will maximise the efficiency and lifespan of the existing network. In recent years, the Council has had to focus on the primary road network to the extent that there is now an increasing backlog of work to be addressed on category B, C and unclassified roads. Despite this, extensive reconstruction and realignment works are still required to category A roads and will need to be advanced in the next five years. In relation to day-to day maintenance issues, the situation is such that the Council can no longer give a commitment to its residents and businesses that relatively routine works, such as the repair of a street lighting unit, can be sustained throughout the financial year. In addition, the number of obsolete/dangerous lighting columns present in the Borough is of great concern. Although in recent years, funding has been allocated for replacement columns, this has tended to be at the expense of other revenue budgets, particularly road and footpath repairs. On this basis, the Council urges the County Council to consider the importance of these issues in establishing quality neighbourhoods and workplaces when determining the allocations to be afforded to future highway maintenance.
7.2.4 STATEMENT OF CASTLE MORPETH BOROUGH COUNCIL
7.2.4.1 Introduction
It is vitally important that the Countys Local Transport Plan (LTP) and the Boroughs District Local Plan (DLP) provide an effective and integrated approach to land use and transport planning in the Borough. Following the White Paper in 1998 New Deal For Transport: Better For Everyone, Government policy has evolved to widen travel choices, manage traffic, reduce reliance on the private motor car and develop integrated transport networks, all in association with sustainable development principles and in accordance with the Road Traffic Reduction Act. The County Councils Provisional Local Transport Plan 2000-2005, published in July 1999, incorporated these principles and was broadly supported by the Borough.
7.2.4.2 Morpeth Integrated Land Use/Transportation Study
Following publication of the DLP Inquiry Inspectors report, the Council, together with the County Council and other funding partners, has appointed consultants to undertake an integrated land use/transportation study for Morpeth town. The results of this study are anticipated to set out a development strategy for the town and particularly, the town centre, which will incorporate many of the 1998 White Paper principles, together with objectives and investment strategies identified in the Provisional LTP. A main objective of the Study is the assessment of public transport facilities, with proposals for further enhancement and integration. It is slightly unfortunate that the Full LTP will be published and submitted to DETR before the consultants report will be available. There is, however, continuing close liaison and consultation between the Borough, the County and the consultants as the study progresses.
7.2.4.3 Traffic Management and Car Parking
The Morpeth Integrated Land Use/Transportation Study represents the first stage in a Borough-wide review of traffic management in settlements (Local Plan Policy T3), assessing the environmental, social and community impact of existing and projected traffic densities. The Study will also provide information from which a strategy for the provision and control of public parking in Morpeths town centre will be established. The Council has recognised that the management of town centre car parking, including workplace parking, has broader implications for the control and management of town centre traffic including the improvement of facilities for pedestrians, cyclists and public transport and in maintaining of the vitality of the commercial centres. Measures to restrict the use of the private car would be unacceptable, unless and until the Council can promote and develop alternative modes of transport and alternative travel facilities, such as park and ride schemes. The Council will work together with the County Council to obtain a balance between town centre parking provision and enhanced public transport services.
7.2.4.4 Public Transport
Buses Buses form the backbone of public transport in the Borough, ranging from intercity and regional routes passing along the primary road network, through local commercial services, including the Morpeth town minibus services, to subsidised rural services, post buses and local work, school and community services. The Council will support proposals to make bus usage more accessible and more financially attractive.
The Government, in its document ‘Buses - From Workhorse to Thoroughbred proposes that concessionary bus fares provide a minimum discount of half price for all pensioners on payment for a maximum £5.00 travel pass. The Transport White Paper proposes legislation to guarantee this. The Councils current concessionary fares scheme provides half price fares for pensioners on payment of £10.00 for a travel pass. The Council also operates a taxi voucher scheme on request for pensioners not able to travel by bus, subject to eligibility criteria. The Council supports those initiatives however there is the need for Central Government to provide support to Local Authorities to implement these initiatives.
In considering the maintenance and enhancement of bus services, the Council would particularly emphasise and support.
Rail Rail facilities are also an important public transport facility, with the East Coast Main Line passing through the Borough, the Tyneside Metro terminating at Newcastle Airport on the Borough boundary and the potential for the Blyth-Tyne line proposals in South East Northumberland to be extended to Morpeth via Hepscott. The franchise for the Intercity East Coast service, to run for 20 years, is currently being bid for and the Council would strongly support proposals which increase the number of both intercity and local trains stopping at Morpeth Station. For local services, the Council would particularly support the introduction of late evening services both to Morpeth and to other local stations and an improved and expanded service for commuters.
Interchange Facilities The Council attaches considerable importance to improving interchange facilities between different forms of public transport and supports the development of such facilities at Morpeth Bus Station, Morpeth Railway Station, Newcastle Airport and at Widdrington Station. Improvements should also cater for integrated ticketing as an essential element in co-ordinating public transport service provision. Integrated ticketing is required between bus and rail services, between bus services operated by different companies and also to enable journeys and changes to take place beyond the Borough area, particularly within the Tyneside conurbation.
7.2.4.5 Newcastle Airport
The Council will continue to support the appropriate development facilities at Newcastle International Airport, particularly the development of transport interchange facilities; and will be an active participant in the Airport Local Transport Forum. The Council supports the creation of integrated transport facilities which will facilitate community bus service links to Ponteland and the integration of bus and metro to destinations such as Cramlington, Blyth, Morpeth, Newcastle, Gateshead and Sunderland and main line rail services to Durham, Darlington and York, improving the Airports accessibility to destinations previously only possible by car because of excessive journey times.
7.2.4.6 Transport Corridors and Development
Forthcoming Regional Guidance is expected to identify and emphasise the importance of Transport Corridors and their relationship to Development Plans. The Council supports the concept that development along Transport Corridors should minimise the distance of travel to work, must be served by public transport and should not increase the overall level of private traffic. Within Castle Morpeth the north south transport corridor is split between the A1 Trunk Road and the main East Coast railway line. There is a greater coherence between these two modes of transport south of Morpeth but they diverge north of the town. The Council will therefore support the association of appropriate development (recognising Green Belt constraints) with the improvement of public transport facilities along the A1 and east coast railway corridors between Morpeth and Newcastle. There is also potential to associate development with the Blyth and Tyne rail corridor on its reopening for passenger services, including the Bedlington Station to Morpeth link which is identified in the recent Regional Planning Guidance Draft strategy diagram.
A second transport corridor (road and metro) links Newcastle to the Airport and to Ponteland, running through Green Belt. This corridor extends west from Ponteland, in a much more modest way, through Medburn, Stamfordham and Matfen. Subject to Green Belt constraints, the Council will support improvements to public transport facilities along this corridor to serve existing and proposed developments particularly the expansion of Newcastle International Airport and developments at Medburn.
7.2.4.7 Road Network Strategy
The Councils primary landuse and transport planning objective is the implementation of an integrated development strategy for Morpeth, as set out in the DLP and being reviewed in the current study. The main strategic road proposal within the Borough is the A1/South East Northumberland Link Road which is an essential component of the Councils land use and transport strategy. The Council continues to be strongly committed to the Ponteland Bypass due to increasing congestion on the A696 and concerns relating to military convoys associated with the Otterburn Military Training Area. The Council is also strongly committed to the A697 Longhorsley Bypass.
7.2.4.8 The A1 Trunk Road
The Council continues to support the campaign to obtain the dualling of the A1 Trunk Road between Newcastle and Edinburgh and to support the County Council in pressing the Highways Agency to implement schemes to provide dual carriageway along the full length of the road. The Council welcomes the Government announcement of a grade-separated junction at Stannington and would press of the implementation of this scheme as rapidly as possible.
7.2.4.9 The A1/South East Northumberland Link Road
The road is identified as being of strategic importance in the Country Structure Plan (May 1996, policy T17) and it is also of prime local significance.
In addition to providing a good quality strategic link from the A1 to Ashington and other parts of South East Northumberland, the road will enable development to proceed in a coherent and integrated way on the northern side of Morpeth, releasing land for both employment and residential development and reducing the need to commute to work. The road can be built in stages, with significant funding through a joint infrastructure contributions mechanism and private developer initiative, thereby reducing the need for public sector finance.
7.2.4.10 Ponteland Bypass
The traffic situation in Ponteland can be greatly eased by the construction of a Bypass. There is considerable local public support for a Bypass because of the very significant traffic reductions, and road safety and environmental improvements which will be achieved along the A696 and B6323 routes and within the village centre.
Despite in justification for a Bypass the Highways Agency have continued to resist its construction, most recently in supporting the Ministry of Defences case at a public inquiry for routing frequent large convoys to and from the Otterburn Training Area through Ponteland.
The A696 is an attractive route to Edinburgh from A1 west of the City of Newcastle. It must continue to be maintained to Trunk Road standards. There is a major fear that de-trunking will result in a lowering of standards of maintenance on a reduction in road safety of this major route.
7.2.4.11 Longhorsley Bypass
Just over 5 years ago this scheme was granted planning permission. Although finance has not been forthcoming to implement the proposals, it remains a highways scheme which the Council fully supports. Should there be, over the five-year period of the LTP, scope for a second highway scheme to be considered for implementation (after the first stage of the A1/South East Northumberland Link Road) the Council would urge that the A697 Longhorsley Bypass be built.
7.2.4.12 Minor Highway Improvements
The Council considers that minor highway improvements, appropriately targeted and taken in conjunction with measures for the control and management of traffic, can be a very cost effective means of easing traffic congestion and alleviating accident blackspots. Within Morpeth, the Council has reviewed and prioritised sites annually and would expect this process to continue and be extended Borough-wide. The Morpeth Study may also give guidance on site and scheme priorities.
7.2.4.13 Other Local Transport Issues
The Council considers it important that, together with the maintenance of existing pavements and footpaths in a safe condition, improved provision is made for pedestrians, including the disabled, in town and village centre management plans and proposals. Improved facilities for cyclists are also important, including the provision of cycle racks in appropriate public locations and at workplaces. A network of cycle routes should be established both for journey-to-work and recreational purposes.
The Council will support the promotion of School Travel Plans and will become involved in creating Action Plans to implement specific projects, to encourage walking to schools, whilst recognising that this will involve local improvements to highways at accident blackspots and locations of potential pedestrian/vehicle conflict. School traffic is a significant proportion of the traffic causing congestion at peak periods within principal settlements and within school holidays traffic flows more freely. Parents perceive that traffic presents dangers for school children walking to and from school and the problem of excessive car use escalates. The provision of extra school buses, traffic free zones, safe walking and cycle routes for school children and campaigns to demonstrate the fitness advantages of walking and cycling will be promoted.
The Council will support the establishment of Travel Plans, particularly where significant numbers of employers are in close proximity to each other, especially on sites near to those of the County Council, including the offices of CMBC.
The Council will be reviewing its planning development policy with a view to requiring developers to provide traffic calming measures and traffic free areas as appropriate in all new development areas. It will support a joint approach with the County Council and parish councils to traffic calming measures and traffic free areas as appropriate across the Borough.
7.2.5 STATEMENT OF TYNEDALE DISTRICT COUNCIL
7.2.5.1 Introduction Tynedale Council supports the overall aim and objectives of the Local Transport Plan for the County. The Council welcomes the LTPs recognition that the car will continue to be the main mode of travel in rural areas such as Tynedale for the foreseeable future whilst agreeing that in order to cater for those rural dwellers without a car or who are unable to drive, travel choice in rural areas should be increased. The District Council will be involved in the delivery of the Local Transport Plan strategy as follows:
7.2.5.2 Development Strategy In considering proposals for development within Tynedale, the following objectives will be important:
7.2.5.3 Increasing Travel Choice and the Opportunities for Sustainable Travel
Travel Plans - Tynedale Council supports the introduction and promotion of Travel Plans. Whilst recognising that the scattered nature of Tynedales population may present problems for the implementation of a full TP, the possibility will be investigated following the introduction of the County Council scheme.
Bus/Rail Strategy Tynedale Council will encourage efforts to maintain a pattern of bus and rail services responsive to the needs of local residents (Policy TP23 of the Tynedale District Local Plan (TDLP). Where new housing, industrial and other development takes place, access should be made available to the public transport network. Roads in larger developments should be designed to accommodate buses and safe and convenient cycle and pedestrian access to public transport facilities should be provided (Policy GD4 of TDLP).
Public Transport Interchange Existing bus station at Hexham - The problems of security/appearance/operation of Hexham bus station are recognised by the District Council. Tynedale Council supports any initiatives to improve the existing bus station.
Proposed bus/rail interchange at Hexham - Tynedale Council has been involved in initial discussions with the County Council and the current developer of the opportunity site adjacent to Hexham railway station with regard to the provision of a bus/rail interchange at Hexham. Tynedale Council will continue to negotiate with potential developers of the opportunity site with regard to the provision of a bus/rail interchange, as part of any overall development scheme. Any planning brief for the site will include the need for pedestrian links and the bus/rail interchange. The District Council is also investigating separately, the possibility of upgrading the existing zebra crossing, street lighting, and the widening of existing footpaths which would help link the railway station and the proposed interchange to the town centre. (These minor improvements are subject to stability problems with retaining walls, which are currently being investigated by the County Council and Railtrack).
Protection of disused railway lines The lines of disused railways will be safeguarded from development, which would prejudice either their re-use for railway purposes or their future use for leisure purposes (Policies LR21 and TP25 of the TDLP).
Cycling Tynedale Council will seek to improve facilities for cycling in Tynedale for both leisure and travel (Policy TP28 of the TDLP). Cycle parking standards for new development are set out in Appendix 3 of the TDLP. The development of long distance and local cycle routes through Tynedale will be encouraged (Policy LR22 of TDLP) and is supported in the Councils Tourism Strategy. The line of the C2C route is protected in Policy LR22.
Walking Tynedale Council will encourage the development of national, regional and District long distance footpaths, bridleways and other rights of way (Policy LR20 of the TDLP). The District Council will seek the retention/extension and protection of public rights of way (Policies TP26 and TP27). The District Council will also expect that in new housing developments, new and existing residents should have direct and safe routes to all facilities. This may involve the enhancement of the existing local network of paths (guidelines for residential development in Appendix 11 of the TDLP).
Improved Access for Disabled People The provision of public transport facilities will be required to provide suitable access and facilities for people with impaired mobility (Policy GD5 of the TDLP). All traffic management schemes should include suitable provision for people with impaired mobility (Policy TP5).
Accessible Tynedale Partnership It is recognised that no one agency is responsible for solving rural transport problems and that the partnership approach would help highlight unmet transport needs and attempt to resolve them. The Accessible Tynedale partnership, with the support of the Countryside Agency and the District Council has successfully secured funding for a three year period to fund a Partnership Officer charged with:
- working with the Partnership and Public Transport Team to develop an Action Plan for developing rural and community transport in their area
- working with the partnership to identify unmet individual and group transport needs
- liasing with providers to see if any of these can be accommodated using existing resources
- setting up community transport as appropriate, working in partnership with the local community.
7.2.5.4 Minimising the Impact of Traffic on Communities and the Environment Parking Strategy Charging and time limits exist for on and off-street parking in Hexham. The charging systems are co-ordinated so that the prime on street parking is used for short stay whilst the larger off street car parks are generally used for medium and long stay parking. Car park charging is used as a means of traffic management in the town centre and such a policy makes for more efficient management of the town centre parking stock. The Councils current parking standards for developments (Appendix 1 of the TDLP) include both minimum and maximum figures differentiating between town centre sites and elsewhere. It is recognised that the standards need to be reviewed Countywide.
Traffic Restraint/Traffic Calming Tynedale Council will seek the introduction of sympathetically designed pedestrianisation/traffic calming schemes and environmental works to establish pedestrian priority over the motor vehicle, in the District Centres and Local Centres of Tynedale (statements of intent in the TDLP). The provision of traffic calming measures to reduce traffic speeds and secure a more pleasant residential environment in existing and new residential developments will be required/encouraged (Policies TP15-TP17 of the TDLP).
Air Quality Action Plans The District Council has completed its first stage air quality review and assessment. A stage 2 review of certain pollutants is now taking place. The District Council will continue to work closely with the County Council on air quality matters.
7.2.5.5 Maintaining A Strategic Network of Transport Infrastructure Movement of Freight Tynedale Council recognises the adverse impact of freight movement by road and will permit the provision of new terminal facilities (Policy TP20 of TDLP). The redevelopment of existing rail freight terminals will be expected to allow for the retention or relocation within the site, of existing terminal facilities for the transfer of freight from road to rail (Policy TP21). Tynedale Council actively supports the re-opening of the South Borders Rail Link.
Road Improvements Tynedale Council will not permit any developments, which would adversely affect the future dualling of the A69 (Policy TP1 of the TDLP). In addition, the line of the Haydon Bridge bypass will be protected (Policy TP2). The line of the following road schemes are also protected:
Tynedale Council is seeking the reappraisal of the above improvement scheme and bypasses against the LTP guidelines, as part of the County Councils appraisal of other routes. The Haltwhistle West End Link Road is necessary to service future development in order to maintain and enhance the important service role, which this main market town plays in the diversification and regeneration of the wider rural economy. Its construction may be eligible for European funding and developers will be expected to make a contribution to the scheme.
Finally, the District Council fully supports Northumberland County Councils bid for substantial increases in resources for structural road and bridge maintenance, including winter service provision, and would urge the Government to respond positively. The poor condition of the road network, especially in winter, is a particular problem in remote rural areas of Tynedale with a consequential adverse impact on the rural economy.
7.2.6 STATEMENT OF WANSBECK DISTRICT COUNCIL
7.2.6.1 Introduction As a general principle Wansbeck District Council (WDC) is committed to integrating the policies of the Northumberland Local Transport Plan (LTP) into the Wansbeck District Local Plan (WDLP) and into development control practice. The WDLP was adopted in April 1994 and is currently under review.
A consultation document for the review of the WDLP was published in April 2000. The timetable until adoption of the reviewed plan depends very much on the level and nature of public response to the consultation document and the subsequent first deposit draft plan.
A good transport network is essential both to the local economy and to residents who require access to employment and local services. Policies towards improvement of all aspects of the transport network will be an important feature of the plan and will concern movement by road, bus, rail, foot and cycle. The need for safety and convenience in the development of the transport network has long been recognised. The need to recognise the impact of transport on the environment has also risen in importance in recent years, particularly the need to minimise motorised travel and to develop alternative means of transport to the car.
When preparing transport policies in the local plan, the District Council will take into account the policies and proposals in the Local Transport Plan for Northumberland.
7.2.6.2 Ashington, Blyth and Tyne Rail Line The re-introduction of passenger services on the rail line between Newcastle and Ashington will be supported and promoted in the local plan. Services on the route, known as the Ashington, Blyth and Tyne line, were withdrawn in the 1960's but the line has continued to be used by freight traffic and the basic rail infrastructure is still in place.
The reintroduction of passenger services will significantly enhance the District's transport network and provide an attractive alternative to the car for many journeys. It will improve access to employment and training opportunities and to other services. Access to regional and national transport networks will also be enhanced.
Land which may be required for associated facilities such as stations and car parks will be safeguarded by policies in the plan. Sites will be protected at Woodhorn Colliery; Ashington Town Centre; North Seaton Road, Ashington and Barrington Road, Bedlington Station.
As the railway line to Newbiggin by the Sea no longer exists, the re-introduction of a railway service to the town will be more difficult to achieve and a longer term project than that to return services where rail infrastructure remains. The scheme would have major benefits to the town and its residents nonetheless and a policy will be included in the plan to safeguard both the line of a new track and the site of new station facilities.
7.2.6.3 Provision for buses Buses are an efficient and environmentally sound means of travel. Bus travel is also extremely important to the large proportion of households in Wansbeck who do not have access to a car. The authority has only limited powers to influence the provision of services in the District. Its main opportunity to influence bus services is through the development control process. It will be policy in the plan to ensure that the layout of new developments which should or could be served by bus are designed to accommodate buses safely and in a convenient way for operators. Developers will also be required to provide passenger waiting facilities.
WDC's commitment to improving bus services and increasing their use is demonstrated by the recent unsuccessful bid for 120,000 in the 2000/2001 LTP for the provision of bus shelters. The Council were disappointed at the failure of this bid, the aim of which was significantly to enhance the number of high quality shelters that could be provided under the Council's new advertising shelter contract. The new contract is currently under review. As new contract arrangements are anticipated to a 10 - 15 year period from 2001 the District Council would hope that LTP support can be provided in 2000-2001.
7.2.6.4 Provision for cyclists Cycling is an environmentally sustainable form of transport and an alternative to the car for short journeys. It is energy efficient and unlike motor traffic, does not cause pollution. It is also a good form of exercise and of benefit to personal health. It can also be an enjoyable leisure activity.
Improved facilities for cycling in the District will be sought through the review of the WDLP. The continuing development of a network of safe and convenient routes for cyclists throughout the District will be pursued including provision as part of highway and traffic management schemes. Developers will be required to provide for cyclists as part of their developments including the provision of cycle parking.
7.2.6.5 Provision for walking Measures to assist walkers will be sought through local plan policies including the development of a comprehensive network of safe and attractive footpaths and footways. Developers will be required, as part of their developments, to provide safe, convenient and pleasant to use routes for pedestrians. The closure of existing footpaths will not be supported unless an equivalent alternative route is available or provided instead.
7.2.6.6 Access for people with reduced mobility Many people, including wheelchair users, other people with disabilities, the elderly and carers of young children, experience difficulty in moving around. Their difficulties can be eased if appropriate consideration is given to their needs when new developments are planned. An environment which is accessible to all people will be sought through local plan policy. Developers will be required to make appropriate provision for those with reduced mobility as part of their proposals.
7.2.6.7 Road schemes Policies will be included in the replacement local plan to support and safeguard from development a number of road schemes judged necessary in the District. Proposed schemes are identified below.
7.2.6.8 Development control and traffic management Policies in the local plan will ensure that, when planning applications are being determined, the volume and character of traffic likely to be generated by and attracted to the new development is taken into account. Factors to be considered will include the adequacy of the existing highway network, the adequacy of proposed arrangements for access, internal circulation and parking. Development will not be permitted unless the road layout has been designed to minimise conflict between motor vehicles and other road users. The most recent parking standards agreed with Northumberland County Council, as highway authority, will be included in the plan.
Appendix 3ROAD TRAFFIC REDUCTION REPORT FOR NORTHUMBERLAND
7.3 ROAD TRAFFIC REDUCTION REPORT FOR NORTHUMBERLAND Background 7.3.1 The Road Traffic Reduction Act 1997 (RTRA) obliges local traffic authorities to undertake a review of existing and forecast levels of traffic on local roads in their area and to prepare a report. These reports should contain targets for reducing either existing levels of traffic on local roads, or their rate of growth. Under provision of the Act local traffic authorities are not however obliged to specify targets where they consider it inappropriate to do so subject to a statement being made on their reasons for doing so. 7.3.2 In July 1999 Northumberland submitted a non-statutory ‘interim road traffic reduction report in its provisional Local Transport Plan. In the interim report a total of 32 monitoring sites were selected with criteria for their selection being:
7.3.3 These sites are shown in Figures 18 and 19. The strategy for 1999 was to utilise existing counts (unclassified) supplemented with new traffic counts (unclassified) to provide a framework of data for important routes and locations in the County. Existing counts were growthed to 1999 levels using National Average Road Traffic Forecasts (1997) to produce 24 hour 5 and 7-day averages for each site. In 2000 all of the counts have been repeated at each of the locations and some new sites have been identified. Comparisons are shown in Table 5. Road Traffic Reduction in Northumberland 7.3.4 In this first full Road Traffic Reduction Act report for Northumberland no specific targets have been set for all, or parts, of the County. The main reasons for doing so being: (a) The current lack of comprehensive cordon/ screen line count data and classified count data available from both National and Local Sources (b) The results of first stage air quality reviews and assessments, undertaken by the six District Councils, in Northumberland which identify few problems at present or within the next five years (c) The lack of recognised congestion or polluting blackspots (d) The mainly rural nature of the County, with widespread main settlements and the difficulty in achieving targets when use of the private car remains the only feasible alternative in many locations.
The Strategy for establishing baseline data in Northumberland 7.3.5 In order to establish more comprehensive and detailed baseline traffic data for the County and to enable future consideration to be given to setting traffic reduction targets and/or predicting traffic growth, at specific locations in the County, the following strategy will be progressed during the life of this plan. When the baseline data has been established supplementary surveys/ counts will be undertaken on an annual or bi-annual basis to measure the effectiveness of the LTP. (TARGET 45)
7.3.6 The strategy involves the identification of a hierarchical network of locations across the County, these are shown below and explained in more detail in Tables 1 - 4:
TABLE 1 - Through County Routes
TABLE 2 - Rural Main Settlement Links
TABLE 3 - Main Inter Urban Links (Castle Morpeth, Blyth Valley, Wansbeck)
TABLE 4 - In Town Routes (Town centre, routes to major industrial/ business sites, routes on or parallel to main bus routes, routes to schools)
FIGURE 18 LOCATION OF TRAFFIC MONITORING SITES IN NORTHUMBERLAND
FIGURE 19 LOCATION OF TRAFFIC MONITORING SITES IN SOUTH EAST NORTHUMBERLAND
TABLE 5 - LOCATION OF INITIAL TRAFFIC MONITORING SITES IN NORTHUMBERLAND
Air quality in Northumberland 7.3.7 In Tackling Congestion and Pollution: The Governments first report under the Road Traffic Reduction (National Targets) Act 1998, published in January 2000, it is stated that, as the Commission for Integrated Transport has decided against the introduction of national traffic reduction targets, the impact of policies aimed at reducing traffic at the local level through the LTP process will become one of the main tools by which air quality can be controlled. 7.3.8 Even in urban areas of the County, air quality reviews have shown that there are no serious air pollution problems at present caused by traffic within Northumberland. LTP policies enable this situation to be maintained. 7.3.9 The six Borough and District Councils completed their first stage air quality reviews and assessments during 1998, as required under the provisions of the Environment Act 1995. The County Council as highway authority worked with the District Councils in preparing these reviews. The issue of cross-boundary pollution were addressed by comparing the results of the air quality assessments in Northumberland with those carried out in the adjacent areas of Tyne and Wear. There are no significant cross boundary pollution issues at present. 7.3.10 The reviewsindicated that in most cases, air quality in Northumberland is very good, due to several factors including large, sparsely populated rural areas, compact urban areas and a lack of vehicle congestion in comparison with many areas giving rise to low levels of pollution. 7.3.11 The incidence of pollutants within Northumberland as advised by the district councils show that roadside levels of Benzene and Butadiene are expected to be well below the national objective by 2005, Carbon Monoxide results are well below the threshold likely to cause a breach of the air quality standard, results indicate that Lead emissions arising from transport processes do not exceed current air quality objectives now and will not do so in 2005. Five of the six districts have identified locations where there may be a risk that the air quality objective for 2005 will not be metin the case of Nitrogen Dioxide emissions and propose to move to a Stage 2 Review and assessment. At this stage however, the district councils are satisfied that emissions resulting from traffic do not require the designation of formal air quality management areas and the County Council supports this stance, but will continue to liaise with the monitoring authorities. The standard for PM10 Particulates may be exceeded and continue to be exceeded in 2005. Further work is taking place in each district to identify accurate background levels, and to assess the combined effects of low level sources. 7.3.12 The results of the first stage review undertaken by the six district councils suggest that levels of air pollution in Northumberland are presently too low to justify the designation of air quality management areas. However, the situation will be monitored throughout the lifetime of the LTP, and action will be considered where a deterioration in air quality can be attributed to road traffic. Congested Locations in the County 7.3.13 Below average levels of car ownership and use in the County normally results in low levels of congestion compared with many other counties. Although it is recognised that this can represent a threat as well as an opportunity due to the possibility of growth in car ownership in the future. This is a matter which is addressed in Structure and Local Plans and is recognised by the LTP.
7.3.14 Northumberland does not have severe congestion problems encountered by many urban authorities however the generally accepted worst locations are as follows:
The Nature of Northumberland 7.3.15 The essentially rural areas of the County are peripheral to the main centres of employment and retailing in the North East. This can result in Northumberlands residents experiencing difficultiesin gaining access to education, training and skills development, jobs and services, and becoming economically disadvantaged as a result. The LTP recognises the need to improve transport links at both a local and an inter-regional level to assist regeneration and economic development. 7.3.16 The LTP addresses the very diverse nature of the County, and recognises that a single sustainable transport policy is not appropriate for Northumberland. The policy is therefore to provide transport solutions tailored to the characteristics of specific areas, with an over-arching presumption towards more sustainable transport practices. Regeneration of Northumberland 7.3.17 Whilst significant areas of land adjacent to the conurbation are currently protected by the green belt from development pressures arising from Tyneside, the Countys main towns and secondary centres have, to differing extents, the capacity to accommodate the majority of future development pressures within the context of policies included in structure and local plans. Policies in the LTP recognise the transport implications of accommodating such development, and take a lead in introducing more sustainable practices such as demand management techniques, as distinct from new road construction. However it is recognised that new development will increase existing traffic flows at certain locations.
Local Transport Plan Strategies 7.3.18 The LTP contains various strategies which are aimed at reducing levels of car borne traffic were actual schemes are planned on main routes survey work will allow the success of the strategies to be monitored over time example of how the strategies will link to monitoring are as follows: 7.3.19 TRAVEL PLANS Major work locations or industrial/business sites will be targeted by the above strategy and requests will be made to employers to survey mode of transport to and from the sites by employees. This will allow the effectiveness of Travel Plans to be measured. 7.3.20 ASHINGTON, BLYTH AND TYNE RAILWAY This proposal is identified to have an affect on traffic levels on main roads to and from Northumberland and the Tyneside conurbation. Main routes in the Ashington and Blyth area (especially the A189, A1061, A193, A1068, B1334 and A1147) will be monitored to measure the effectiveness of the rail scheme in reducing car borne traffic on these routes. 7.3.21 PUBLIC TRANSPORT SCHEMES It is the County Councils intention that a variety of bus routes and bus stations/public transport interchanges will be upgraded improved or introduced during the life of the Local Transport Plan. Improvements to the following public transport infrastructure and services are all intended to reduce car use on actual or parallel routes in the county: Bus Routes
Bus Stations or Rail Bus Interchanges
Existing Rail Services
Careful consideration will be taken in the selection of survey/ count sites to monitor the effectiveness of the proposals in reducing car use on the actual or parallel routes. 7.3.22 MINOR IMPROVEMENTS The programme of minor improvements proposed in the LTP will build upon strategies established in the formulation of the programme of works funded from the LTP in 2000-2001, namely to encourage cycling, walking and use of public transport in major towns. The following strategies, in addition to public transport proposals previously mentioned, are all intended to reduce car use at specific location or on particular corridors:
The effectiveness of the above measures will be monitored through surveys or counts at sites identified in the main County settlements.
7.3.23 PARKING POLICY Dialogue has taken place with district councils on the present and proposed parking policy for the following major county towns and in some cases consultants have been employed to undertake surveys of parking use:
Where changes to policy are proposed traffic data from counts in the main settlements will be used to establish how the changes have affected vehicle flows. 7.3.24 TRAFFIC RESTRAINT MEASURES/ TRAFFIC CALMING Where the above measures are proposed possibly in the form of bus only lanes, 20 mph zones, traffic calming or through pedestrian/ cyclist priority measures traffic counts will be undertaken (often with associated speed counts) to monitor the effectiveness of the measures in reducing car use and reducing vehicle speeds.
Appendix 4PUBLIC TRANSPORT PROGRAMME PROJECT TITLE - 1. Town bus services Bus Quality Partnerships Project Description Bus Quality Partnership for Town Services to introduce low floor vehicles with easy access for prams and shopping trolleys. Improvement to bus stops along the bus routes to provide better waiting environment, bus boarders to ensure buses can get to kerbs for easy access to the vehicles, provision of information at each stop and where annual car parking tickets are in place, fares concession for holders of the annual car parking tickets. In some towns route variations will provide cross-town connections to rail stations. A cascade of Optare 25 seat vehicles to rural routes will be sought. The budget provides a programme for two towns to be upgraded each year as vehicles are replaced. Financial Details Capital expenditure shown on summary. Additional revenue expenditure
PROJECT TITLE - 2. Improved Bus Service Links Project Description May 2001 Fast and more direct service from Blyth to Wansbeck General Hospital.
September 2001 Faster links Ashington - North Tyneside and Morpeth - North Tyneside. These are needed because the current services between these places are very slow and circuitous, comparative times on the A19 are very fast, and there is a passenger demand from end to end for hospital visits and college. Existing commercial services will be adapted without subsidy to provide these links. However it is recognised that in removing loops and diversions from the existing services, subsidy may be needed to provide alternative local services.
September 2001 Improved services in the Berwick and Alnwick area as to be identified in the North Northumberland Rural Transport Action Plan and negotiated in the retendering of all public transport and school services in the area. Financial Details Capital costs listed elsewhere under Interchange Improvements. Additional revenue expenditure. PROJECT TITLE - 3. Bus Stop Improvement Project Description Programme to provide hardstandings, poles and flags at 20 bus stops in accordance with requests from bus operators and parish councils, repairs to existing facilities at 40 sites, improvement of access paths to bus stops and interchanges, bus turning areas and access gates. Financial Details Capital expenditure shown on summary. Additional expenditure may be met by Rural Transport Development Fund.
PROJECT TITLE - 4. Berwick-upon-Tweed bus facilities Project Description A package of improvements in Berwick to permit a new pattern of bus routes is being completed under the 1999/2000 Minor Works programme. Improvements to bus facilities at the rail station were not funded by Rural Challenge as anticipated in the last Local Transport Plan and some development is proceeding during 1999/2000 in partnership with Railtrack and GNER. Further improvements are being prepared for implementation in 2001/2002. Financial Details Capital expenditure shown on summary 2001/2002. Additional expenditure may be provided by Railtrack and GNER.
PROJECT TITLE - 5. Bus Station upgrading Project Description Repainting, renewal of signs and electronic information screens at Alnwick and Morpeth bus stations. These will support improvements to certain proposed Quality Bus Partnerships. Financial Details Capital expenditure shown on summary.
PROJECT TITLE - 6. Bus SHELTER UPGRADING Project Description Assistance to District Councils to enable them to negotiate improved bus shelter provision and better maintenance of shelters across their areas by entering a contract to obtain advertising revenue from their shelters. The budget provides for assistance to be given to one district each year. Financial Details Capital expenditure shown on summary.
PROJECT TITLE - 7. Hexham Public Transport Interchange Project Description May 2001 New bus/rail interchange facility at Hexham. This proposal has been put back from the previous plan due to delays in the associated redevelopment of adjacent land. A provisional design has been drawn up to provide 4 bus bays adjacent to the station, a bus turning area and priority for buses to re-enter the traffic flow. The scheme will be in partnership with Railtrack and in conjunction with the redevelopment of an adjacent site which would share the bus interchange facility. There will be a new pattern of bus routes. £300,000 Financial Details Capital expenditure shown on summary.
PROJECT TITLE - 8. Blyth Town Centre Project Description Continued improvement of town centre bus stops and waiting facilities in Blyth to allow reorganisation of bus routes to pass through the town centre and focus on a new bus/rail interchange at Newsham South. £15,000 Financial Details Capital expenditure shown on summary.
PROJECT TITLE - 9. Cramlington Town Centre Project Description 2003/2004 Relocation of Cramlington railway station. The existing station is remote from the town centre; it was built in the 19th century at a location now unsuitable for town centre passenger traffic. In conjunction with an improved local train service on the East Coast Main Line between Morpeth and Newcastle or destinations further south, a new station situated opposite McDonalds on Westmorland Way will offer better facilities and a higher profile for the rail service. The nearby development of the ‘South West Sector of Cramlington will have progressed to the stage of housing development within walking distance of the proposed new station by the expected construction date, enlarging the catchment area of the station and providing sustainable travel opportunities for residents of the development area. Estimated cost £1,000,000 Financial Details Capital expenditure shown on summary.
PROJECT TITLE - 10. Cycle Storage Project Description October 2001 Secure cycle storage provided at any rail station or bus stop for anyone purchasing an annual season ticket from that bus stop or rail station. These will be provided subject to a suitable location being found. Financial Details Capital expenditure shown on summary.
PROJECT TITLE - 11. Improved interchange in Tyne & Wear Project Description The following schemes are identified as desirable but await further discussions and agreement with Nexus:
Financial Details To be agreed with Nexus.
PROJECT TITLE - 12. Regional Journey Planner and Call Centre Project Description Maintain data entry and continued participation in Regional Journey Planner development which will include the upgrading of the journey planner to a more advanced specification. Financial Details Capital expenditure shown on summary includes a fixed £60,000 contribution towards the replacement of the journey planner which is matched by similar requests from Durham, Nexus and the Tees Valley authorities.
PROJECT TITLE - 13. Exploitation of Regional Timetable Database Project Description Continue to maintain roadside timetable information, produce twice-yearly county timetable book. Seek economies from electronic registration of timetables by bus operators using FTP site on the Internet. Test Village Poster output and automated generation of bus stop timetable case notices. Make Journey Planner available on County Hall intranet. Develop RADAR activated voice announcements from bus station display screens and develop the Journey Planner to work with HTML readers for the visually impaired. Financial Details Capital expenditure shown on summary.
PROJECT TITLE - 14. Improving access to the rail network Project Description
Financial Details Capital Expenditure shown on Summary Table - Additional Revenue Expenditure.
PROJECT TITLE - 15. Improved rail services Project Description Press train companies and Franchise Director to provide:
Financial Details Funded by rail companies or rail franchises.
PROJECT TITLE - 16. Improved information systems at rail stations Project Description Extension of the PA announcement system to other stations in subsequent years. Financial Details Capital Expenditure shown on summary. Ongoing revenue costs funded by rail companies or rail franchises.
Appendix 5LOCAL SAFETY SCHEMES PROGRAMME 2000/2001
Appendix 6STRUCTURAL MAINTENANCE PROGRAMME 2001/2002 to 2005/2006 STRUCTURAL MAINTENANCE PROGRAMME 01/02 CAPITAL BID £3.500m Ref. Road No. Scheme L
(Km) W (m) Area
(m2) Cost (k) 24hr. HGV Deflecto- flow graph 00/01/1 A189 Spine
Road. Bedlington Stn. northbound.
1.1 7.4 8140 850 1509 Aug-97 Carriageway strengthening 01/02/02 A196 North Seaton Road, Ashington. Stage
2.
0.7 9.1 6370 100 392 Jun-00 Carriageway resurfacing/footway
works. 01/02/03 A197 A1068, Ellington Road to Kwik Save
Rbt.
0.59 10 5900 80 389 Jun-00
Carriageway resurfacing. 01/02/05 A1147 C404 junct to Bomarsund. Stage 2
0.8 8 6400 100 330 Jun-99 Carriageway resurfacing. 00/01/5 A197 A189
junct. to Woodhorn.
0.4 8 3200 70 Jun-00 Carriageway
reconstruction/footway works. 01/02/07 A197 Whorral Bank.
0.5 10 5000 140 616 Jun-99 Carriageway reconstruction. 01/02/08 A1068 Beal Bank to Sun Inn,
Warkworth.
0.3 8 2400 50 Jun-00 Carriageway resurfacing. 01/02/09 A698 East Ord Roundabout to Fire
Station.
0.9 7.4 6660 130 Jun-99
Carriageway reconstruction. 01/02/10 A192 Manchester Street to Dogger Bank,
Morpeth. 0.35 7.2 2520 60 Jun-00 Carriageway resurfacing/Footway
works. 00/01/3 A697 Heighley
Gate to Fenrother. Stage1.
0.6 7.4 4440 130 Jun-99
Carriageway strengthening 03/04/05 A697 Thrunton Wood junct. South
1 7.2 7200 180 Jun-99
Carriageway overlay 01/02/13 A192 Holywell Bridge to Dist. Boundary.
1.4 9.9 13860 150 204 Jun-99 Carriageway resurfacing. 01/02/19 A193 Broadway
Circle, Blyth
0.3 8 2400 160
Carriageway reconstruction 01/02/15 A1171 A1172,Station Rd. Rbt. to Crow Hall
Rbt. Stage 1 0.9 7.3 6570 80 Jun-99
Carriageway resurfacing. 00/01/14 A68 Elishaw
Bridge to Old Town Xrds. Stage 1
0.8 7.3 5840 100 Jun-99
Carriageway overlay 01/02/16 A68 Stagshaw Rbt. to C225 Beukley.
Stage 2.
1 6.7 6700 80 354 Jun-99
Carriageway overlay/drainage
works. 01/02/17 A1068 Albert Street, Amble.
0.35 9 3150 70 Jun-00 Carriageway
reconstruction/footway works. 01/02/18 A695 Priestpopple Rbt. to Hillside Road,
Hexham.
1.2 9.3 11600 120 200 Jun-99 Carriageway resurfacing/footway
works. High Performance
Surface Dressing. 150 Earthworks ; Landslips. 650 Safety Barrier Renewal 50 TOTAL 3,500 02/03
CAPITAL BID £3.500m Ref. Road No. Scheme L (Km) W
(m) Area (m2) Cost (k) 24hr. HGV Deflecto- flow graph 01/02/01 A189 Spine
Road. Wansbeck Bridge to K. Brewster
1.5 9.4 14100 850 150
Aug-99 Carriageway strengthening 02/03/02 A1172 Beacon Lane Rbt. to Station Road Rbt.
Cramli 0.9 7.4 6660 100 230 Jun-99 Carriageway resurfacing. 00/01/10 A193 Plessey
Road to Broadway, Blyth
0.5 7.5 3750 100
Carriageway
strengthening/footway works. 01/02/12 A192 New Hartley to Laverock Hall. Stage
2.
0.7 7.2 50400 120 189 Jun-99 Carriageway overlay/drainage. 02/03/03 A192 Elsdon Ave. to Holywell Bridge,
Blyth.
0.8 9.1 7280 90 204 Jun-99 Carriageway resurfacing. 02/03/04 A1171 Dudley Lane southbound
0.75 7.2 5400 80 184 Jun-99
Carriageway resurfacing. 02/03/05 A1068 Plessey checks Rbt. to A1172 southb.
Stage 1 1.2 7.4 8880 150
Jun-99 Carriageway resurfacing. 02/03/06 A1167 Main Street, Tweedmouth.
0.5 7 3500 100 Jun-00 Carriageway reconstruction. 01/02/11 A697 Canada Farm south. Stage1.
0.8 7.2 7200 170 Jun-99
Carriageway strengthening. 02/03/10 A1068 A197 to Ashington 40 mph(n)
0.35 9 3150 50 Jun-99 Carriageway resurfacing. 01/02/06 A192 Hartford Village north Stage 1
8 6.5 5200 70 105 Jun-00
Carriageway overlay/drainage. 02/03/12 A1147 C404 xrds. To Bomarsund. Stage 2
0.7 8 5400 80 330 Jun-99
Carriageway resurfacing. 02/03/14 A68 Elishaw Bridge to Old Town xrds.
Stage 2.
0.8 7.3 5840 110 Jun-99
Carriageway overlay. 02/03/09 A197 Ashington Northern Relief Road. 1.6 10 6000 120 164 Jun-00 Carriageway reconstruction. 02/03/13 A1068 Wellhead Dene north.Stage 2.
0.6 7.2 4320 120 81 Jun-99 Carriageway
resurfacing/Drainage. 02/03/16 A1068 Beal Bank to Coquet Bridge Warkworth
0.6 7.5 4500 150 Sep-00
Carriageway overlay/drainage 02/03/17 A1068 Sheepwash
Bridge
0.3 8.2 2460 40 Jun-99 Carriageway
Resurfacing 03/04/15 A695 Dilston to Riding Mill. Stage 3.
1 7 7000 150 200 Jun-99 Carriageway Resurfacing High Performance
Surface Dressing. 150 Earthworks ; Landslips. 650 Safety Barrier Renewal 50 TOTAL 3,500
03/04
CAPITAL BID £3.530m Ref. Road No. Scheme L (Km) W
(m) Area (m2) Cost (k) 24hr. HGV Deflecto- flow graph 02/03/01 A189 Spine Road. Woodhorn Rbt. to North
Seaton Rbt. 1.8 9.4 8460 900 760 Aug-97 Carriageway strengthening. 03/04/03 A1171 B1505 to Dudley Lane
.75 7.2 5400 75 184 Jun-99
Carriageway resurfacing. 02/03/08 A1068 Beal Bank, Warkworth to The Wynd,
Amble.
1.4 8.2 11480 170 Jun-00
Carriageway overlay/drainage 03/04/04 A697 Longhorsley North to Linden Hall.
1.2 7.4 8880 140 Jun-99
Carriageway resurfacing 02/03/07 A697 Bridge of Aln to Glanton xrds.Stage
2
1 7.2 7200 220 572 Jun-00 Carriageway overlay/drainage 03/04/06 A1167 Sunnyside Bank, Tweedmouth. Stage 1
0.8 9.2 7360 120 344 Jun-00 Carriageway reconstruction. 03/04/07 A1172 Beacon Lane to Station Road. Stage 2.
0.9 7.4 6660 100 Jun-99
Carriageway resurfacing. 03/04/08 A192 Plessey checks to Hartford Bridge.
0.95 7 6650 100 Jun-99
Carriageway overlay. 03/04/09 A193 A189 to B1505. Stage 1
0.7 10 7000 85 135 Jun-00
Carriageway overlay. 02/03/15 A193 Broadway to Albion Way, Blyth.
0.75 7.2 5400 100 Jun-99
Carriageway
strengthening/footway works. 03/04/10 A1068 Plessey Checks Rbt. To A1172 s/b.
Stage 2.
0.7 7.4 5180 80 353 Jun-99
Carriageway resurfacing. 02/03/11 A192 Hartford Village north Stage 2.
0.8 6.5 5200 90 105 Jun-00
Carriageway overlay/drainage. 03/04/12 A193 Vulcan Place, Bedlington to
Hartford Bridge 0.87 8.6 7482 80 Jun-99 Carriageway resurfacing. 03/04/13 A1068 Guide Post Rbt to Eastgate.
0.75 8.2 6150 90 207 Jun-00
Carriageway resurfacing. 03/04/17 A1068 Red
Lion Rbt. To Hartford Bridge Stage 1
0.6 11.8 7080 90 Sep-00 Carriageway resurfacing. 03/04/16 A6079 Quarry Entrance to A68. Stage 1
1.1 6.5 7150 240 Jun-00 Carriageway strengthening. High Performance
Surface Dressing. 150 Earthworks ; Landslips 650 Safety Barrier Renewal 50 TOTAL 3,530
04/05
CAPITAL BID £3.500m Ref. Road No. Scheme L (Km) W
(m) Area (m2) Cost (k) 24hr. HGV Deflecto- flow graph 03/04/01 A189 Spine Road. North Seaton Rbt. To
Wansbeck Bridge 1.1 9.3 10230 900 1509 Aug-97
Carriageway strengthening. 04/05/02 A193 Fountainhead Rbt. To Gloucester
Lodge.
1.2 10 12000 200 148 Jun-99 Carriageway resurfacing/footway
works. 04/05/04 A190 C/B Annitsford to Reids Lane.
.86 9 7740 100 Jun-00
Carriageway overlay. 04/05/05 A1068 Blagdon to Arcot Hall, single
carriageway.
0.98 7.4 7252 150 576 Jun-99 Carriageway strengthening. 04/05/06 A193 A189 to B1305. Stage 2
0.9 8 7200 100 135 Jun-00 Carriageway overlay. 04/05/07 A1068 Widdrington Village to Red Row. Stage
1.
1.2 10.1 12120 120 Jun-00
Carriageway resurfacing. 03/04/02 A1068 A1 slip to Oaks Roundabout, Alnwick.
0.9 8.8 7920 160 330 Jun-99 Carriageway resurfacing/footway
works. 04/05/08 A697 Canada Farm. Stage 2
0.8 7.2 7200 200 Jun-99
Carriageway strengthening. 04/05/09 A697 Heighley Gate to Fenrother. Stage 2
0.8 7.4 5920 250 Jun-99
Carriageway strengthening. 04/05/10 A192 Mafeking Roundabout to U6067,
Shields Road
0.45 12 5400 70 Jun-99 Carriageway resurfacing/footway
works. 04/05/11 A1068 Eastgate, Guide Post to Choppington
Level xing. 0.75 8.2 6150 80 207 Jun-00
Carriageway resurfacing. 04/05/12 A192 B1331 junct. south.
1 7.2 7200 100 Jun-00
Carriageway overlay/drainage
works. 04/05/13 A695 Branchend to Mickley Square.
1 7.6 7600 120 314 Jun-00 Carriageway resurfacing 04/05/14 A68 Colt Crag Reservoir. Stage 2
0.6 6.8 4080 100 Jun-00
Carriageway overlay. High Performance
Surface Dressing. 150 Earthworks ; Landslips. 650 Safety Barrier Renewal 50 TOTAL 3,500 05/06
CAPITAL BID £3.500m Ref. Road No. Scheme L (Km) W
(m) Area (m2) Cost (k) 24hr. HGV Deflecto- flow graph 04/05/01 A189 Spine Road.Moor Farm Roundabout to B1505.
N/b 1.2 7.4 8880 900 1795 Aug-97 Carriageway
resurfacing. Provide safety barrier 04/05/03 A19 Hodgsons Road to Cowley Road, Blyth.
0.8 8.5 6800 140 Jun-99 Carriageway
reconstruction/footway works. 05/06/01
A1171 A1172 Station Road Rbt. To Crow
Hall Rbt. Stage 2 0.9 7.3 6570 80
Carriageway
resurfacing 05/06/02
A196 Dunces Houses to Shadfen
1.1 6.8 7480 160
Carriageway
overlay/ drainage 05/06/03
A695 Stocksfield to Birches Nook
0.8 7.5 6000 100
Carriageway
resurfacing 05/06/04 A68 South of Kiln Pit Hill to Bullions
1.0 7.3 7300 140
Carriageway
strengthening 05/06/05
A686 Parmently to Ouston
1.0 6.7 6700 120
Carriageway
overlay 05/06/06
A689 Barhaugh to Lintley Bank
1.0 6.6 6600 100
Carriageway overlay 05/06/07
A1171 B1505 to Dudley Lane
0.75 7.2 5400 90
Carriageway
resurfacing 05/06/08
A190 A192 to A193
1.2 6.8 8160 140
Carriageway
resurfacing 05/06/09
A196 North Seaton Road, Ashington,
Stage 3
0.7 9.1 6370 100 392
Sep-00 Carriageway
resurfacing/ footway works 05/06/10
A1068 Warkworth Village
0.45 7.0 3150 80
Carriageway
resurfacing 06/06/11
A697 Weldon Bridge to Longframlington
Stage 1
1.1 10.8 11880 160 Jun-99
Carriageway
overlay 05/06/12
A697 Cottage Road/ South Road,
Wooler
0.7 7.1 4970 60
Carriageway
resurfacing 05/06/13
A697 Cornhill Roundabout
0.15 10.5 1575 30 Carriageway resurfacing 04/05/12
A192 B1331 junction south
1 7.2 7200 120 Sep-00
Carriageway
overlay/ drainage works 05/06/14
A1068 Red Lion Rbt. Bedlington to
Bedlington (n)
0.45 7.5 3375 70 Jun-99 Dual
Carriageway resurfacing 05/06/15
A197 Woodhorn xrds to railway bridge
0.4 7.1 2840 60
Carriageway
resurfacing
High Performance
Surface Dressing. 150 Earthworks ; Landslips. 650 Safety Barrier Renewal 50 TOTAL 3,500 HRM SURVEY 1997 - PRINCIPAL ROADS Summary Road No. Total
Length Deflectograph % HRM Run Id (km) Survey Indicator (km) A689 29.278 27.473 93.8 97414/97415 A6105 10.68 9.770 91.5 97204/97205 A6079 24.973 20.532 82.2 97406/97407/97408/97409 A697 131.043 83.133 63.4 97202/97209 A1147 7.666 4.801 62.6 97315/97316 A698 43.716 20.39 46.6 97203/97208 A68 104.133 47.015 45.1 97402/97403/97412/97413 A190 14.294 5.87 11.1 97307/97310 A1068 96.932 38.444 39.7 97001/97002/97003/97004 A196 19.273 6.78 35.2 97304/97305 A695 20.455 7.004 34.2 97401/97404 A193 26.68 8.033 30.1 97308/97309 A686 43.562 13.957 32 97410/97417 A1171 10.126 2.552 25.2 97007/97211 A192 46.389 10.382 22.4 97201/97210 A197 34.489 5.518 16 97302/97303 A1167 11.608 1.602 13.8 97206/97207 A1172 3.063 0.401 1.3 97212/97213 A189 39.942 0.335 0.8 97301/97306 A1061 9.712 0 0 97311/97312 TOTAL 728.014 304.222 41.8 national road
maintenance condition survey Northumberland
Defect Indices 1999 Trunk Urban Urban Urban Rural Rural Rural All All Princ. Class. Uncl. Princ. Class. Uncl. Non-Tr. AVERAGE 47 230 117 123 40 24 48 61 59 UPPER BOUND 73 383 193 173 58 35 80 74 72 LOWER BOUND 20 77 42 73 23 13 16 47 47 national road
maintenance condition survey 1999 Northumberland Trunk Urban Urban Urban Rural Rural Rural All Princ. Class. Uncl. Princ. Class. Uncl. Classes FOOTWAY: %
DETERIORATION AVERAGE 33.3 0.0 2.4 2.6 18.2 0.0 0.0 3.8 UPPER BOUND 128.0 0.0 5.9 6.1 40.3 0.0 0.0 6.8 LOWER BOUND 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.9 FOOTWAY: TRIPS/100m AVERAGE 0.0 0.6 1.1 0.5 0.0 0.0 0.0 0.5 UPPER BOUND 0.0 1.7 2.7 1.3 0.0 0.0 0.0 1.1 LOWER BOUND 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 VERGE:
%DETERIORATION AVERAGE 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 UPPER BOUND 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 LOWER BOUND 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 KERB: %
DETERIORATION AVERAGE 0.0 0.0 1.0 1.9 0.0 0.0 0.0 1.1 UPPER BOUND 0.0 0.0 2.3 5.2 0.0 0.0 0.0 2.8 LOWER BOUND 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 KERB: UPSTAND (mm) AVERAGE 86.6 90.6 82.6 79.9 88.5 72.0 0.0 81.8 UPPER BOUND 94.8 95.2 86.8 84.8 96.0 101.9 0.0 85.3 LOWER BOUND 78.5 85.9 78.4 75.0 80.9 42.0 0.0 78.4 national road
condition survey 1999 Northumberland Road Class W.C. W.T. W.T. W.C. Edge Patch Pot- Width
Footway Verge Kerb Major Crack Minor Holes Length Length Length (PCT.) (mm) (m) (No.) (m) (PCT.) (No.) (m) (m) (m) (m) URBAN PRINCIPAL NATIONAL AVERAGE 7.38 2.64 6.27 1.59 3.21 2.63 0.16 8.71
149.39 52.17 176.08 AUTHORITY AVERAGE 14.89 1.47 14.67 2.18 2.23 2.57 0.50 8.09
139.43 68.93 182.68 UPPER BOUND 23.42 2.71 23.99 2.92 4.56 5.40 1.12 8.55
161.00 96.39 197.69 LOWER BOUND 6.37 0.23 5.35 1.44 0.00 0.00 0.00 7.63
117.86 41.46 167.67 URBAN CLASSIFIED NATIONAL AVERAGE 7.70 2.75 5.64 2.05 4.97 3.27 0.31 7.36 149.37 42.72 163.51 AUTHORITY AVERAGE 8.91 0.81 6.51 1.53 2.75 1.78 0.75 6.91
148.41 17.53 178.97 UPPER BOUND 13.64 1.54 10.62 2.15 4.39 2.98 1.30 7.26
169.53 30.93
194.69 LOWER BOUND 4.18 0.09 2.39 0.91 1.11 0.59 0.20 6.56 127.28 4.14 163.25 URBAN UNCLASSIFIED NATIONAL AVERAGE 8.94 2.02 4.69 2.15 7.66 3.21 0.54 6.37
165.53 42.87 173.34 AUTHORITY AVERAGE 12.72 0.21 10.72 2.14 6.50 2.38 0.10 5.84
164.76 40.76 178.52 UPPER BOUND 19.07 0.56 18.06 2.89 13.00 3.95 0.23 6.20
186.17 63.35 196.56 LOWER BOUND 6.38 0.00 3.37 1.39 0.00 0.81 0.00 5.49
143.35 18.16 160.47 RURAL PRINCIPAL NATIONAL AVERAGE 4.52 2.57 3.00 1.61 3.99 0.78 0.14 7.67 36.05
136.29 116.06 AUTHORITY AVERAGE 6.10 1.57 3.86 1.71 1.89 0.26 0.13 7.20 35.48
153.71 90.32 UPPER BOUND 11.56 3.18 9.38 2.40 3.46 0.70 0.26 7.58 50.30 176.96 119.06 LOWER BOUND 0.63 0.00 0.00 1.01 0.31 0.00 0.00 6.82 20.67 130.46 61.59 RURAL CLASSIFIED NATIONAL AVERAGE 5.00 3.62 3.13 2.61 14.06 1.50 0.17 5.25 9.23
140.95 24.11 AUTHORITY AVERAGE 2.55 0.20 0.66 0.95 2.66 0.14 0.02 4.75 6.82
155.45 11.34 UPPER BOUND 3.39 0.55 1.31 1.42 4.61 0.28 0.06 5.04 13.27 175.37 20.69 LOWER BOUND 1.70 0.00 0.02 0.49 0.71 0.00 0.00 4.45 0.37 135.54 1.99 RURAL UNCLASSIFIED NATIONAL AVERAGE 7.39 4.21 3.47 2.77 16.49 1.52 0.39 3.66
2.42 143.45 7.67 AUTHORITY AVERAGE 5.57 0.00 3.01 1.23 3.86 0.05 0.05 3.15 0.00 168.18 1.55 UPPER BOUND 9.79 0.00 6.03 1.75 7.80 0.12 0.12 3.33 0.00 186.91 4.14 LOWER BOUND 1.35 0.00 0.00 0.71 0.00 0.00 0.00 2.96 0.00 149.46 0.00
Appendix 7BRIDGE MAINTENANCE, ASSESSMENT AND STRENGTHENING PROGRAMME
8.7 DETAIL OF BRIDGES PROGRAMME Bridge Assessments Extent of the Programme. The assessment programme contains 918 bridges including 23 belonging to Railtrack, 40 to Rail Property Ltd and 17 to other private owners. 745 assessments have been undertaken, 56 are currently in hand and 118 have not yet been started - 103 of these have only recently been added to the list following revision of the qualifying span from 1800mm to 1500mm.A schedule of those bridges yet to be assessed is shown at figure 2. The County Council proposes to complete the bridge assessment programme before embarking on the assessment of retaining walls and masonry parapets. Resources have been concentrated recently on the assessment of Railtrack bridges - this exercise is being undertaken by the County Council in Joint Venture with Railtrack. Assessment Results Some of the initial assessment results summarised below may be improved by further analysis planned for the period of the Local Transport Plan, while some bridges that have marginally passed assessment may fail when reassessed with revised factors if their condition has deteriorated. As a result of First Stage assessments 480 bridges have been passed for 40 tonne loading while 265 have failed. The failures are rated thus:
The above results relate to the load carrying capacity of the carriageway element of the bridge. A further 32 bridges require action to protect sub standard verge elements and 3 require strengthening or protection of substructures. Where a bridge has failed assessment it will be necessary eventually to strengthen the structure or apply a weight restriction.
Assessments - Working with Other Bridge Owners. The County Council is working in joint venture with Railtrack and Rail Property Ltd to undertake the assessment of their bridges - 23 No and 40 No respectively. Discussions are being held with other bridge owners - including Northumbria Water and RJB Mining - to facilitate assessment of their structures.
Assessments - Timescale and Costs for Completion. The Council aims to complete all first-run bridge assessments by April 2003 - further analysis may then be required to suit revised assessment guidelines (BD21/97) or the deteriorating condition of individual structures. Further analysis may be needed at an earlier stage in the event of obtaining a low first-run assessment result for any Railtrack structure. The anticipated costs of this programme within the LTP period are shown below: 2001/02 £ 120,000 2002/03 £ 110,000 2003/04 £ 100,000 2004/05 £ 50,000 2005/06 £ 50,000 Interim Arrangements Arrangements need to be in place for the continuing safe use of a bridge between the receipt of a low assessment result and the implementation of measures either to strengthen the bridge or to apply a weight restriction. If the early application of a weight restriction is considered to cause undue inconvenience to the bridge users, the following procedure will be adopted. The procedure is regarded as a sound practical way of ensuring the safety of the bridge users whilst minimising any inconvenience: 1. Compare assessment result with the weight of vehicles known to be using the structure. 2. Undertake regular inspections of the structure to determine its suitability to carry traffic and to note any deterioration in its condition. Any such inspection will be carried out by a Chartered Engineer with experience of bridge inspections and assessments. 3. The interval between inspections will be determined by the inspecting engineer but will be no greater than 6 monthly. 4. After each inspection the engineer will produce a report of the structure and make recommendations for future action. If the condition of the structure worsens it might be necessary to reconsider early strengthening or the application of a permanent weight restriction. The interim measures outlined above are currently being reviewed following the publication of departmental advice note BA79/98 - Management of Sub Standard Highway Structures. At no time will a bridge be allowed to remain in unrestricted service if its condition is deemed unsafe for the traffic using it.
Funding is sought to cover the costs of the interim measures inspection regime thus: 2001/02 £20,000 2002/03 £20,000 2003/04 £20,000 2004/05 £10,000 2005/06 £10,000 Bridge Strengthening Programme Bridge Strengthening - Programme for 2000/01. The proposed bridge strengthening programme for 2000/01 comprises works to 6 bridges on principal roads and 7 on other HGV network routes. Details of the programme are shown at figure 1. Other bridges that are awaiting strengthening will be brought forward in the programme if delay is experienced with any of the planned projects.
Bridge Strengthening - Currently Identified Schemes. If the programme for 2000/01 is implemented as planned, and no more bridges fail assessment in themeantime, at the end of March 2001 there will remain 202 bridges identified as being in need of strengthening or weight restriction. The bridges are situated on these classes of roads: Principal Roads 8 No. Refer to figure 3 Other Roads on the HGV network 51 No. Refer to figure 4 Other C and U Class Roads143 No. Refer to figures 5 & 6 Strengthening - Progress to Date As part of the national bridge improvement programme 82 bridges in Northumberland have been strengthened. Strengthening schemes have been undertaken to 18 bridges on principal roads, 30 bridges on the remainder of the County Councils HGV network and 34 bridges at other locations. For details refer to figure 7. Strengthening Programme - Bridges on Principal roads In the Countys assessment programme there are 128 bridges in this category. At the end of March 2001 works should be in progress to strengthen A1068 Lesbury Mill bridge and a further 8 bridges will be in need of strengthening works - 5 superstructure strengthenings and 3 verge protection schemes. The estimated total cost for this programme is £1.65 million (excluding Lesbury Mill) - for details refer to figure 3. Costs will be reduced if further analysis yields improved assessment results. Assessment results are not yet available for 26 bridges on principal roads. The bid includes an allowance of £600,000 for the strengthening of bridges where assessment failure has not yet been identified. Strengthening Programme - Other Bridges on the HGV Network There are 291 bridges in this category. At the end of March 2001 51 bridges will be in need of strengthening works - 37 superstructure strengthenings and 14 verge protection schemes. The estimated total cost for this programme is £3.80 million - for details refer to figure4. Costs will be reduced if further analysis produces improved assessment results. Assessment results are not yet available for 52 bridges in this category. The bid includes an allowance of £800,000 for the strengthening of bridges where assessment failure has not yet been identified. Strengthening Programme - Bridges not on the HGV Network There are 500 bridges in this category. 28 bridges have been identified as being in need of strengthening works - 14 superstructure strengthenings and 14 verge protection schemes. The estimated cost for this programme is £4.70 million - for details refer to figure 5. Costs will be reduced if further analysis yields improved assessment results. Assessment results are not yet available for 96 bridges in this category. A further 116 bridges have failed assessment and will need to be strengthened or weight restricted, refer to Figure 6. The bid includes an allowance of £2.60m to fund the strengthening of those bridges that have failed, or may fail, assessment where the imposition of a weight limit is unacceptable. Prioritisation of Strengthening Schemes Highest priority will normally be given to strengthening those bridges on principal roads and then to those on other HGV routes. Lower priority will usually be afforded to bridges not situated on the HGV network although a higher priority may be allocated in specific individual circumstances e.g. if a bridge has a low assessment result and is in a deteriorating condition. For those bridges not on the HGV network, the strengthening strategy first addresses the problems of structures with final assessment results of below 7.5 tonnes. Such bridges will not safely permit the passage of any heavy goods vehicle and should be strengthened where HGV access is required unless a suitable alternative route is available. The strategy for strengthening the remaining bridges is prepared generally in accordance with assessment results but modified at individual locations to take account of these factors: 1. Existence of weight restriction on the adjacent road network. 2. Use by and weight of heavy goods vehicles. 3. Availability of suitable alternative route. 4. Type and size of development served by the bridge. 5. Cost of undertaking any strengthening works. Where strengthening of a weak bridge is not needed then a weight restriction will need to be applied in accordance with the assessment result. This situation might arise where the road is already subject to a weight restriction or where there is a suitable alternative route. It should be noted that priorities may change as more assessments are revised or completed and bridges are added to - or removed from - the strengthening programme. Priorities may also need to be revised following the inspections described in Interim Arrangements if it is found that a bridge is in need of urgent attention. Railtrack may require that any of their bridges failing assessment receives urgent attention - strengthening or weight restriction. Neighbouring Authorities Northumberland has common boundaries with these highway authorities: Scottish Borders Council Cumbria County Council Durham County Council Gateshead Metropolitan Borough Council Newcastle upon Tyne City Council North Tyneside Metropolitan Borough Council The Council is liaising with all of these neighbouring authorities to cover the preparation of cross boundary HGV routes and ensure the appropriate scheduling of works. Highways Agency The Highways Agency has 4 trunk roads within the County of Northumberland. The A1 route passes through the County from South to North forming the main link between London and Scotland. The A69 route, operated by Roadlink, links Newcastle upon Tyne with Carlisle and passes from East to West. The A696/A68 route links Newcastle upon Tyne with Edinburgh and passes through the County from South‑East to North‑West - this non-core trunk road is scheduled to be detrunked by 1 April 2003. A short length - approximately 6km - of the A19 route passes through the South‑East of the County, linking the A1 trunk road with the Tyne Tunnel. The Council understands that it is the intention of the Highways Agency to permit the passage of 40 tonne vehicles along all of these trunk routes, and is aware that the Agency has already upgraded all of those affected bridges in need of strengthening.
Weight restrictions
The application of weight restrictions may become necessary during the period of the Local Transport Plan if funding is not available to strengthen any bridge that is deemed to have become unsafe to remain in unrestricted service. The following allocations are sought to cover the costs of processing and implementing these weight restrictions: 2001/02 £20,000 2002/03 £40,000 2003/04 £40,000 2004/05 £60,000 2005/06 £60,000 Bridge Maintenance In order to identify potential maintenance problems at an early stage and to make the most effective use of maintenance funds, the Council proposes to extend its current regime of bridge inspections and to undertake improvements to the computerised bridges database. The following allocations are requested to facilitate improvements in these areas: 2001/02 £150,000 2002/03 £100,000 2003/04 £100,000 2004/05 £100,000 2005/06 £100,000 The Council requests the allocation of £600,000 in each year of the LTP period to address some of the maintenance issues relating to its bridge stock. A schedule of bridges requiring structural maintenance is in the course of preparation. Several bridges on the A189 Spine Road are in need of attention including concrete repairs, joint replacement, parapet and safety fence replacement and waterproofing - some of these works will be undertaken in 2000/01. A comprehensive maintenance and upgrading package is being prepared for the A189 - this includes bridge, carriageway and lighting works, along with improvements for pedestrians and cyclists. Retaining Walls In order to facilitate an improved inspection and repair programme for Northumberlands 306 km of retaining walls, the County Council requests an allocation of £200,000 in each year of the LTP period. Further funds will be needed at a later stage for maintenance works beyond the plan period. Management In order to determine that funds and resources are used in the most effective manner, it is important that the bridge assessment, strengthening and maintenance programme is well managed. The following allocations are requested to fund the project management of the programme: 2001/02 £30,000 2002/03 £30,000 2003/04 £30,000 2004/05 £30,000 2005/06 £30,000
Figure 1: BRIDGE STRENGTHENING PROGRAMME FOR 2000/01 Bridge strengthening programme for 2000/01 Priority
Name
Route
Cost Scheme 1 Lesbury Mill A1068 1600 New bridge on improved road alignment. This scheme will be completed in 2001/02. 2 Elishaw A68 90 Strengthen steel deck. 3 Rennington Nth B1340 60 Replace RSJ deck 4 Doddington Moor B6525 60 Replace RSJ deck 5 Crookham B6353 60 Replace RSJ deck. 6 Moss Kennels B6318 60 Strengthen RSJ deck 7 Chatton Park B6348 90 Replace pc beam deck. 8 Wooler Iron B6348 40 Strengthen steel connections. 9 Allenheads CULV B6295 90 Saddle masonry arch. 10 Klondyke A189 20 Safety fences to verges. 11 Laverock Hall A189 60 Strengthen supports. 12 Shankhouse Sth A189 60 Strengthen supports. 13 Low Horton A189 30 Strengthen supports. Accommodation
Figure 2: BRIDGE ASSESSMENTS NOT COMPLETED AT MAY 2000 Bridge assessments in progress at May 2000 Count HGV Road Bridge Name Bridge Owner Network 1 Yes A192 SEATON DELAVAL RAILWAY Railtrack 2 Yes A196 STOBHILL RAILWAY Railtrack 3 Yes A197 PEGSWOOD RAILWAY Railtrack 4 Yes A695 BROOMHAUGH RAILWAY Railtrack 5 Yes A698 MELKINGTON RAILWAY Rail Property Ltd 6 Yes A1172 CRAMLINGTON STATION Railtrack 7 Yes A6079 STATION ROAD ARCH SOUTH Railtrack 8 Yes A6079 STATION ROAD ARCHES NORTH Railtrack 9 Yes A6079 HEXHAM STATION RAILWAY Railtrack 10 Yes A6079 DUNKIRK RAILWAY Rail Property Ltd 11 Yes B6309 STOCKSFIELD RAILWAY Railtrack 12 Yes B6318 CHOLLERFORD STATION RAILWAY Rail Property Ltd 13 Yes B6320 BELLINGHAM STATION RAILWAY Rail Property Ltd 14 Yes B6341 ALNWICK MOOR RAILWAY Rail Property Ltd 15 Yes B6342 ROTHLEY RAILWAY Rail Property Ltd 16 Yes B6342 LONGWITTON STATION RAILWAY Rail Property Ltd 17 Yes B6342 FOREST BURN RAILWAY Rail Property Ltd 18 Yes B6343 SCOTS GAP STATION RAILWAY Rail Property Ltd 19 Yes B6352 MINDRUM RAILWAY Rail Property Ltd 20 Yes B6470 MORRIS HALL RAILWAY Rail Property Ltd 21 Yes B6529 CORBRIDGE STATION RAILWAY Railtrack 22 Yes C78 LITTLEHOUGHTON RAILWAY Railtrack 23 Yes C154 MELDON STATION RAILWAY Rail Property Ltd 24 Yes C198 TARSET STATION RAILWAY Rail Property Ltd 25 No C6 LOAN END RAILWAY Rail Property Ltd 26 No C20 CAMPFIELD RAILWAY Rail Property Ltd 27 No C25 WARK COMMON WEST RAILWAY Rail Property Ltd 28 No C90 LEMMINGTON RAILWAY Rail Property Ltd Count HGV Road Bridge Name Bridge Owner Network 29 No C146 SILVER HILL RAILWAY Rail Property Ltd 30 No C199 SHANK RAILWAY Rail Property Ltd 31 No C202 REDESMOUTH STATION RAILWAY Rail Property Ltd 32 No C213 WARKSHAUGH BANK RAILWAY Rail Property Ltd 33 No C215 CHIPCHASE RAILWAY Rail Property Ltd 34 No C218 GUNNERTON RAILWAY Rail Property Ltd 35 No C234 WESTWOOD RAILWAY Rail Property Ltd 36 No C243 DILSTON RAILWAY Railtrack 37 No C284 WOODHALL RAILWAY Rail Property Ltd 38 No C289 STAWARD STATION RAILWAY Rail Property Ltd 39 No C399 ASHINGTON STATION RLY Railtrack 40 No U9 MOUNTCARMEL RAILWAY Rail Property Ltd 41 No U32 FENHAM RAILWAY Railtrack 42 No U2004 MOUSEN EAST RAILWAY Railtrack 43 No U2005 LUCKER N RAILWAY Railtrack 44 No U3023 EDEN HILL RAILWAY Rail Property Ltd 45 No U3038 WARKWORTH MOOR RAILWAY Railtrack 46 No U3053 RUGLEY RAILWAY Rail Property Ltd 47 No U3060 SHAWDON HILL RAILWAY Rail Property Ltd 48 No U3063 LOW HEDGELEY RAILWAY Rail Property Ltd 49 No U4037 GREENLEIGHTON RAILWAY Rail Property Ltd 50 No U6034 MELDON WEST RAILWAY Rail Property Ltd 51 No U6067 PARK HOUSE RAILWAY Railtrack 52 No U7063 PARK VILLAGE RAILWAY Sustrans 53 No U8057 ELRINGTON RAILWAY Rail Property Ltd 54 No U8098 MILL CLOSE RAILWAY Railtrack 55 No U8210 HAGG BANK RAILWAY Railtrack 56 No U8291 HEXHAM WENTWORTH PARK ARCH Railtrack Bridge assessments not started at May 2000 Count HGV Road Bridge Name Bridge Owner Network 1 Yes A68 STYFORD TYNE NCC 2 Yes A68 STAGSHAW COMMON NCC 3 Yes A189 NORTH SEATON NCC 4 Yes A193 COWPEN NCC 5 Yes A686 CROOKED NCC 6 Yes A689 SNOWDENS WELL NCC 7 Yes A689 HOLE HOUSE CULVERT NCC 8 Yes A697 WOOLER RAILWAY Rail Property Ltd 9 Yes A697 WOOPERTON SOUTH NCC 10 Yes A697 MILFIELD NORTH OLD NCC 11 Yes A697 FISHER STEAD SOUTH NCC 12 Yes A697 FISHER STEAD NORTH NCC 13 Yes A698 RUTCHLEY NCC 14 Yes A698 DAMSES NCC 15 Yes A698 ROYALTY NCC 16 Yes A698 EAST ORD NORTH CULVERT NCC 17 Yes B1337 LONGHIRST SOUTH CULVERT NCC 18 Yes B1337 LONGHIRST NORTH CULVERT NCC 19 Yes B1339 LESBURY NORTH CULVERT NCC 20 Yes B1340 RENNINGTON SOUTH NCC Count HGV Road Bridge Name Bridge Owner Network 21 Yes B1342 BAMBURGH GLEBE NCC 22 Yes B6295 BYERHOPE NCC 23 Yes B6295 STUDDON DENE NCC 24 Yes B6295 LANGLEY RAILWAY CULVERT NCC 25 Yes B6318 RESERVOIRS LINK No 2 Northumbrian Water 26 Yes B6318 TWICE BREWED EAST NCC 27 Yes B6320 NUNWICK CULVERT NCC 28 Yes B6320 WOODPARK FARM NCC 29 Yes B6341 SOPPIT NCC 30 Yes B6341 HEPPLE FLOOD ARCH NCC 31 Yes B6341 ALNWICK MOOR CULVERT NCC 32 Yes B6342 COLWELL NCC 33 Yes B6342 HOLYBURN CULVERT NCC 34 Yes B6342 HOLYBURN BRIDGE NCC 35 Yes B6342 HIGH RIDGE NCC 36 Yes B6347 SHELLRIG NCC 37 Yes B6350 CORNHILL MILL NCC 38 Yes B6352 FLODDEN NCC 39 Yes B6354 ETAL MILL NCC 40 Yes B6470 MORRIS HALL NCC 41 Yes B6525 NABHILL SOUTH NCC 42 Yes B6529 CORBRIDGE STATION ARCH NCC 43 No C2 UNION CHAIN NCC 44 No C16 BEAL STATION NCC 45 No C19 TILLMOUTH SCHOOL NCC 46 No C20 EAST LEARMOUTH NCC 47 No C20 EAST LEARMOUTH FARM NCC 48 No C33 HARELAW NCC 49 No C33 SKELLY NCC 50 No C74 SPITTAL FORD NCC 51 No C80 BOULMER NCC 52 No C90 WHITTINGHAM STATION Rail Property Ltd 53 No C92 SNIPE HOUSE BRIDGE NCC 54 No C94 BILTON BANK NCC 55 No C100 GUYZANCE LODGE BRIDGE NCC 56 No C107 WEST CHEVINGTON NCC 57 No C107 ACKLINGTON PRISON CULVERT NCC 58 Yes C110 DUNBAR BURN CULVERT NCC 59 Yes C110 LYNEMOUTH EAST ROAD AND RAIL RJB Mining 60 No C136 HESLEYHURST RAILWAY Rail Property Ltd 61 No C144 STANTON FENCE WEST NCC 62 No C150 ST MARY'S HOSPITAL CULVERT NCC 63 No C153 SHILVINGTON CULVERT NCC 64 No C156 LOW ANGERTON SOUTH NCC 65 No C156 LOW ANGERTON SOUTH ARCHES NCC 66 No C157 MIDDLETON MILL RACE NCC 67 No C179 TREWHITT WEST MOOR NCC 68 No C199 THORNEYBURN COTTAGE NCC 69 No C204 STONEHOUSE CULVERT NCC 70 No C205 DEANBURN NCC 71 No C205 STANDARD HILL NCC 72 No C212 HALLINGTON BURN NCC 73 Yes C216 WARKS HAUGH NCC Count HGV Road Bridge Name Bridge Owner Network 74 No C223 NANCYS BRIDGE NCC 75 Yes C252 BYWELL PARK NCC 76 Yes C259 MILBURN EAST NCC 77 No C267 DEAN BURN CULVERT NCC 78 No C270 RIGG END NCC 79 No C270 SCALES CROSS EAST NCC 80 No C273 BROOMLEY BRIDGE NCC 81 No C273 HINDLEY CHURCH NCC 82 No C279 BLUE GABLES CULVERT NCC 83 No C294 MARTIN BELLS NCC 84 Yes C322 WEST FARM NCC 85 Yes C324 KINDLE BURN NCC 86 Yes C358 DEAN HOUSE CULVERT NCC 87 Yes C358 DEAN HOUSE NCC 88 Yes C358 KIRKLEY HALL NCC 89 No U29 MOUNT HOOLEY NCC 90 Yes U34 FENWICK WEST NCC 91 Yes U34 BUCKTON BACK NCC 92 No U1001 MINDRUM STATION RAILWAYRail Property Ltd 93 No U1010 PRESSEN NCC 94 No U1019 COUPLAND NCC 95 No U1094 FAWDON NCC 96 No U2038 DETCHANT BUILDINGS WEST NCC 97 No U3002 SHIPPERTON BURN NCC 98 No U3002 DOXFORD FARM NCC 99 No U3050 MOSSYFORD CULVERT NCC 100 No U3050 OLD MOOR NCC 101 No U3050 ST MARGARETS NORTH CULVERT NCC 102 No U3050 ST MARGARETS SOUTH CULVERT NCC 103 No U3059 BIRSLEY WOOD RAILWAY Rail Property Ltd 104 No U3092 SOUTHMOOR DENE NCC 105 No U4060 COPLISH BURN N CULVERT NCC 106 No U4093 HARWOOD VILLAGE CULVERT NCC 107 No U5014 KIRKHARLE HALL NCC 108 No U5034 BLINDBURN HALL NCC 109 No U6029 KENNELS NCC 110 No U6109 OLDGATE NCC 111 No U7001 MERRIT COTTAGE NCC 112 No U7025 WEST UNTHANK CULVERT NCC 113 No U8008 ELLERSHOPE EAST CULVERT NCC 114 No U8016 GLENHILL NCC 115 No U8106 SHOTLEYFIELD NCC 116 No U9022 WELTON BURN CULVERT NCC 117 No U9046 KYLOE HOUSE NCC 118 No U9076 BUCKIES NCC
Figure 3:PRINCIPAL ROAD NETWORK BRIDGES IN NEED OF STRENGTHENING This list does not include bridges from the works programme for 2000/01. Initial assessment results may be improved by further analysis. Priority Name Route Cost
Scheme 17 Seaton Sluice A193 400 Strengthen steel deck. 18 BEDLINGTON STATION A189 300 Strengthen 3 span bridge. NORTH 19 WEST WOODBURN A68 200 Strengthen 2 span rc arch bridge. 20 BERWICK STATION RAILWAY A1167 400 Strengthen 4 span steel bridge. 21 EAST SLEEKBURN JCT A189 300 Strengthen 4 span pc beam bridge. 22 Cowpen A193 10 Safety fences to verges. 23 Hexham Tyne (AM) A6079 30 Protect verges. 24 Dark Lane Culvert A197 10 Safety fences to verges.
Figure 4: HGV NETWORK OTHER THAN PRINCIPAL ROADS BRIDGES IN NEED OF STRENGTHENING This list does not include bridges from the works programme for 2000/01. Initial assessment results may be improved by further analysis. Priority Name Route Cost
Scheme 14 Westnewton West B6351 60 Strengthen RSJ deck 15 Greenlaw Walls B6354 80 Replace concrete deck. 16 Bannamoor B6346 90 Saddle arch & strengthen RSJ extension. 25 Welton Hall No 2 B6309 90 Strengthen 3 span concrete box culvert. Owned by North East Water. 26 Whiteadder B6461 120 Install longer shear stud connections to one span of this 5 span composite steel & concrete bridge. 27 Corbridge B6321 40 Seven span arch bridge. Site investigations needed for further assessment. 28 Thirston B6345 80 Strengthen concrete 29 Chatton B6348 60 Saddle & waterproof 3 span masonry arch. 30 EMBLETON MILL B1339 60 Bridge strengthening. 31 SWINDON B6341 60 Bridge strengthening. 32 LANGHAM NORTH B6351 60 Bridge strengthening. 33 Langham Bowmont B6351 90 Strengthen listed arch bridge of 17 m span. 34 Dodley No 3 B6309 50 Steel beam deck. Strengthen verge section. Owned by Northumbrian Water. 35 ANNSTEAD B1340 10 Verge protection works. 36 SHOTLEY HALL B6278 10 Verge protection works. 37 DONKIN RIGG B6342 10 Verge protection works. 38 ROTHBURY (AM) B6342 10 Verge protection works. 39 FELTON BRIDGE B6345 10 Verge protection works. 40 CAMPHOUSES B6354 10 Verge protection works. 41 FAIRNEY FLATS B6461 10 Verge protection works. 42 WHITESIDE EAST B6524 10 Verge protection works. 43 HOUGHTON COMMON B6528 10 Verge protection works. Priority Name Route Cost
Scheme 44 Meldon C154 180 Strengthen concrete arch. 45 Hollings Hill C259 20 Remove bridge. 46 West Learmouth FarmU1002 60 Strengthen precast beam deck 47 Deadwater C200 80 Replace concrete deck. 48 Alwinton North U4023 50 Replace precast beam deck. 49 Blindburn Ford U4023 40 Replace concrete deck. 50 Makendon U4023 50 Strengthen concrete deck. 51 BRANDON WEST C54 100 Strengthen 2 span rc bridge. 52 TRITLINGTON WEST C129 60 Strengthen rc bridge. CULVERT 53 SNITTER C176 60 Strengthen rc deck. 54 NETHERTON BURNFOOTC176 60 Strengthen plate girder span. 55 TARSET TYNE C198 200 Strengthen 3 span rc bridge. 56 BRANTON STATION U1093 10 Repoint masonry arch. ROAD 57 West Learmouth C21 60 Strengthen precast beam deck 58 Racks U4023 130 Strengthen steel deck. 59 Buckhams U4023 90 Strengthen steel deck. 60 SWINDON KENNELS C180 60 Strengthen filler deck. 61 TARSET BURN C198 130 Strengthen 2 span rc bridge. 62 DIPTON C282 40 Saddle masonry arch. 63 EALS C324 200 Strengthen 2 span arch bridge. 64 BERWICK HILL C356 60 Bridge strengthening. 65 OGLE NORTH C358 60 Bridge strengthening. 66 CARLCROFT U4023 60 Bridge strengthening. 67 OTTERBURN HALL U5005 60 Bridge strengthening. LODGE 68 CAMPFIELD C21 10 Verge protection works. 69 THRUNTON C90 10 Verge protection works. 70 WOODHORN NORTH C123 10 Verge protection works. 71 SMALESMOUTH C200 10 Verge protection works. 72 KIRKLEY MARCH C358 10 Verge protection works. Figure 5: NON HGV NETWORK - BRIDGES IN NEED OF STRENGTHENING Initial assessment results may be improved by further analysis. Refer to Figure 6 for other bridges to be strengthened or weight restricted. Count
Name
Route Cost Scheme 1 Eastfield C95 80 Replace concrete deck. 2 Burradon Lake C179 40 Replace RSJ extensions. 3 Dunstan Steads U3014 70 Replace RSJ deck. 4 Longlee U5061 70 Replace rc deck 5 Wark Tyne C216 300 Strengthen 8 span steel bridge. 6 Redscar C34 200 Replace steel lattice deck. 7 Lyham C18 170 Replace steel lattice deck. 8 Peggy Bells U1086 100 Strengthen Hennebique frame arch. 9 Medburn Ford C345 70 Replace RSJ deck. 10 Startup C151 50 Replace RSJ deck. 11 Berwick Old C424 200 RC slab & waterproof
Count Name
Route Cost Scheme 12 Weetwood C38 500 Strengthen arch bridge. 13 Wineburn C85 10 Verge protection. 14 Hadwins Close C92 10 Verge protection. 15 Sturton Grange C98 10 Verge protection. 16 Woodside C112 10 Verge protection. 17 Thorney Ford C151 10 Verge protection. 18 Lorbottle C178 10 Verge protection. 19 Hareshaw Burn C201 10 Verge protection. 20 Thockrington C209 10 Verge protection. 21 Bardon Mill C311 10 Verge protection. 22 Diamond Oak C323 20 Verge protection. 23 FENWICK TOWER C341 50 Replace stone deck. 24 Woodlands Subway C420 10 Verge protection. 25 Shellacres U3 10 Verge protection. Carters Ford 26 Alnham East U4012 10 Verge protection. 27 STANDALONE U8130 50 Strengthen propped arch bridge. 28 Highburn Subway U9155 10 Verge protection.
Figure 6:non HGV network bridges to be weight restricted or strengthened Initial assessment results may be improved by further analysis. Refer to Figure 5 for other bridges to be strengthened. Count Route & Bridge
Name
Comments 1 A189/31 MOORLANDS AVENUE Carries weight restricted C404 road over A189 2 C14/01 BOWSDEN SCHOOL 3 C14/02 BOWSDEN MOOR 4 C18/03 HOLBURN SOUTH 5 C18/04 HOLBURN 6 C23/02 WITCHES 7 C35/01 AKELD STEADS SOUTH 8 C41/01 LILBURN TOWER 9 C43/06 CHATTON IRON 10 C44/02 EAST LILBURN RESTRICTION AT OLD BEWICK 11 C45/01 CHILLINGHAM NEW TOWN 12 C50/01 BURNHOUSE SOUTH ROAD RESTRICTED 13 C61/01 SPINDLESTONE 14 C66/02RY FLEETHAM RAILWAY 15 C76/01 Windyside 16 C89/01 BOLTON 17 C89/02 Edlingham Ford 18 C90/02 BATTLE 19 C95/05 WET LONNEN 20 C121/01 LINTON MILL 21 C136/02 LEE FORD NORTH 22 C136/02A LEE FORD SOUTH 23 C144/01 BENRIDGE 24 C144/08 NETHERWITTON WEST 25 C150/01 BELLASIS ALREADY RESTRICTED 26 C153/02 SHILVINGTON WEST HOUSE ROAD RESTRICTED Count Route & Bridge Name Comments Bridge No 27 C158/03 MIDDLETON FORD 28 C169/04 SCRAINWOOD 29 C178/05 CARTINGTON 30 C186/01 ELSDON SOUTH ROAD RESTRICTED 31 C201/11 LOW LEAM 32 C202/02 REDESMOUTH 33 C205/10 MIDDLEBURN 34 C222/01 HALLINGTON MILL WEST ROAD RESTRICTED 35 C222/05 RYAL EAST Green Lane 36 C255/01 OVINGHAM TOLL ROAD RESTRICTED 37 C257/01 CHURCH BURN 38 C258/01 LEAD HILL 39 C267/07 COWBURN 40 C275/02 DIPTON FOOT 41 C278/01 NEWBIGGIN 42 C282/01 DALTON 43 C305/02 CAWBURN 44 C323REA/02 HARPER TOWN UNDERPASS 45 C325/02 HARGILL HOUSE 46 C327/03 PINKING CLEUGH 47 C327/09 GREENRIGS 48 C329/01 FEATHERSTONE 49 C345/01 ROBSHEUGH 50 C360/01 Belsay Hill Head 51 C364/01 STANNINGTON CHURCH 52 C394/01 SHAWFIELD 53 C404/02 East Sleekburn 54 C420/07 NELSON PIT WAGONWAY SW 55 C420/08 SHANKHOUSE SUBWAY 56 U17/01 GOSWICK 57 U22/02 BERRYBURN 58 U33/01 Fenwick Granary Ford 59 U1007/01 LAMB KNOWE CULVERT 60 U1010/02 GORDONS 61 U1032/03 KIMMERSTON WEST 62 U1047/02 HOLBURN MILL 63 U1080/08 CAREYBURN 64 U1086/01 INGRAM 65 U2004/01 MOSSCROP 66 U2005/01 BRADFORD FORD 67 U2008/01 BRADFORD FARM 68 U2039/01 OLD SCHOOL LANE Very Poor 69 U3001/03 BRUNTON SOUTH WEIR 70 U3050/08 SHIEL DYKE FIELD ACCESS ONLY 71 U3065/01 TARRY FORD 72 U3070/01 EAST DITCHBURN 73 U4004/01 COEBURN 74 U4023/14 LINSHIEL NOT ON "MAIN" ROAD 75 U4026/02 LOW TREWHITT 76 U4039/01 Thistleyhaugh 77 U4047/01 SNITTER FORD 78 U4055/01 CHESTERS NORTH 79 U5037/01 GREEN CULVERT Count Route & Bridge Name Comments Bridge No 80 U6001/01 WHINTRICK ROAD RESTRICTED 81 U6007/01 TRITLINGTON FORD 82 U6008/01 EARSDON MILL 83 U6047/02 WHITRIDGE FORD GATED ROAD 84 U7009/01 RAMSHAW LOW MILL 85 U7013/01 SANDYFORD SIKE Green Lane 86 U7014/01 BARHOUGH BURN Light Traffic 87 U7022/01 BURNFOOT 88 U7023/01 ULWHAM 89 U7030/01 TIPALT OLD 90 U7042/01 GIBBS HILL 91 U7068/05 WILLIMONTSYKE MILL 92 U8004/01 SPARTY LEA 93 U8013/01 STUDDON ROAD RESTRICTED 94 U8057/02 ELRINGTON 95 U8086/02 CRONKLEY BURN CULVERT 96 U8118/01 SURTEES 97 U8125/02 RIDLEY MILL 98 U8156/01 GUNNERTON FORD 99 U8171/02 ALNMOUTH TERRACE ACOMB Very Poor 100 U8177/01 Garden House 101 U8220/01 ORCHARD AVENUE ACOMB 102 U8253/01 REDBURN CRESCENT ACOMB 103 U8261/01 CROSS BANK VIEW ACOMB 104 U8290/01 GLOVERS PLACE Easy Diversion 105 U8291/01 ALEMOUTH ROAD HEXHAM 106 U9006/01 SANDYFORD WEST GATED ROAD 107 U9007/02 HARNHAM HILL SOUTH GATED ROAD 108 U9013/01 SANDYBRAES 109 U9015/01 BRADFORD HOUSE Green Lane 110 U9019/01 Matfen Church 111 U9063/01 DUDDO 112 U9066/01 Whinney Hill 113 U9082/01 BEECHES 114 U9150/01 FORUM WAY SUBWAY 115 U9503/01RY DEAN VIEW RAILWAY 116 U9519/01 LANGDALE DRIVE SUBWAY
Figure 7 -BRIDGES STRENGTHENED AT MAY 2000 BRIDGES ON PRINCIPAL ROADS Count Route & Ref. Bridge Name 1 A68/10 ERRINGBURN 2 A68/19 OLD TOWN 3 A189/17 BAY HORSE SUBWAY 4 A190/02 SEGHILL CROSSING 5 A193/10 BEDLINGTON 6 A196/04 STAKEFORD 7 A689/10 BURNSTONES SOUTH 8 A697/16 POWBURN 9 A1068/02 WILLOW SOUTH 10 A1068/12 HAWKHILL Count Route & Ref. Bridge Name 11 A1068/13 WILLOW NORTH 12 A1167/3 BERWICK ROYAL TWEED 13 A1171/02 WEST FARM SUBWAY 14 A1171/03 STONE LANE SUBWAY 15 A1171/04 WESTMORLAND AVE SUBWAY 16 A1171/05 BEACON HILL SUBWAY 17 A1172/02 STATION ROAD SUBWAY 18 A6079/07 WALK MILL Bridges on HGV Network other than Principal Roads 1 B1319/04 GARDEN HOUSE SUBWAY 2 B1326/01 QUARRIE SUBWAY 3 B1326/02 SCHOOL SUBWAY 4 B1341/01 LUCKER 5 B1505/08 SHANKHOUSE 6 B6306/02 LINNELS (AM) 7 B6309/10 BLACK HEDDON 8 B6318/15 CHESTERS 9 B6320/09 BATTLESTEADS 10 B6320/10 KIRKFIELD 11 B6320/28 TOFTS 12 B6341/03 ELSDON NORTH 13 B6341/06 KEENSHAW 14 B6342/002 COLWELL FELL HOUSE 15 B6342/16 FOREST BURN GATE 16 B6346/02 NEW BEWICK 17 B6351/06 WESTNEWTON 18 B6354/03 ALLERDEAN 19 B6524/03 WHITESIDE3 20 C125/04 POTLAND 21 C172/04 NETHERTON 22 C172/08 SHARPERTON 23 C193/06 CHAIRFORD 24 C200/10 STOKOE 25 C254/08 BRADLEY MILL 26 C324/07 MILBURN 27 C358/08 SWALLOW SIKE 28 U4023/06 CARSHOPE 29 U4023/07 ROWHOPE 30 U4023/12 SHILLMOOR Bridges on roads outside the HGV Network Count Route & Ref. Bridge Name 1 C44/01 OLD BEWICK 2 C57/01 EAST ORD 3 C144/04 STANTON FENCE 4 C193/05 DARNEY CRAG 5 C261/01 NEWLANDS FARM 6 C267/03 BRANSHAW BURN 7 C267/08 ACTON BURN 8 C293/01 BLACKPOOL 9 C297/09 ALLENHEADS ARCH 10 C327/07 KELLAH BURN | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
