3. A STRATEGY FOR INVESTMENT

3.1 THE STRATEGY

3.1.1  The strategy has been developed following extensive discussions with a wide range of interested bodies including District and Parish Councils, adjoining Local Authorities, and transport operators including Railtrack, Nexus, Northern Spirit, ARRIVA Northumbria, and freight companies.  It has also been informed by the work of the Northumberland Local Agenda 21 Transport Working Group, which includes representatives from the voluntary sector in addition to local government and business interests.  Account has been taken of the views expressed through the questionnaires returned as a result of public consultation and of the many requests the County Council has received for expenditure on transport projects. 

3.1.2  The results of the Questionnaire Survey showed overwhelming support for the Government’s general aims of cutting congestion and pollution to protect the environment.  The main areas where there was a wish to see the car used less were for journeys to work, journeys to school and journeys to shops.  The main measures highlighted as enabling people to use their cars less were more frequent, better quality and cheaper public transport, better cycle routes and facilities and safer/easier walking routes with pedestrian priority in town centres.  The open question asking respondents to give details of specific measures which would assist them in choosing their modes of travel produced requests for improved bus and train services and infrastructure, and facilities to allow safe cycling and encourage walking.

3.1.3  The measures most likely to persuade respondents to use their car less included car parking restraint and charging, increased motoring costs and traffic calming.  In respect of the latter the Council has in excess of 500 requests for traffic calming measures recorded on its Directory of Requests database. 

3.1.4  In deciding the strategy to adopt consideration has been given to the balance to be struck between restraint and encouragement measures.  Achieving sustainable transport is particularly difficult in a large rural county with a generally low density of population and deep-seated economic problems.  The draft Regional Planning Guidance identifies that for many rural residents the car remains the only viable means of making local journeys and that the region’s market towns are also dependent on a rural catchment where private car travel is often the only feasible way to achieve good quality access to the services they provide.  The draft guidance states that parking policies and provision and road space allocation will need to recognise the particular needs of the rural community.

3.1.5  The Local Transport Plan strategy concentrates on positive action that is likely to have the greatest impact in achieving integrated transport objectives.  The emphasis is being placed on reducing the impact of traffic where it currently causes problems and in investment to enable genuine alternatives to the private car to be provided.  Such investment is considered to be particularly important in relation to travel to Tyneside where there is scope to adopt complementary restraint measures.

3.1.6  The need for restraint measures within Northumberland is also recognised, but in a County where existing levels of congestion are low with a propensity to increase, the emphasis is being placed on restricting the growth of our parking provision including setting maximum rather then minimum car parking standards for new development. At the same time policies will be pursued to achieve co-ordinated car parking policies including those necessary to achieve consistent charging regimes.  The practicalities of the decriminalisation of parking enforcement will also be examined. 

3.1.7  Against this background the investment strategy aims to concentrate on developing measures and initiatives to:

•   increase travel choice and the opportunities for sustainable travel;
•   minimise the impact of traffic on communities and the environment; and
•   maintain a strategic network of transport infrastructure and improve it where necessary to meet economic and community needs.

3.2 Increasing Travel Choice and Opportunities for Sustainable Travel

Traffic Growth

3.2.1  Consistent traffic growth over time has resulted in traffic congestion and environmental pollution.  The main growth has been in journeys made by private car, particularly in relation to journeys to work, although increasingly for other purposes, with many journeys being of short duration.  In the light of this situation the Road Traffic Reduction Act requires all highway authorities to undertake a review of existing and forecast traffic levels on local roads in their areas and to consider action for reducing either existing levels of traffic or their rate of growth.  The road traffic reduction report is included as Appendix 3.

3.2.2  To achieve this in Northumberland, measures will be taken to increase opportunities for non-private car journeys.  Such measures will include the improvement of public transport services, the development of better facilities for walking and cycling, and seeking to change patterns of travel behaviour to increase the use of improved facilities.

Public Transport Improvements

3.2.3  An improved public transport system will have the dual benefit of providing an alternative to the use of the private motor car, and of improving accessibility to those without a car who may be disadvantaged by being excluded from a range of social and employment opportunities. Car ownership is as low as 40% of households in parts of the districts of Blyth and Wansbeck; several of the County's towns also have a significant proportion of non-car households.

3.2.4  The maintenance and improvement of public transport services is therefore an essential element of the LTP strategy, aimed at both achieving a modal shift in transport, and combating social exclusion.  It is intended that there should be increased investment in facilities which make services easier to reach, more comfortable, frequent and better tailored to people’s needs, not least to those with impaired mobility.

Quality Partnerships

3.2.5  The Strategy will be to build on the Quality Partnerships with bus operators entered into during 2000-2001 in Ashington and Morpeth town services and the Cramlington to Newcastle corridors.  These partnerships arebased on public investment infrastructure such as shelters, bus stations, interchanges, information provision and in footpaths, cycleways and pedestrian crossing facilities which enable people to easily access public transport routes, and investment in traffic management measures which give buses priority over other motor vehicles in congested areas.  Operators’ investment is in better vehicles and co-operation in producing integrated timetables, attractive fares structures, through ticketing and marketing arrangements. ARRIVA, the mainoperator in the County are prepared to support a co-ordinated Quality Partnership approach.

Journeys within the County

3.2.6  Most of the public transport journeys within and between towns in the County take place by bus, and the Strategy gives a high priority to improvements to these services.  Large parts of the rural County, including parts of the coalfield are characterised by small settlements and a low density of population.  There are not enough people in these areas to support frequent commercial public transport services even with high levels of transport subsidy.  Accessibility to jobs and services is, however, the key to the future well being of these communities.

3.2.7  The Strategy of the LTP is therefore to provide revenue support at an appropriate level to maintain a basic level of commercial and Postbus services to rural communities wherever feasible, and to supplement this by community transport schemes to fill in gaps in the services provided by commercial operators.

3.2.8  It is recognised that the quality of public transport vehicles in the County is often poor, particularly in rural areas with a heavy reliance on older, more polluting vehicles.  Also many rural areas suffer from a lack of even basic hardstanding and shelter at bus stops.  The Strategy of the LTP is to improve transport in rural through the work of the Rural Transport Partnerships.  More detail will emerge in revisions to this plan as Rural Transport Partnerships complete their Action Plans.

Journeys to and from Tyneside

3.2.9  There is a large volume of daily journeys for work purposes between Northumberland and Tyneside in both directions (See Figures 8 and 9).  Most of these journeys are made by private car particularly along the A1, A19, A189, A69, A695 and A696 roads.

3.2.10  There has been considerable investment in these roads in the past and they provide dual carriageway connections to many of the County’s main towns including Hexham, Corbridge, Prudhoe, Ponteland, Morpeth, Cramlington, Blyth and Ashington.  There are also connections from several of these towns to the conurbation.

3.2.11  In the future it is likely that without further action, traffic congestion will increase on the main roads connecting Northumberland with Tyneside, particularly within the conurbation.  The County Council will liaise with adjacent Tyneside authorities, who are introducing demand management measures in association with the Highways Agency.  These measures will seek to cope with congestion by action to restrain and manage traffic flows within the capacity of the existing highway network.

FIGURE 8 NORTHUMBERLAND DISTRICT EMPLOYED RESIDENTS COMMUTING TO TYNE AND WEAR

FIGURE 9 DESTINATION OF TYNE AND WEAR EMPLOYED RESIDENTS COMMUTING TO NORTHUMBERLAND DISTRICT

Source: Community Council of Northumberland

 3.2.12 The strategy in the LTP complements such an approach and seeks to widen the opportunity for residents of the County to access work opportunities in Tyneside, by concentrating investment in Northumberland on improving public transport services to the conurbation. The County Council will:

•   seek to facilitate passenger train services with new stations on the Ashington, Blyth and Tyne Line;
•   encourage train operators to improve existing services on the Tyne Valley line; and
•   encourage train operators to improve existing services on the East Coast Main Line.

3.2.13 Priority will be given to re-introducing passenger services on the Ashington, Blyth and Tyne line. It will provide increased opportunities to residents in the most deprived part of the County to access a wider range of employment opportunities and other facilities, thereby helping to tackle the problems of disadvantage, poverty and social exclusion.

3.2.14 Implementing this part of the Local Transport Plan Strategy requires support and investment from Railtrack, Northern Spirit (or other Train Operating Company) and the Strategic Rail Authority (SSRA).  It also requires support from the bus operating companies in providing connecting services and co-ordinated ticketing arrangements. The main LTP investment would be in providing bus/rail interchange, park and ride facilities and improved walking and cycling facilities to access the new services.

3.2.15 The proposal has been the subject of an initial feasibility study and on the basis of the consultants recommended service option (two trains per hour) a pre-qualification bid for Rail Passenger Partnership (RPP) Funding was submitted to the SSRA in February 2000. In April 2000 the SSRA replied stating that at present it did not meet the schemes criteria in terms of readiness, in particular the contributions from other partners was unclear. Further information would also be necessary on the technical feasibility of the proposal. To progress the matter, the County Council and its partners will facilitate a more detailed feasibility appraisal in conjunction with Railtrack to enable the scheme to be forwarded for RPP assistance.

3.2.16 To meet integrated transport objectives the proposal requires the support of bus operating companies in providing connecting services and co-ordinated ticketing arrangements. Confirmation that such complementary bus services will be provided is being sought as part of a wider “action plan” being undertaken to progress the scheme.

3.2.17  Northumberland residents also rely on Tyneside, and to a lesser extent Carlisle and Edinburgh, for connections to national and international public transport links and for access to the facilities of the regional centre.  In particular, the Strategy aims to encourage the extension of regular reliable rail services on the main lines and to work in partnership to develop interchange and through ticketing facilities to allow trips to be continued by quality bus services from selected stations to the main towns and larger villages in the County and adjacent Borders Region which do not have a direct rail connection.  This requires better service co-ordination and the provision of quality waiting facilities at interchange stations such as Berwick, Alnmouth, Morpeth, Hexham and Haltwhistle.

3.2.18  An important aspect of the LTP Strategy towards improving public transport services and increasing their use is the provision of better information for both planning and making journeys, and the Plan also makes proposals in this respect.

Improving Facilities for Walkers and Cyclists

3.2.19  For many years investment in transport infrastructure in towns in the County has been to improve the free flow of vehicular traffic.  This has often been at the expense of easy movement on foot and by cycle, and heavier traffic flows and often-higher traffic speeds have further discouraged walkers and cyclists.

3.2.20 Too many short journeys are now being made by car, resulting in more pollution with an adverse effect on health, including that of motorists and other passengers.  A particular problem is the increasing number of journeys being made by car to take pupils to schools.  There is evidence nationally that this has adverse effects on health and educational attainment.  The Strategy of the LTP includes a programme of investment to reallocate road space within towns to cyclists and walkers along the main routes to the County’s town centres, to transport interchanges and to other facilities, particularly schools. 

3.2.21 It is the County Council’s policy to provide cycle parking facilities at schools in conjunction with School Travel Plan initiatives and in partnership with the Education Directorate, schools and parents.  It is also policy to provide cycle parking in town centres and at public transport interchanges where appropriate; the location of these facilities will be determined by the anticipated demand, the level of security which is available, and in conjunction with the implementation of vehicle deterrent measures. 

3.2.22 The investment strategy for walkers and cyclists will be complemented by using the planning process to ensure that development is designed to facilitate safe pedestrian and cyclist journeys, giving these priority over the private motor car.

Park and Ride Facilities

3.2.23 There is currently a continuing debate as to the overall merits, in terms of sustainability, of park and ride facilities.  The extent to which journeys by car are truncated, and the number of passengers new to public transport are generally viewed as indicators of the success of new schemes.  There are no permanent park and ride facilities within Northumberland, but it is considered that the introduction of such facilities does have a role to play, particularly in reducing the distance travelled by car for commuter journeys.  Liaison with adjacent authorities in Tyne and Wear will continue, as it may be that sites outside Northumberland are the most appropriate locations for park and ride operations. Formal park and ride sites already exist at Four Lane Ends, Kingston Park, Callerton Parkway and Regent Centre Metro Stations in Tyne and Wear and a park and ride site is proposed as part of the Great North Park development within the City of Newcastle. Each are significant in terms of cross boundary traffic. The consultants study of reintroduction of passenger services on the Ashington, Blyth and Tyne line has also identified that there is scope for park and ride facilities at each of the proposed stations in Northumberland.

Access to Jobs

3.2.24  Action to regenerate the economy of the County has a high priority in both the urban and rural parts of Northumberland.  The County suffers from higher than average levels of unemployment, under-employment and social deprivation and action to increase job opportunities and access to them is seen as a vital part of addressing these problems.  This will be assisted by the reintroduction of passenger services on the Ashington, Blyth and Tyne Line, as previously discussed, which will improve access to the wider pool of job opportunities available on Tyneside.  Action is also required to improve access to job opportunities within the County.

3.2.25  New employment opportunities have been and will continue to be provided on new industrial estates, business parks and office sites in the main towns in both the urban and rural parts of the County.  It is important to ensure that the job opportunities on these sites are accessible to all sections of the community, and not just to those with access to a private car.  In the past emphasis has been given to providing good road access to such sites and to ensuring the provision of high levels of car parking.  The LTP Strategy will ensure that such sites are well connected to the public transport service network, and to set maximum levels of car parking provision.

3.2.26  The Strategy of the LTP is also to ensure that resources are devoted to developing Travel Plans for all major employment locations in the County, in partnership with local employers.  Such plans encourage employees to travel to work by means other than the private car, and may involve the provision of employee transport services, subsidies for public transport, car sharing schemes, provision or assistance with the purchase of cycles and cycling equipment, and provision of secure cycle parking, clothes drying and shower facilities.

3.2.27 LTP investment will enable existing employment locations to be adapted to accommodate public    transport services, and to improve access for walking and cycling.  The Planning process will be used to ensure that such facilities are provided as an integral part of all new development, and that limits are placed on the amount of employee car parking provision, by the consistent application of maximum parking standards.  The planning process will be used to locate development at sites which provide the greatest potential for public transport to carry a large proportion of workers and visitors.

Social Inclusion

3.2.28 Social inclusion is an issue that cuts across a number of policy areas and involves a number of agencies to ensure that measures are taken to combat exclusion from employment, facilities and services. In Northumberland there are pockets of deprivation in both the urban and rural areas, which suffer from difficulties in accessing jobs and services but for different reasons; public transport may be inconvenient, unavailable or too expensive and private transport out of their means. In partnership with transport providers the county council will improve access to affordable and convenient public transport services particularly in the urban areas. In the rural areas the county council is working with the Countryside Agency in Rural Transport Partnerships to address the particular transport needs of the countryside. The county council also work in partnership with voluntary and community organisations to meet specific transport needs.

3.2.29 The young, the elderly and the disabled may also suffer from exclusion and the strategy of the LTP ensures the transport needs of these groups may be met in full or in part by working in partnership with relevant organisations. Disabled groups for instance, take an active role in setting priorities for improved disabled access to main centres and services; schools, parents and pupils are involved in the development of safer routes to school schemes; and, additionally the priorities of the Health Action Zone and Social Service proposals are also considered in the development of LTP programmes. 

3.2.30 Social inclusion is a crosscutting issue and by working in partnership measures can be taken to redress inequalities and improve access for all to employment, facilities and services.

Community Safety

3.2.31 The 1998 Crime and Disorder Act places a duty on the County Council to routinely consider the Crime and Disorder implications of all its policy and work.  The Council is a partner in the Northumberland Community Safety Strategy and as such has ensured the participation of the group in the development of this LTP. Community safety forms an integral part of policy and decision-making processes across all functions enabling transport issues to be reconciled with wider social, economic and environmental policies. In transport terms the fear of crime can act as a barrier between the public using more sustainable forms of transport, such as, walking, cycling, bus and rail and typically those who have less options for travel are those that are likely to feel the most fear of crime, i.e., women, children and the elderly.Community Safety good practice guidelines are promoted by the LTP and include:

•   Secure Stations Scheme
•   Whole Journey Concept
•   Social Inclusion
•   Consultation

3.3 Minimising the Impact of Traffic UPon Communities & the Environment

3.3.1  Vehicular traffic is often in conflict with residential amenity, pedestrian safety and activity and the general quality of life of individuals and communities.  The main areas of concern in this respect are shopping and related streets in town centres, residential areas, towns and villages on the primary and secondary road network subject to through traffic flows, and individual locations where combinations of road alignment, layout and traffic speeds give rise to a propensity for accidents.  A central part of the LTP strategy is to improve safety and conditions for the pedestrian in all these locations.

Revitalising Town Centres

3.3.2  The creation of accessible, attractive and commercially successful town centres is an important element of building sustainable communities.  It also has an important role in assisting economic regeneration, as a high percentage of existing and future job opportunities will be located in such centres, as the service sector plays in increasingly important role in the economy.

3.3.3  Some action has been taken to improve conditions in town centres in the County, but an important part of the Strategy of the LTP is to assist in achieving the comprehensive improvement of all the County’s town centres.  Action will need to be taken to make them more attractive places to shop and do business, and to improve their accessibility by all sections of the community.

3.3.4  Congestion is not a great problem in all of the County’s town centres, however there are a number of congested sites in the busiest towns on the main access roads to their commercial centres.  The problem will become more widespread in the future, however, as car ownership and tourism visits increase, unless action to reduce traffic growth is taken.  Reconciling traffic, pedestrian activity, commercial vitality and environmental quality is a challenge, particularly in the County’s historic towns.

3.3.5  LTP strategy for revitalising town centres is based on the preparation and implementation of comprehensive town (and larger village) centre accessibility management plans.  These will be based on the following principles:

•   discouraging extraneous vehicular traffic;
•   re-allocating road space to people in the main shopping streets in a way that improves the image, attractiveness and commercial vitality of the centre;
•   providing good accessibility by public transport, on foot and by cycle;
•   controlling car parking provision and managing it by duration and location, to give priority to short term shopping and commercial users.

3.3.6  It is also part of the strategy for local transport investment in town centres to be co-ordinated with investment in regeneration and environment enhancement initiatives in partnership, for example, with One NorthEast and English Heritage, in order to make maximum impact.

Calming Traffic in Residential Areas

3.3.7  Much of the residential development in the County has been designed to facilitate access by private car. Modern layouts have often included residential distributor roads giving direct access to local facilities and linking cul-de-sac to the main road system.

3.3.8  The standard traffic speed of 30 mph on residential roads may not be compatible with a safe and non-threatening residential environment.  The strategy of the Local Transport Plan is to progressively introduce comprehensive 20 mph restrictions on residential distributor and access roads, with a programme of investment in physical measures to ensure that such a speed limit is self-enforcing.  The planning process will be used to ensure that such measures are designed into new residential layouts.  It is intended as far as possible to co-ordinate programmes of traffic calming in residential areas with other programmes, to improve street lighting, other community safety action and environmental improvement works, to maximise the effectiveness of local regeneration activity. 

Minimising the Impact of Through Traffic

3.3.9  A significant number of towns and villages in the primary and secondary road network are subject to the adverse impact of through traffic.  This often includes heavy freight traffic partly generated by the widespread mineral working in the County.

3.3.10  Although some action has been taken in the past to reduce the adverse impact of traffic on the local environment of such settlements and the amenity of residents, including ‘Gateway’ features, much more investment is needed in physical measures to ensure that speed limits are self-enforcing and that drivers’ behaviour is modified to reflect the fact that they are not on the open road.  The Strategy of the Local Transport Plan is to progressively undertake a comprehensive programme of such measures.

3.3.11  There are existing bypass proposals for some of the affected towns and villages which are currently being protected through the planning process.  The protected road lines are progressively being re-assessed in line with the Government’s New Approach to Appraisal guidance which places greater emphasis on environmental and safety factors in determining the justification for investment in such schemes.

Local Safety Schemes

3.3.12 Reducing the number and severity of accidents to pedestrians and cyclists and to drivers and passengers of motor vehicles has a high priority.  The Road Traffic Act 1988 requires the local highway authority to undertake studies into road accidents, and to take steps to reduce and prevent accidents.  A comprehensive programme of Local Safety Schemes has been pursued in the County in recent years specifically targeted at casualty reduction.  This has significantly reduced the number of accidents at locations where measures have been undertaken.  It is intended to meet the national targets of reducing the number of people killed or severely injured on Northumberland’s roads by at least 40% overall and 50% for children by the year 2010.  An important part of the strategy of the Local Transport Plan is to continue to undertake a programme of Local Safety Schemes based upon a comprehensive analysis of injury and accident trends and locations.

3.4 MAINTAINING AND IMPROVING A Strategic Network of Transport Infrastructure

3.4.1 The strategic network of transport infrastructure in the County includes road, rail, port and airport facilities. This network is important for the movement of both passengers and freight.

The Road Network

3.4.2 The County has an extensive road network that requires high levels of investment if it is to be maintained in a safe condition to meet economic and community needs.  The network includes part of the national trunk road network maintained by the Government through the Highways Agency, and the local road network maintained by the County Council as Highway Authority.  Within Northumberland the trunk road network includes the A1, A19, A69 and A696/68 routes, although the latter is due to be de-trunked, target date 1 April 2003, as part of the Government’s proposals to maintain only a core network of national routes.  These trunk roads, particularly the A1, A19 and A69, are important to the economy of the County, as they provide the main route links between Northumberland and other parts of the United Kingdom.  It is an important part of the LTP Strategy that all trunk roads in Northumberland continue to be maintained to a high standard, and that the Government continues to make adequate resources available for this purpose.  Within this context, the County Council is co-operating with the Highways Agency with regard to its de-trunking proposals for the A696/A68 route.  The County Council also considers that there is a need to carry out improvements to the trunk road network in order to support the development of the County’s economy, to improve safety, and to reduce the environmental impact of heavy traffic.

A1 Safelink Campaign

3.4.3 The most important part of the County Council’s road strategy is to secure the upgrading of the A1 through the County to continuous dual carriageway standard.  In the short-term, proposals which would assist in achieving this are extremely limited, with only the Alnwick By-Pass included in the National Roads Programme to 2005.  A number of small-scale schemes for dualling short stretches are also planned during this period, as part of a regional programme.  The County Council wishes to see the maximum number of such schemes pursued as part of a short-term rolling programme, with more extensive proposals for dualling the whole route reinstated in the national roads programme.  Short-term proposals to introduce “two plus one” sections of carriageway with each direction having an extra lane alternately to allow more opportunities for overtaking will only be supported provided they do not prejudice investment to create a continuous dual carriageway in the medium to long term.Such investment, as well as upgrading this key strategic link to the Scottish capital, would greatly improve the road’s safety record, and also attract heavy commercial traffic from the A697 road, thereby improving environmental conditions in the communities along the A697 currently affected by heavy through traffic. The dualling of the A1 is a key priority for the North East Regional Assembly. They have proposed that the Government makes resources available for the dualling in the first three years of the Governments 10 Year Transport Plan.

Trunk Roads

3.4.4  The County Council also wish to see the A69 Euro-Route which provides the only lowland link through the Pennines to North East England and South West Scotland improved to continuous dual carriageway standard in the longer term.  The immediate priority however is to achieve a bypass of Haydon Bridge, the only community on the core trunk road network in the region bisected by heavy through traffic.  The Strategy of the LTP is for the justification for such a bypass to be re-assessed as a matter of urgency against the Government’s new criteria (which place a greater emphasis on environmental and safety aspects) with a view to the scheme being included in the National Roads Programme at the earliest possible date.  The council also supports the undertaking of the Tyneside Area Multi Modal Study and will welcome appropriate action to prevent the A1 and A19 trunk roads becoming congested. These roads form important economic links, integrating Northumberland with adjoining areas and regions and are vital to the prospects of economic development in the County.

3.4.5  The eventual de-trunking of the A696/A68 (target date 1 April 2003) will have two impacts.  On the one hand, the County Council will be faced with the operation and maintenance of 65 additional kilometres of principal road, some of which is particularly exposed to winter weather conditions. In current discussions with the Highways Agency, the County Council is requestingthat adequate resources be made available to enable this to be properly undertaken. With regard to the core trunk road network, the County Council is already benefiting from closer liaison with the Highways Agency in terms of development proposals and measures to promote sustainability.  It is intended that such links will be further developed, to mutual benefit. 

3.4.6 The County Primary Road Network consists of the A189, A697, A68 and A1068 roads.  Significant investment has already been made to bring the A189 Spine Road up to continuous dual carriageway standard as part of a comprehensive programme of action to regenerate south east Northumberland.  The priority now is to maintain this network in good condition.  This will require a continued high level of expenditure on structural maintenance particularly on the A189 Spine Road where large sections of carriagewayare life expired and require reconstruction.

3.4.7  The County Council has also defined a strategic road network for Northumberland in compliance with the Local Authority Association’s Highway Maintenance Code of Practice.  This consists of all A and B class roads and selected C and U class roads, to provide a comprehensive network of routes to meet communities’ road transport needs, based upon such indicators as traffic flow, categories of traffic and the strategic importance of individual routes.  This network is in a generally poor condition, and in particular many of the ‘A’ class roads are in a below average condition, with long stretches of carriageway requiring major structural improvement.

3.4.8 Over recent years there has been an insufficient level of investment in the primary and strategic network to maintain them to an adequate standard, and most maintenance expenditure on the strategic network is now solely allocated to deal with the repair of hazardous defects.

3.4.9  Additional surveys are being carried out this year to provide further justification of the need for major structural carriageway maintenance.  Assessment work is also continuing on the ability of the County’s many bridges to meet the 40 tonne lorry weight limit.  Assessments carried out to date indicate that major problems exist.  There will be a need for continuing high levels of expenditure to maintain the County’s existing road network to an acceptable standard, and the strategy of the Local Transport Plan is to develop a prioritised programme of road and bridge repair and reconstruction based on bringing the network, particularly the Primary Road Network, up to an acceptable standard in the longer term. Further details are contained in the section: ‘A Strategy for the Road Network - Road Maintenance.’

3.4.10 It is proposed to seek funding for provision of the Morpeth Northern Bypass Stage 1 which will provide a safer direct route on to the A1 for southbound traffic from Morpeth thereby relieving some of the traffic which uses roads in Morpeth town, particularly the town centre and over Telford Bridge. The proposal will also act as the first phase of an improved road link from the A1 (T) to the south east of the county.

3.4.11 Any new construction needed to enable development will be wholly or mainly funded from the proceeds of the development with LTP capital only used in limited cases as gap funding where desirable development to meet community needs would not otherwise be economically feasible. As a general principle, the County Council sees demand management as the primary tool for reducing congestion and the adverse effects of traffic upon the environment.

The Rail Network

3.4.12  Northumberland is served by a significant rail network which includes the East Coast main line between London, Newcastle and Edinburgh, and the Tyne Valley line linking the East and West Coast main lines.  There is also a network of freight lines within south east Northumberland.

3.4.13 Investment is needed to increase capacity on the existing passenger network to enable more frequent, faster and reliable services between the County’s main towns and Tyneside and Edinburgh and, in particular, to assist in achieving modal transfer from road to rail for commuter journeys.  Investment is also needed in the Ashington, Blyth and Tyne freight line to enable it to provide passenger services.  By means of its input into the passenger rail re-franchising process, the County Council will aim to secure the highest standards of service available, and will maintain dialogue during and beyond the franchising process, with the Strategic Rail Authority.

3.4.14  The main railway lines in the County provide important links to the national freight network, and carry considerable volumes of freight traffic.  The LTP strategy is that the maximum amount of freight within the County is carried by rail. Investment by Railtrack and rail operating companies in track improvements and rolling stock will be encouraged, to enable heavy freight traffic to be transferred where possible from road to rail.

3.4.15  As part of the planning process, wherever possible new development which generates large quantities of freight particularly bulky or dangerous materials will be located at sites which are or which can be connected to the rail network. Local Plans should provide appropriate provision for warehouse and distribution depots in locations which can be accessed both by the rail and road network, in order to assist transfer of freight from road to rail, and to allow the transfer of bulk rail-borne freight into smaller road vehicles for local distribution.

3.4.16  The Aln Valley Railway Preservation Society and The Northumberland Estates are working, withsupport from Alnwick District Council to re-open a section of former railway between Alnmouth and Alnwick for leisure, park and ride and commuter train trips. Consultants are about to be appointed to progress the scheme to an RPP bid. The commercial line would include services to Alnwick, Widdrington and Pegswood on an extension to the Morpeth service. Preliminary discussions with operators Northern Spirit have been positive.

3.4.17  The 2000 Railtrack Network Management Statement indicates the company’s plans for investment in railway infrastructure in Northumberland.  These include the achievement of faster line speeds on the Newcastle to Carlisle line, increased capacity on the East Coast Main Line, and co-operation with the planned passenger service on the Ashington Blyth and Tyne railway.  The County Council hopes that these necessary works will be carried out as soon as possible, so that the County’s rail network can accommodate more traffic. At Belford on the East Coast Main Line, a proposal to re-introduce passenger train services is being actively promoted by the local community. By the provision of a simple halt facility off the main line, the existing Newcastle to Chathill service can be expanded; the empty stock already travels to Belford to change lines. At present the service comprises two trains per day, but once the station is established there is potential for the level of services to be increased. Grants have been sought from a variety of sources and the proposal is supported by the County Council and by Alnwick and Berwick Borough Councils as an innovative, low cost solution to the public transport needs of the Belford area.

Ports and Airports

3.4.18  The County Council recognises the importance of successful ports and airports within a sustainable transport strategy.

3.4.19  The two main ports in Northumberland are Berwick-upon-Tweed (Tweedmouth), and Blyth.  Berwick handles mainly wheat, flour and aggregates. It is strategically placed as the only port of any size between the Firth of Forth and Blyth, and the movement of such goods through the port ensures the viability of the extractive and agricultural economy of north Northumberland and the Scottish Borders, as well as reducing the flow of goods transported by road, particularly the A1.  The Port of Blyth handles bulk flows of commodities such as paper and coal, mainly from continental Europe.  It is a major local employer, and the presence of the port facility helps to promote the adjacent area of south east Northumberland as a location for inward investment and for regeneration. Amble and Seahouses are the two other ports in Northumberland. 

3.4.20  The County Council will therefore seek to maintain and increase the tonnage of freight moved through these ports. Outside of the County, but of regional significance, is the Port of Tyne.  Both passenger traffic to continental Europe and worldwide freight shipments take place on the Tyne, with berths on both sides of the river.  The amount of traffic is increasing, and the County Council will support, at a regional level, the maintenance of good road and rail access to the Port.

3.4.21  The County Council also supports the expansion of Newcastle International Airport, and acknowledges the Airport Company’s commitment to more sustainable surface access policies, in particular the introduction of improved public transport interchange facilities.  Further details can be found within the section describing Airport Surface Access.