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Home > Local Transport Document > Transport Strategies > Choice & Opportunities
NORTHUMBERLANDFULL LOCAL TRANSPORT PLAN2001 - 20064. LOCAL TRANSPORT STRATEGIES
4.1 Increasing travel choice and opportunities for sustainable travel· 4.1.1 A STRATEGY FOR CYCLING AND WALKING · Walking Strategy · Cycling Strategy · 4.1.2 A STRATEGY FOR PUBLIC TRANSPORT · Bus Strategy · Public Transport Interchange · Public Transport Information · Passenger Rail Strategy · Taxi and Private Hire Vehicle Strategy · 4.1.3 A STRATEGY FOR THE JOURNEY TO SCHOOL · 4.1.4 A STRATEGY FOR THE JOURNEY TO WORK · 4.1.5 STRATEGY FOR SOCIAL INCLUSION · Community Transport · Improved Access For Disabled People · 4.1.6 COMMUNITY SAFETY STRATEGY · 4.1.7 A STRATEGY FOR STREET LIGHTING
4.1 Increasing Travel Choice and Opportunities for Sustainable Travel4.1.1 A STRATEGY FOR WALKING AND CYCLINGWALKING STRATEGY a) Policy Context 4.1.1.1 As with cycling, previous Transport Policies and Programmes and the LTP have recognised that walking, particularly in relation to short journeys, has an important role to play in combating congestion and pollution. There are also health benefits to a nation which suffers a high mortality rate from heart attack and strokes.
4.1.1.2 In March 2000 the Government published advice to local authorities on encouraging walking. Many of the concepts embodied in the document are already incorporated into this authority’s policies and all highway and transport projects take account of the needs of pedestrians. 4.1.1.3 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 their 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. b) Problems and Opportunities 4.1.1.4 As with cycling, many people are now reluctant to walk even relatively short distances, preferring the convenience of the motor car. The situation is exacerbated in congested areas, where pedestrians may experience difficulty when crossing the road and feel threatened by the noise and fumes from passing traffic. 4.1.1.5 A national campaign to highlight the benefits of walking, which depicts pedestrians as environmentally friendly and healthy individuals would help to change the attitude of the population. Such a campaign allied to an integrated approach to transport which puts the interest of pedestrians above the motorist should provide dividends. The designation and creation of safe pedestrian routes, the provision of pedestrian crossing facilities and the use of an array of traffic management techniques would all help to encourage more journeys to be made on foot. c) Specific Objectives
As part of an integrated approach to transport, to offer improved opportunities for journeys to be undertaken on foot, in a safe environment, in order to reduce congestion and pollution and to improve the general health of the population. d) Strategy 4.1.1.6 The County Council encourages walking in many ways through the actions of various departments and it is anticipated that the publication of the Government’s “Encouraging Walking” will provide a foundation on which to build a more comprehensive and co-ordinated local walking strategy. 4.1.1.7 This Authority’s approach to sustainable transport recognises the importance of both walking and cycling for shorter journeys and implicitly, measures provided for cyclists, including new cycle paths and “toucan” crossings will also benefit pedestrians. 4.1.1.8 To encourage walking and to safeguard pedestrians the authority employs over 150 school crossing patrols and through its own research, and in response to specific requests, considers the provision of pedestrian crossings, pedestrian phases at traffic lights, refuges and guard rails as well as dropped kerbs, tactile paving and hand rails to assist disadvantaged pedestrians. As part of the School Travel Plans project (detailed elsewhere in the LTP), “Walk to School Weeks” are held in conjunction with Age Concern, health authorities and the County Education Department. These aim to involve the local community in road safety and walking issues. In addition, the current capital programme and the Road Safety Strategy advocate remedial measures to deal with pedestrian injury accident locations. The 2000/01 capital programme made further provision for pedestrians, by the allocation of over £90,000 to works to directly benefit pedestrians. Other schemes such as traffic calming will bring indirect benefits to pedestrians. This commitment will be continued in future capital programmes. 4.1.1.9 Through traffic regulation orders and other traffic management techniques, the County Council, in association with district councils, has introduced pedestrianised areas in the town centres of Alnwick, Ashington, Blyth, Haltwhistle and Hexham. Consultations continue, and further specific comprehensive proposals are currently under consideration in relation to Waterloo Road and Regent Street (both Blyth) and also Fore Street in Hexham. Further proposals will be developed. 4.1.1.10 The interests of pedestrians are safeguarded by local plan and land use policies and also the Local Agenda 21 Forum which seeks to promote sustainable development. The Highways Maintenance Strategy has developed a Strategic Footpath Network incorporating School Travel Plans in order to prioritise resource allocation. 4.1.1.11 Allied to the above strategies, it is the aim of this authority’s Countryside Service to seek the involvement of local people and the community at large in the care and maintenance of public rights of way. The Countryside Service works with public transport operators to assist those without private transport and to reduce car usage, and also arranges an extensive programme of activities and events designed to introduce the public to the attractions of the Northumberland countryside. e) Policies
maintain and promote networks of pedestrian priority routes within towns, villages and neighbourhoods as part of integrated action plans
implement measures that give a greater priority to the pedestrian over the private car and increase both road and personal safety, especially on main pedestrian routes in towns, villages and neighbourhoods
identify and develop pedestrian routes for children to travel to and from schools more safely (TARGET 1)
provide suitable pedestrian crossing facilities at sites where they can be justified on factors that include the number of pedestrian accidents, the level of vehicle/ pedestrian conflict and the degree of difficulty in crossing the road. (TARGETS 2,3)
use the maintenance management system to annually assess the footway network in the County and allocate resources according to needs
make better provision for pedestrians in shopping, residential areas and at public transport interchanges through town centre enhancements, traffic calming schemes, and by ensuring such high standards are adopted for commercial developments
ensure that pedestrians' needs are considered as part of new housing, retail and leisure developments, road improvements and traffic management schemes and that facilities are provided to satisfy those needs
promote walking amongst its own staff, in schools and with employers, especially as a means of travel between home and work and for children between home and school (TARGETS 5,6,7,8)
CYCLING STRATEGY a) Policy Context 4.1.1.12 Northumberland County Council’s policy on cycling is in line with national policy and aims to promote safe cycling, particularly for shorter journeys, in order to reduce congestion and pollution and also to improve health and leisure opportunities for the community. b) Problems and Opportunities 4.1.1.13 The main problem is one of persuading people that cycling is a safe and viable travel option. The general perception is that cycling is dangerous and the attitude of motorists towards cyclists is a further obstacle. There is however an opportunity, particularly at a national level, for the Government to carry out a long-term campaign aimed at changing attitudes and perceptions towards cycling. c) Specific Objectives
To increase cycle use in line with national targets (TARGET 9)
To continue to provide cycling networks in targeted urban areas.
To continue to link major settlements to the South East Northumberland Cycle Network. (TARGET 10)
To complete the ‘Coast and Castles’ cycle route between Berwick-upon-Tweed and Seaton Sluice. (TARGET 11)
To make significant progress on the provision of the ‘Tyne Valley’ cycle route between Carlisle and Newcastle-upon-Tyne. (TARGET 12)
To explore with district councils the opportunities for providing secure cycle parking and other initiatives in town centres and at transport interchanges
To establish a Local Cycle Strategy for Northumberland in accordance with the hierarchical approach recommended by IHT/ DETR/CTC/ Bicycle Association publication: Cycle Friendly Infrastructure, Guidelines for Planning and Design (1996) with due recognition to local circumstances. (TARGET 13) d) Strategy 4.1.1.14 The strategy has been to develop routes throughout south east Northumberland, building on the extensive network of cycleways which exist in Cramlington (See Figure 11). In recent years the surface of the cycleways in the town has been refurbished using a distinctive red material, access has been improved by a programme to provide more dropped kerbs and an extensive scheme providing signposts and road markings has been introduced. The Cramlington cycleway network has been linked to a network of cycleways under construction in Blyth by the provision of a purpose built cycleway along the A1061 South Newsham Bypass. A link has also been provided via the A189 Spine Road to Bedlington, Ashington and Newbiggin thereby creating a network of cycleways in the relatively densely populated south east of the County. Further work to continue to improve the cycleway networks in Blyth and Newbiggin has been funded from County Council Capital Programmes and this is viewed as an ongoing commitment. 4.1.1.15 It is recognised that in urban areas, where
possible, cycling should be accommodated within the carriageway and this has
been achieved by a link to Ashington Town Centre funded by One NorthEast. However, for more rural cycleways separate
facilities can be more appropriate, and a popular cycle route has successfully
been created between the settlements of Pegswood and Ashington by designating a
rural footway, outside the 30 mph limit, as a joint pedestrian/cycleway and the
policy would allow for similar proposals in appropriate locations. FIGURE 10 LEISURE CYCLE ROUTES IN NORTHUMBERLAND
FIGURE 11 PROPOSED SOUTH EAST NORTHUMBERLAND CYCLE NETWORK
4.1.1.16 Allied to the provision of cycleways in urban areas, secure (Sheffield type) parking stands have been provided at common destinations including, town centres, libraries, schools and rail stations. In addition a number of “toucan” crossings have been provided as well as designated on- carriageway cycle lanes and recently the first advanced stop line for cyclists was provided at a traffic light controlled junction in Ashington. 4.1.1.17 The County Council has endorsed the National Cycle Network and is working with Sustrans to provide the Coast and Castles, C2C2 (Reivers), Tyne Valley, and Pennine Cycleway routes (See Figure 10) and is also involved in the National Byway and The North Sea Cycle Circuit. To achieve these routes it is working with many other local authorities and the Highways Agency and has received funding from One NorthEast, Northumbrian Water Environmental Trust (NWET), European Regional Development Funding (ERDF) and has also had generous assistance from Alcan and RJB Mining. It is recognised that long distance cycle routes primarily encourage leisure and tourism pursuits. However, it is believed that many cyclists need to be introduced to leisure cycling before they graduate to utility cycling. It is also practice to incorporate “loops” into long distance cycleways in order that they may add to the local transport infrastructure. 4.1.1.18 Sustainable travel and the interests of cyclists have been integrated into structure plans, local plans and the Transport Policies and Programme which was the forerunner of the Local Transport Plan. Other policy documents on the subjects of environment, education, health and leisure have also recognised the role that an increase in cycling can play. 41.1.19 With the backing of these policy documents both County and District Development Control Section have been successful in ensuring that developers provide for the needs of cyclists within new developments. The interests of cyclists are considered as an intrinsic part of the design of new housing, retail and leisure developments, road improvement and traffic management schemes with independent cycling audits being carried out by the Safety Engineering Team. 4.1.1.20 The safety of cyclists is given high priority by the Safety Engineering Team in the preparation of the Road Safety Plan. 4.1.1.21 Through the Public Transport Team, bus and rail operators are encouraged to make more provision for cyclists and through the Local Agenda 21 Forum, employers are encouraged to remove barriers to cycling by the provision of changing facilities, secure parking and, where appropriate, other incentives. 4.1.1.22 The County Council promotes and encourages cycling through its involvement with high profile long distance cycle routes. It also works with local district councils and neighbouring authorities to co-ordinate events for National Bike Week, cycling exhibitions and the launch of major new routes. In this latter respect, the County Council is co-operating with Sustrans to ensure that as the Coast and Castles route from North Tyneside to the Scottish border is secured. Cycling is also promoted through regular fun rides with individual events attracting over 600 participants who are challenged to “Ride Five Miles for a Healthy Heart”. The latest of these events was in June 2000 with a family fun ride from Cramlington to Blyth. The fun rides are organised with assistance from the Northumberland Health Authority, district councils, local businesses and cycling organisations. The profile of cycling is also raised by attendance at such events as the Millennium Festival at Alnwick in June 2000 where the County Council joined forces with other organisations to promote the image of cycling. The County Council is also keen to work with other local authorities in setting up a Regional Cycling Forum. 4.1.1.23 Cycle education and training is carried out by the Road Safety Officer who works closely with education and health authorities to improve children’s’ awareness of the risks involved and to introduce measures to reduce these risks. 4.1.1.24 The County Council has endorsed the National Cycling Strategy and is endeavouring to produce a local strategy which will set local targets. To this end the County Council has placed a contract with the University of Sunderland for cordon and corridor counts to be taken at Ashington and Blyth, in order to establish a local baseline datum. The surveys will be repeated annually, in order to monitor progress towards local targets. e) Policies
ensure that cyclists' needs are considered as part of new housing, retail and leisure developments, road improvements and traffic management schemes and that facilities are provided to satisfy those needs. (TARGET 9)
develop separate cycle routes and identify sign-posted routes along quiet roads in urban areas (TARGET 10)
provide cycle lanes on radial routes within urban areas. (TARGET 9,10)
provide cycle parking facilities at public facilities, shopping centres and other appropriate locations. (TARGET 9,10)
encourage employers to provide secure cycle storage and changing facilities at places of work. (TARGET 9,10)
develop and promote cycle facilities alongside main roads between towns where there is a requirement and it is practical to do so. (TARGET 9,10)
as part of travel plans identify and develop safe cycle routes to promote cycling in schools, amongst its own staff and with employers, especially as a means of travel between home and work and for children between home and school. (TARGETS 5,6,7,9)
encourage cycle training for both children and adults. (TARGET 14)
make Traffic Regulation Orders to provide cycle routes in cases where there is likely to be a distinct benefit to the community on the grounds of increased safety, amenity and/or improved traffic flow. 4.1.2 A STRATEGY FOR PUBLIC TRANSPORTPUBLIC TRANSPORT OVERALL OBJECTIVES
In partnership with public transport providers widen travel choices
In partnership with public transport providers make bus services part of an integrated transport network
In partnership with public transport providers improve rural transport
In partnership with public transport providers respond to user requirements
In partnership with public transport providers make services accessible for people with disabilities
Promote social inclusion BUS STRATEGY a) Policy Context 4.1.2.1 The County Council receives from bus operators copies of all timetable proposals before they are registered with the Traffic Commissioner. The County Council is required to assess the services which are operated commercially, and has powers to secure additional services if the level of service to be provided does not meet that which it believes to be necessary. 4.1.2.2 In addition to these formal powers, the County Council is able to improve bus services by discussing its requirements and getting the co-operation of bus operators to make improvements. This process can be supported by the County Council undertaking to make improvements, usually to roadside facilities or publicity, in a "Quality Partnership" approach. b) Problems/Opportunities 4.1.2.3 Transport congestion and pollution occurring within Tyne & Wear, involves residents travelling to and from Northumberland and there is a need to reduce private car use on routes into the regional centre, Newcastle-upon-Tyne. Improvements to bus services will help to achieve this. 4.1.2.4 As well as this strategic problem, there are also more problems and opportunities specific to the existing bus network within Northumberland which need to be addressed. 4.1.2.5 The bus has a role to ease pressure on existing car parks and address congestion in town centres, by attracting people within towns to leave their cars at home and use the bus. The bus may also attract tourists and visitors to the countryside who will use public transport. Visitors coming by public transport can make a lower impact on the environment, spend more in the local economy, and public transport provides access to all households irrespective of whether or not they have a car. C) Strategy 4.1.2.6 Travel choice for those with a car means the choice to leave the car at home. For some journeys walking, cycling or lift-sharing may be an alternative, and for some it is possible to travel by train. For all other journeys, the alternative is the bus, and routes serve nearly all settlements in Northumberland. Sometimes the bus is a very good alternative with attractive comfortable vehicles, frequent and reliable timetables and quick door- to- door journeys. However, there are many other times when the existing bus services would not be considered as an attractive alternative to the car. 4.1.2.7 To attract car users the strategy will be to improve quality where it will have the maximum impact on car use. It will sometimes involve improving the quality of some services which are already the best in the County. It will be a partnership approach in which the County Council will improve:
and bus operators agree to maintain high standards of:
4.1.2.8 There will be a particular focus on improving town services as a good alternative to the car for local shopping trips. The disparity in cost between annual car parking passes and local bus fares is such that for the cost of a few bus trips, motorists can park for a whole year. There will be attempts to address this in the development of a car parking policy for the County involving discussions with bus operators on town bus service fares structures. The policy for parking is described in detail at paragraph 4.2.2.4. 4.1.2.9 Parking provision in market towns will continue to cater for those coming in from country areas, however the County Council will encourage public transport providers to improvetown bus services to make them an attractive alternative to the car for people living in the towns. The County Council will contribute to the provision of improved access to public transport and improved passenger waiting facilities at Alnwick, Ashington, Bedlington, Berwick, Blyth, Cramlington, Hexham, Morpeth and Prudhoe. 4.1.2.10 Travel choice for those without a car means the choice to reach and return from a range of destinations, and to choose the time of travel. The strategy will be to develop the network to provide services which will meet specific needs and requests. Priority will be given to services which make connections and fill gaps in the network. 4.1.2.11 Buses also
provide travel choice to visitors, and a number of bus services are supported
which improve the access by public transport to visitor attractions. A further study of access to Hadrian’s Wall
has been completed and its recommendations are taken into account in this full
LTP.
4.1.2.12 Many of the bus routes in Northumberland arise from a period in which bus and train services competed with each other. Buses connected with buses and trains with trains. Now that the main competitor to both is the private car, buses and trains can each benefit from connecting with each other. There are difficulties in getting a fair deal for buses in through ticket deals with rail companies. The County Council will press for the situation to be improved, and will in the meantime provide financial support for selected through ticket arrangements. 4.1.2.13 The categorisation of roads will continue to have regard to those which are used by buses and the programmes for winter maintenance, maintaining the quality of the road service and arrangements for road works shall all have regard to the impact upon the quality and reliability of bus services. 4.1.2.14 It is in the rural areas that the travel choice of those without a car is most constrained. Rural bus services will be reviewed in an annual programme of area reviews to ensure that expenditure is used as efficiently as possible, to widen travel choices and increase accessibility. These reviews are conducted jointly with Education Transport, to ensure that there is good integration between contracts for Education and for Public Transport. 4.1.2.15 It is recognised that in some areas it is not possible to meet all needs with fixed bus routes and some experiments with variable routes and demand responsive services will be considered. Closer liaison with Social Services Transport is being discussed. Care will be taken to ensure that these are attractive to users and continue to be a good use of resources. 4.1.2.16 There is need for great attention to detail in the design of rural services if they are to meet the needs of the area. Rural Partnerships in Tynedale, North Northumberland and the Coalfields area have already identified the potential for improvement, and Rural Partnership Officers working in these areas will be able to work with local people to pursue detailed proposals. Care will be taken to ensure that new proposals do not adversely impact upon the viability of commercial bus services in the areas concerned. 4.1.2.17 In the past buses were used for distribution of parcels and mail order in rural areas. A number of post buses continue to do this. The Rural Partnership Officers will be able to consider whether variable route and demand responsive services will be able to deliver parcels and mail order items. 4.1.2.18 The County Council has for many years arranged regular bus working groups in different parts of Northumberland. Consideration is being given to broadening the scope of these groups, and in association with the Rural Transport Partnerships, to include agencies which have an interest in better bus services and representatives of transport users. 4.1.2.19 Disability affects travel opportunities in a variety of ways. For some people it means that they cannot drive and they have no alternative to the bus network. For others they can drive but their disability means that they have difficulty boarding or sitting on buses. For others their disability means that they have difficulty understanding the routes and timetables and need assistance in planning a route or when travelling. 4.1.2.20 The strategy addresses these problems in different ways:
4.1.2.21 Those proposals which fill gaps in the network of services will provide additional journey opportunities for people who do not have access to a car. d) Policies
work in partnership with public transport providers to improve quality of bus services where it will have the maximum impact on reducing car use. (TARGET 15)
work in partnership with public transport providers to improve town bus services as a good alternative to the car for local shopping trips. (TARGET 15)
work in partnership with public transport providers to develop the bus network to provide services which make connections and fill gaps in the network.
work in partnership with public transport providers to improve the access by public transport to visitor attractions. (TARGET 16)
press for a fair deal for buses in through ticket deals with rail companies and will in the meantime provide financial support for selected through ticket arrangements.
area reviews of contracts will be conducted jointly with Education Transport to ensure that there is good integration between contracts for Education and for Public Transport.
continue to convene regular bus working groups in different parts of Northumberland.
ensure the continued operation of Rural Transport Partnerships in Tynedale, North Northumberland and the Coalfields area and extend the partnership approach to the rest of the county.
To work with authorities in Tyne and Wear to create Primary Upgraded Bus Routes to Newcastle from Prudhoe, Cramlington and Blyth.
PUBLIC TRANSPORT INTERCHANGE a) Policy Context 4.1.2.22 Recent public sector support for transport has rarely addressed improved public transport interchange, because of the emphasis on sustaining services at or beyond the margins of commercial profitably. If public transport is to be an alternative to the car, interchange between route and modes must be improved. Many journeys cannot be made without interchanging between services. 4.1.2.23 Members of the public who already use or are considering whether to use public transport for journeys may feel vulnerable to crime when it is dark. 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 their area. b) Problems/Opportunities 4.1.2.24 Considerations of security, vandalism and traffic congestion sometimes make bus stations unattractive and give a preference for use of on-street facilities. In some places these on-street facilities need to be improved with better shelters, lighting and information. 4.1.2.25 Some bus stations still have a useful role, but are all in need of improvements to passenger comfort and security and resistance to vandalism. 4.1.2.26 This section also considers measures for improvement of waiting and information at all bus stops. All bus stops are an interchange between bus and walk modes and there are many requests for improved waiting facilities. c) Strategy 4.1.2.27 To develop public transport as a viable alternative to the car the ‘penalty’ that is paid by public transport passengers in terms of time, inconvenience and cost must be overcome. This will attempt to make the journey as ‘seamless’ as possible and can be achieved by improved co-ordination between bus/rail and bus/bus to minimise waiting times, and improved information on services, including where practicable ‘real-time’ information. The comfort and security of interchanging passengers must be achieved by providing clean, dry, and airy waiting areas with supervision or CCTV. Interchange between services must be with the minimum of walking. Access for buses and taxis must be safe for pedestrians and reasonably direct for services that are not terminating. Finally, methods of integrated ticketing must be developed to provide ease of travel with the minimum ‘re-charging’ of passengers when changing modes. 4.1.2.28 The development of interchanges helps develop a network and thereby the range of destinations and frequency of service which is available. Central Newcastle, Regent Centre, Four Lane Ends, West Monkseaton and Whitley Bay are some of the most important interchanges for Northumberland passengers, particularly for access to the regional and national network. Continued close co-operation is needed with Nexus, to plan and improve these interchanges to meet the needs of passengers to and from Northumberland. 4.1.2.29 Having to change bus is usually considered a less attractive option than a through bus, and is a disadvantage to travel which does not arise in using the car. Efforts to reduce the waiting time and improve the facilities at interchanges will help overcome this disadvantage, and improve the relative attractiveness of public transport against the car. 4.1.2.30 Consideration needs to be given to how buses access interchanges and the opportunities to reduce conflict with other traffic and pedestrians, and reduce delays to buses. 4.1.2.31 The provision of suitable places for people to wait for buses shall be regarded as a normal part of managing the highway. People waiting for buses should be safe from traffic and safe from personal attack. A minimum requirement should be a small hard standing marked by a bus stop pole and flag. It is intended to apply "Bus Stop" markings on the road surface, and to provide a shelter and timetable information cases at the main stops in each settlement. Bus stop protection orders will be introduced where appropriate, particularly in urban areas. 4.1.2.32 The principal interchange points for the rural areas are identified as: Alnmouth, Rail Station Alnwick, Bus Station Ashington, Bus Station Beal, Holy Island Road End Bedlington, Red Lion Bellingham Berwick, Rail Station Berwick, Golden Square Blyth, Post Office Cramlington, Dudley Lane Haltwhistle, Rail Station Hexham, Bus Station Hexham, Rail Station Longframlington Morpeth, Bus Station Newcastle Airport Seaton Delaval Widdrington Station Wooler, Bus Station 4.1.2.33 A schedule is available indicating the nature of the interchange made at each and the facilities available. There is scope for improvements to facilities at most of these locations. 4.1.2.34 There are a number of locations where schoolchildren are required to change from feeder services to the main service. The suitability of facilities at these points will be considered when changes are proposed during the contract review process. 4.1.2.35 Whereas most of the above interchanges are in settlements, taxi to bus, cycle to bus and lift to bus can all take place at almost any bus stop and interchange to rail can also take place at rural rail stations which, even if the stations for a town, may be located out of the town at a point with only very basic facilities. Bus operators will be encouraged to report additional locations which will be prioritised for improved facilities by the Rural Transport Partnerships, and in consultation at the Public Transport Working Groups. 4.1.2.36 The Public Transport Working Groups and contact with District Councils provide feedback on the facilities needed. Many Parish Councils in responding to the Rural Bus Grant consultation have referred to the need for improved bus waiting facilities. 4.1.2.37 By designating interchanges and advising people where to change between services there are opportunities to concentrate facilities at particular points, and perhaps enable justification of them through greater use. Consideration will be given to the provision of level surfaces and good lighting within and on the access to the interchanges, good kerbs for boarding buses, audio messages and staff assistance. 4.1.2.38 It will also be intended to include improvements at interchanges in quality partnerships with bus operators, so that there are complementary facilities on the buses which stop at the interchanges. Some of the measures to assist people with disabilities will also be of assistance to the wider public, some of whom will be in disadvantaged groups. d) Policies
in partnership with public transport providers reduce the waiting time and improve the facilities at public transport interchanges.
provide level surfaces and good lighting within and on the access to the interchanges, good kerbs for boarding buses, and to encourage public transport providers to make available audio messages and staff assistance.
aim to provide all bus stops, as a minimum, a small hard standing marked by a bus stop pole and flag. (TARGET 17)
continue to work in close co-operation with Nexus to plan and improve interchanges and Park & Ride in Tyne and Wear to meet the needs of passengers to and from Northumberland.
Assist District Councils to enter into contracts with advertising companies for the improvement and maintenance of bus shelters.
PUBLIC TRANSPORT INFORMATION a) Policy Context 4.1.2.39 The County Council has powers to produce timetable publicity. The Transport Bill proposes that it be made a duty to ensure that publicity is provided. Local authorities and the major transport providers in the region have formed the North of England Transport Information Service Ltd, a company to provide information services for all public transport, including a telephone enquiry service. The service uses a regional journey planner available on the internet which is provided by the Local Authorities and has within it timetables for all bus services in the region and rail services throughout the UK. b) Problems/Opportunities 4.1.2.40 Many people do not use public transport because they are unaware that it exists or do not know the timetables. This is believed particularly to affect disadvantaged groups, who may have difficulty in obtaining and interpreting information, and car users, who may not consider public transport, because they have an inaccurate impression of the level of services and quality which is available. 4.1.2.41 The County Council will develop its already high level of public transport information provision to make it easier to use and able to give more complete information, particularly about complicated journeys. c) Strategy 4.1.2.42 Information has an important part to play in widening travel choices. People do not only want to travel within Northumberland, and so increasingly the provision of information is being seen as a regional activity, which the County Council and transport operators participate in. 4.1.2.43 Support for traffic management and demand restraint is often dependent upon an improvement in the public transport alternative. Information about the public transport services which are available is the way in which car users will know about the quality of service, and the wider travel choices which are available to them. 4.1.2.44 Integration of public transport to improve connections and better facilities at interchanges will not be effective unless information systems can clearly present the wider travel choices available. This poses particular challenges for public transport information systems and the need to maintain a sophisticated public transport database. Integration requires pre-trip Journey Planner systems to plan journeys through the complexity of a public transport network and also systems to support the passenger at the interchanges. 4.1.2.45 The information needs of rural areas may differ from those of urban areas. Systems used will recognise that there are many points to access rural public transport and relatively fewer passengers using each point. Journey Planning systems enable people from a dispersed area to contact a central point, by the Internet or by telephone, and to receive information specific to their location. Maintaining and Delivering Timetable Data 4.1.2.46 Public transport information will continue to be delivered in partnership with others. Because the County Council has been heavily involved in publicising public transport there are frequent requests for timetable literature and additional roadside information. 4.1.2.47 Maintenance of many bus stop cases and poles can in itself create road traffic. So as much as possible, and especially in rural areas, local volunteers will be used to change display information, post leaflets and monitor the condition of equipment. 4.1.2.48 Village poster software will enable posters for each place to be produced automatically from the public transport database, ensuring that costs are kept in proportion to the potential level of passengers 4.1.2.49There will be increasing use of the Journey Planner website (http://www.northumberland.gov.uk/jplanner) to inform users of developments and obtain feedback. A version of the Journey Planner can be supplied to large establishments to run on their intranet computer systems. 4.1.2.50 There is close working with other authorities and bus operators. There will continue to be close working with Nexus, Durham, Cumbria County Councils and Scottish Borders Regional Council to maintain integrated timetable data across the region and into adjacent areas. There are discussions with Dumfries and Galloway Regional Councils and the North Yorkshire, to complete a second stage of integration of data. Helping People with Disabilities 4.1.2.51 There will be approaches to disability representatives for their observations and suggestions about the delivery of information, and attention will be paid to DPTAC guidelines for the production of information, in particular to the style and size of lettering and the use of colour. 4.1.2.52 The display equipment at bus stations has the potential to speak the timetable display, and it is envisaged that the facility could be activated by the RADAR devices carried by people with visual impairments. 4.1.2.53 The Journey Planner software can produce large print timetables tailored to user needs. Local information offices can produce these on demand. The Journey Planner will be developed to work with HTML readers for the visually impaired. 4.1.2.54 The information produced will promote inclusion of people in the following social categories: nNon-car owners whose travel options using the public transport network may seem greater as a result of access to the journey planner system n Visually impaired users who can access the journey planner through Internet readers, will trigger audible information at bus stations, and may benefit from attention to DPTAC requirements for the production of information. d) Policies
maintain and improve the timetable information provided.
participate in a regional telephone call centre and journey planner on the Internet. (TARGET 18)
respond to requests for information and involve volunteers in the distribution of literature and maintenance of information displays.
develop Public Transport Information to meet the needs of people with disabilities in line with DPTAC guidelines. (TARGET 19)
To develop the Journey Planner to work with HTML readers for the visually impaired. (TARGET 20)
PASSENGER RAIL strategy a) Policy Context 4.1.2.55 Responsibility for the railways has now been divided between many players, including train operating companies, Railtrack, and the Strategic Rail Authority. The legislation requires that the County Council must be consulted about most proposed changes and the County Council may provide funding to ensure that local objectives are met. 4.1.2.56 The 1999 Railtrack Network Management Statement states that the East Coast Main line within Northumberland and the Tyne Valley line east of Hexham have between 30% and 69% of available capacity used. The Tyne Valley line west of Hexham has less than 30% of available capacity used. 4.1.2.57 Railtrack propose additional capacity and a power upgrade between Newcastle and Edinburgh in 2003-04, and a feasibility study in 2000 to increase the line speed on the Tyne Valley line. b) Problems and Opportunities 4.1.2.58 The railways have the potential to help reduce congestion and pollution on routes into the regional centre, Newcastle-upon-Tyne. Because railways provide much of the national public transport network, they can give very effective access to the network from places in Northumberland which have, or are near, a station. The railways can in a few locations also meet needs for basic rural transport instead of a bus. Also, the railways have taken a good lead in providing wheelchair access, reductions in fares and the provision of staff assistance to people with disabilities. c) Strategy 4.1.2.59 Railways bring transport choice to an area of the County much wider than the corridors they run through as people drive or catch buses over some distance to get to rail stations, because of the speed advantages or direct services to other parts of the country without the need to change trains. The railway companies and the Strategic Rail Authority are being asked to stop a train at Morpeth, Alnmouth and Berwick once an hour in each direction so as to provide more consistent access to the rail network for north Northumberland and improve north - south travel within the County as an alternative transport choice to the A1. 4.1.2.60 Railways also provide an alternative means of getting into the town and city centres which is clear of traffic congestion. All railways into Newcastle-upon-Tyne can be developed to help relieve road traffic congestion. 4.1.2.61 Rail services are quite well integrated with each other, but are less well integrated with the bus services which can bring the passengers to the rail stations. Railway companies will be encouraged to promote the role of feeder buses in developing their services, and the need for co-ordinated timetables and through tickets. 4.1.2.62 There are a number of rural rail stations within Northumberland, and the rail services which call at them provide a useful addition to the rural transport network. A balance must be struck between providing services to all these stations and maintaining good end-to-end times for the majority of passengers. Where fast line speeds make it difficult to schedule additional stops at rural stations, the use of existing or new passing loops for new stations may open up possibilities which can be explored. There is more scope on the Tyne Valley line for improved levels of service at rural stations. 4.1.2.63 Progress is being made on the reopening of the Alnwick to Alnmouth rail line as a tourism and commuter route with the appointment of consultants to prepare a bid for RPP funding. The line is being promoted by Northumberland Estates and is supported by both County and District Councils. The commercial line will include services between Alnwick, Widdrington and Pegswood to link with the Morpeth service. Preliminary discussions with Northern Spirit have been positive. 4.1.2.64 Passenger rail services can contribute to the viability of railways that are also available for freight. It is recognised that sometimes there can be capacity constraints, and that passenger and freight must compete for the space available. 4.1.2.65 The railways have taken a good lead in providing wheelchair access, reductions in fares and the provision of staff assistance to people with disabilities. d) Policies
In partnership with others establish a passenger train service operating between Ashington and Newcastle-upon-Tyne, including interchange facilities with the Metro system at Backworth. (TARGET 21)
encourage the companies and agencies responsible for the railways to develop their services and where necessary undertake studies to establish what opportunities are available.
encourage train operators to provide regular, reliable and frequent local services on the East Coast Main line and Tyne Valley line.
work with Nexus to improve the frequency of service between Cramlington and Newcastle and to support their proposals for additional stations between Cramlington and Newcastle, in particular by enabling a new relocated station at Cramlington as part of the development of the south-west sector of Cramlington.
support the proposals of the Aln Valley Railway Preservation Society and Northumberland Estates to re-open a section of the former railway between Alnmouth and Alnwick for leisure and commuter train trips.
Support the reopening of Belford Station for which a financial allocation has been made in the 2000-2001 financial year. (TARGET 22)
Continue to work with other local authorities develop the rail network. FIGURE 13 NORTHUMBERLAND’S RAIL INFRASTRUCTURE
TAXI AND PRIVATE HIRE VEHICLE STRATEGY a) Policy Context 4.1.2.66 Taxis and private hire vehicles can contribute to an integrated transport system and fill a gap in services that conventional public transport cannot. District councils are the licensing authority for taxis in Northumberland and the County Council works closely with district councils in considering the provision of taxi ranks in central locations. The Transport Act 1985 gave powers to taxi operation with a view to enhancing their role as transport providers, however take up of these provisions has been limited. b) Problems and Opportunities 4.1.2.67 The function of District Councils, as licensing authorities, for taxis and private hire vehicles is primarily one of control. It is not directly related to the transport function of the vehicles, although it is recognised that they play an important role in overall transport provision and are widely used by people who do not own a private car. 4.1.2.68 Location of taxi ranks must be suitable to all parties if they are to be attractive to potential users and the taxi trade. For instance a taxi rank operates from within a traffic-restricted zone in Ashington and ranks are sited centrally in other town centres in the County. Currently there are no bus lanes in Northumberland, which could be considered for joint taxi use. 4.1.2.69 Under the Transport Act 1985 licensed taxi operators have the opportunity to hold a special restricted PSV operators licence. This enables them to provide registered local bus services, subject to a restriction of two vehicles. There are also provisions within the Public Passenger Vehicles Act 1981 enabling taxis and private hire vehicles to be used to provide services which carry passengers at separate fares. A service of this type is currently operated between Guyzance and Amble. 4.1.2.70 Castle Morpeth Borough Council also operates a taxi voucher scheme on request for pensioners not able to travel by bus, subject to eligibility criteria and this is an area where similar schemes could be considered in other districts. c) Specific Objectives
encourage the taxi and private hire vehicle trades to take a full role in the provision of transport
work with the District Councils to quantify the need for and the location of taxi ranks. d) Strategy 4.1.2.71 The strategy for taxis and private hire vehicles will be to encourage their use for the following types of journey:
e) Policies
work with District Councils to make provision for taxis and private hire vehicles ranks in urban areas both on and off street, where appropriate, and in association with major developments 4.1.3 A STRATEGY FOR THE JOURNEY TO SCHOOLa) Policy Context 4.1.3.1 The Council considers that a structured approach to the development of school travel plans has the power to make a real impact on congestion and car dependency when used as part of a strategic approach to local transport planning. 4.1.3.2 School children when making journeys to and from school are particularly vulnerable to other road users or crime when it is dark. 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 their area. The provision of street lighting is recognised as a potential method of discouraging certain types of crime during the hours of darkness. b) Problems and Opportunities 4.1.3.3 Tables 1 and 2 show the number of road casualties involving children going to and from school by severity and mode of transport. The tables cover all traffic accidents on roads in Northumberland including trunk roads and for all ages of school pupils. The 1994/98 average is 50 approximately 3% of the overall casualty total for Northumberland. 36% of the accidents involve children walking to or from school. 4.1.3.4 Problems associated with parking and congestion at the school gate are known to be a major area of concern for school governors, teachers, local councils, parents and residents. 4.1.3.5 Pilot surveys have now been carried out at approximately 12% of the 145 First Schools (Year 1 to Year 4) throughout the County. These were carried out in partnership with the Area Health Authority and Age Concern and in full co-operation with school staff and head teachers. As part of each survey a ‘Walk to School’ week was organised with the declared aims of: a) Improving health and fitness. b) Raising road safety awareness. c) Reducing vehicle congestion and pollution and the problems it could create e.g. asthma. d) Improving links between the generation’s i.e. encouraging grandparents to walk children to and from school. 4.1.3.6 before and after surveys were carried out and included questionnaires together with vehicle and pedestrian counts. As part of the questionnaire parents are asked to identify perceived road safety hazards on their route to school. Initial analysis of the data shows that whilst up to 70% of the children can live within 1 mile of the school, between 40-50% travel to school by car. The main reason parents gave for using the car was ‘dropping children off on the way to work’. 4.1.3.7 Children were presented with badges and certificates for taking part in the week and the persuasion and encouragement resulted in modal shift from car to walk being 50% in some schools but virtually none at others. In all cases subsequent surveys indicated that the initial level of modal shift was not fully sustained. c) Specific Objectives
Implement school travel plans in at least 50% of Northumberland’s schools before the end of the plan period. (TARGET 1)
Obtain a sustained 10% modal shift away from car transport at targeted schools (TARGET 8)
Reduce the number of children killed or seriously injured going to and from school by at least 50% by 2010, based on an average casualty totals between 1994 and 1998 (TARGET 23) d) Strategy 4.1.3.8 It is the intention to build on the pilot surveys and introduce a more co-ordinated approach to the Safe Routes Initiative. School travel plans will be established with the aim of improving 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 investigated and implemented to discourage journeys by cars. A partnership approach will be adopted involving parents, residents, bus operators, schools, police, health authorities, local groups and businesses. 4.1.3.9 At targeted schools this will involve: a) Surveys and discussions with the relevant partners to raise awareness of school travel planning and to identify the established routes to school, modal split and actual and perceived road safety problems. b) Develop a programme of measures including engineering schemes such as 20 mph zones, traffic calming, improved pedestrian facilities, environmental improvements together with new and improved footpaths and cycleways. c) In association with the Education Authority and schools encourage the introduction of additional environmental and road safety topics within the National Curriculum. d) Promote and emphasise the benefits from available cycle training programmes. These include practical and theory training at Middle and High Schools and theory work books at First Schools. e) Introduce practical pedestrian training within First Schools. f) Together with the Health Authority, Age Concern and Road Safety Officer continue to promote regular ‘Walk to School’ weeks. g) Liaise with bus operators and school transport organisers to help facilitate modal shift from car to public transport. h) Promote the introduction of secure cycle storage facilities within the school precinct. 4.1.3.10 In 2000-01 measures to improve the journey to school for pedestrians and cyclists will be introduced at schools in Alnwick and Blyth and 20 mph speed limits will be introduced at 6 rural schools. Our school travel co-ordinator will work with 10 schools in the Hirst area of Ashington to prepare school travel plans for the area with measures where appropriate being implemented in the following two years (2001-03). Over the plan period clusters of schools in the County's main settlements will be targeted in a similar way in order to reach the overall target of introducing school travel plans in 50% of the County's schools. Schools outside of the main settlements with particular road safety and access problems will also be addressed. e) Policies
develop in partnership with pupils, parents and schools a prioritised programme of action to improve the safety of pupils on their route to school
encourage a shift towards sustainable forms of transport by providing improved facilities for pedestrians, cyclists and public transport on the route to school. Table 1 - Total Child Casualties To and From School
Table 2 - Child Casualties To and From School by Road User
4.1.4 A STRATEGY FOR THE JOURNEY TO WORK a) Policy Context 4.1.4.1 Journeys to and from work often take place during periods of peak traffic flow. Often these are the journeys least likely to be discretionary in nature. This can lead to congestion and to air and noise pollution, and possible road safety hazards for non-motorists, including school children. 4 1.4.2 Work journeys presents an opportunity to encourage sustainable practices; large numbers of people making similar journeys offer the prospect of a critical mass of demand for travel, which can be harnessed so as to minimise individual car trips to and from work, to maximise car-sharing and the use of public transport, and to promote the use of other alternatives to the car such as cycling, by the provision of appropriate workplace facilities. 4.1.4.3 The County Council sees the introduction and promotion of Travel Plans as an integral part of its commitment to reduce car dependency. In recognition of its role as a highway authority and as the largest employer in Northumberland, the County Council is mindful of the need to lead by example. To this end, a Travel Plan will be developed for the County Hall site south of Morpeth. It is a suitable location for the introduction of a Travel Plan, it is over a mile south of Morpeth town centre and is served by bus, but is too far from the central area to be within walking distance for most people. There are over one thousand employees of the County and District Councils. 4.1.4.4 Employees who already walk, cycle or use public transport or who are considering doing so for work journeys may feel more vulnerable than car drivers because of fears over road safety or personal safety. 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 their area. The provision of street lighting is recognised as a crime-reducing measure which also assists in counteracting the fear of crime. The County Council’s participation in the Northumberland Community Safety Strategy helps to identify areas where better lighting can encourage more walking and cycling. b) Problems and Opportunities 4.1.4.5 The scattered nature of employment locations can present problems with the establishment of Travel Plans. At Morpeth County Hall, a survey has shown that some employees have journeys patterns or routes inappropriate for Travel Plans. Car-sharing or the use of public transport is not suitable for everyone. In some cases, the problem can be solved by arranging lift shares from intermediate places where two or more people can meet, and one or more cars can be left to be collected on the return journey after work. An effective Travel Plan can reduce the distance travelled by single occupancy vehicles by enabling higher occupancy of vehicles which travel by routes not duplicated by public transport. This can be particularly useful at workplaces where shift patterns can make the provision of public transport uneconomic or impracticable. 4.1.4.6 The initial success of Travel Plans can be reinforced by savings in time and money which accrue from successful lift-sharing arrangements, and which are publicised to others who have not yet considered it as a commuting option. The health benefits which can result from more people walking or cycling to and from work are an opportunity to contribute in a small way towards the achievement of targets set in health strategies, which local health authorities are developing in partnership with the County Council. 4.1.4.7 Sometimes more than one form of transport can play a part. ARRIVA Northumbria and Stagecoach Cumberland buses carry accompanied bicycles on certain of their trunk routes, while the County Council will continue to encourage the operators of local rail services to provide accommodation for cycles during times of peak travel, which is not presently the case. The County Council will encourage and publicise options such as these, when developing Travel Plans. c) Specific Objectives
to widen travel choice to facilitate a shift to modes other than the private car
d) Strategy 4.1.4.8 On the basis that a Travel Plan strategy cannot realistically be marketed to others until it is in operation at the headquarters of the County Council, it is proposed to establish a Travel Plan at the County Hall worksite in doing so consideration will be given to:
4.1.4.9 Once the County Hall Travel Plan is in operation, the concept will be marketed to other major employers. An exercise has been undertaken to identify how many employment sites have sufficient numbers of employees to make the introduction of Travel Plans a feasible proposition. About 50 locations have been identified county-wide, the employment sites of over 10000 people, the majority of which are in south east Northumberland. Several of the employers are located close to each other, often situated on purpose-built industrial estates. These are the locations which appear to offer the greatest opportunities for car-sharing and for modal shift. It is intended to concentrate initially on such locations, investigating the possibilities of augmenting and improving public transport services. There have already been improvements to works services to North Seaton and Nelson Industrial Estates in Ashington and Cramlington to and from outlying areas, funded by the Rural Bus Grant. Patronage of these services has varied, however it is a guiding tenet of the Travel Plan philosophy that the introduction of a Plan will be accompanied by an evaluation of existing public transport services, and an assessment of improvements which can reasonably be justified, ensuring that there are realistic alternatives to car use.
4.1.4.10 The concept of Travel Plans has been developed in conjunction with the Northumberland Local Agenda 21 Transport Working Group, of which the County Council is a member. The Group has agreed that the introduction of Travel Plans is in accordance with traffic reduction and air quality management proposals, and supports their roll-out throughout the County, including offers of help where appropriate. The co-ordination of Travel Plans throughout Northumberland will be resource-intensive for an initial period, until such plans become well-established practice. 4.1.4.11 In rural areas it is acknowledged that scope for the introduction of Travel Plans will be limited. In these areas, it is intended to concentrate on marketing the financial benefits as well as theenvironmental and social benefits to individuals of organised car-sharing, and, wherever possible, examining the potential for community based transport schemes to plug gaps in conventionalpublic transport service provision. This work will be done by the Rural Transport Partnerships. 4.1.4.12 As with any initiative which seeks to bring about change, corporate commitment will be required, with senior staff prepared to lead by example, and staff and unions will need to be fully consulted. For Travel Plans to make a worthwhile contribution to more sustainable transport, a partnership approach will be required between the County Council, other employers, and individual employees. 4.1.4.13 Newcastle Airport already has a Travel Plan in operation. It is enmeshed within a wider strategy for increased use of public transport and reduced use of the car for work-related journeys to and from the airport. Although the airport lies just outside of Northumberland, public transport provision in the adjacent area of the County is shaped, to some extent, by the Airport’s activities. The Airport Company has helped to facilitate a new bus service, Route 101, which operates between the airport and Blyth, and it has stated its willingness to share good practice with regard to the implementation of Travel Plans and related sustainable transport initiatives. Almost 3000 people now work on the airport site, and this is forecast to increase to more than 7000 over the next ten years. With this in mind, the Airport Company is preparing a commuter plan which it will promote in partnership with on-site operators, public transport providers and trade unions. The County Council will be working closely with the Airport to achieve mutual aims in the future. 4.1.4.14 The Travel Plans programme will develop in parallel with School Travel Plans initiatives, to highlight the message that choices about travel to school or work are something that should be discussed as early as possible. Today’s schoolchildren are the potential car drivers of tomorrow; the need to emphasise the positive benefits of using alternatives to the car cannot begin too soon. The County’s School Travel Plans programme is described more fully elsewhere in the LTP. Similarly, funds allocated for measures for cyclists will be concentrated on new routes and extensions to the existing network which can be shown to encourage regular use for journeys to and from work. This will be the continuation of a policy which has been pursued by the County Council for several years, as with the cycleway network in the Wansbeck area which has been established with financial assistance from One NorthEast. FIGURE 14 TRANSPORT TO WORK BY MODE
(e) Policies nPolicy TP1 introduce a Travel Plan at the County Council’s main headquarters in Morpeth by April 2001,with a 10% modal shift by 2006. (Policy TC8 also refers) (TARGET 5,6)
introduce the concept of Travel Plans to major employers, with the objective of facilitating Travel Plans at 20% of the County’s major employers by 2006. A ‘major employer’ is defined as employing in excess of 200 people. (Policy TC8 also refers) (TARGET 7)
extend Travel Plans to other local authority, education and health authority sites in Northumberland (Policy TC8 also refers). (TARGET 24)
publicise Travel Plans among large private employers and to provide information and back-up to enable them to successfully introduce measures at the workplace. (TARGET 24)
provide information on public transport tailored to the requirements of each Travel Plan site.
carry out an audit of street lighting and footpath provision on walking routes, cycling routes and routes to public transport stops in the immediate vicinity when establishing Travel Plans at County and District Council work sites. Audit to include access for people with disabilities and arrangements for snow clearing. (TARGET 24)
developers of employment or retail sites will be expected to provide facilities for staff who walk, cycle or use public transport at the planning stage.
the use of powered two-wheelers for commuting journeys will be promoted.
4.1.5 STRATEGY FOR SOCIAL INCLUSION Community Transport a) Policy Context 4.1.5.1 The 1985 Transport Act requires authorities to have regard to the travelling needs of elderly or disabled people. In 1993 the Disabled Persons Transport Advisory Committee produced recommended specifications covering facilities such as low boarding heights, gangways, seating, hand and grab rails, communications facilities, high visibility route numbers and destination boards. The Disability Discrimination Act 1997 gives people with disabilities new rights not to be discriminated against for reasons of disability, and specifically with regard to transport, the right of access to transport facilities such as bus and rail stations.
4.1.5.2 In 1998 local authorities were given an additional Rural Bus Grant to support new bus services in rural areas, and offered the opportunity to apply for Rural Bus Challenge funds. More recently, Social Inclusion is a major theme in the Government's White Paper and Transport Bill where exclusion is seen as affecting many groups, including people in some rural areas and the young. Of particular use to Northumberland have been the Rural Transport Partnership Funds administered by the Countryside Agency, support from the Health Authorities’ HAZ (Health Action Zone) funding and matched by local and district funding.
b) Problems and Opportunities 4.1.5.3 Given the deeply rural nature of much of Northumberland, getting to and from the major towns is a serious problem for all those without access to a car. Inevitably, the sparse rural population leads to low passenger numbers, where even subsidised public transport can be difficult to sustain. 4.1.5.4 These two factors combine to aggravate the social exclusion and isolation of the young, the elderly, the unemployed, disabled people, the less well off, and all those left at home when the car driver is away. 4.1.5.5 In the County’s few urban areas, commercial revenue is often not sufficient to allow the introduction of newer, accessible vehicles on bus routes. This is particularly true of the smaller, independent operators. 4.1.5.6 Hilly terrain in many main towns and villages also presents barriers to disabled people, the elderly and those travelling with young children, leading to a need for transport over relatively small distances. 4.1.5.7 Although the cause of some problems, the remote rural areas which typify much of the County represent a major attraction to visitors. Lack of public transport into these rural areas however, also conspires to exclude many of the groups listed above from visiting. 4.1.5.8 Some people with disabilities, including wheelchair users and frail elderly people, are prevented from using conventional public transport, because of the height of steps onto and within the vehicles. c) Specific Objectives
meet specific transport needs which cannot be catered for by conventional public transport.
co-ordinate community and voluntary transport solutions with conventional transport provision
support and secure continued funding for the three Rural Transport Partnerships in the County. d) Strategy 4.1.5.9 The Transport Partnership approach, which is proving very successful in the rural areas of the County, will be developed for all areas as the means of identifying unmet needs and considering, along with Health Authorities, District Councils and voluntary agencies, what is the best way to provide for unmet transport needs. 4.1.5.10 Needs may also be quantified through local research such as Village or Community Appraisals (conducted by the Community Council Rural Development Officers with transport input from the Public Transport Team) or transport surveys of users in a particular area or particular members of the population. In some instances, professional consultants will be employed subject to the availability of external funding, to further quantify demand and to recommend solutions. 4.1.5.11 Tynedale, North Northumberland and the Rural Coalfields Partnerships have each successfully secured funding for a three-year period each to appoint a Partnership Officer and part time administrative assistance. 4.1.5.12 The County Council administers the Partnership funding, line manages and supports Partnership officers and co-ordinates these partnerships with an overall steering group: the Northumberland Accessible Transport Partnership. 4.1.5.13 Through their Action Plans, the local partnerships are encouraged to prioritise aims and objectives in the partnership area, identify and address unmet transport needs through community transport as appropriate, monitor development and report on progress. 4.1.5.14 Where a need is proven for a particular group of the population, voluntary and community transport is established using external funding resources from the Countryside Agency, Health Authorities, national and local charities and trusts, including the National Lotteries Charities Fund. 4.1.5.15 As community transport is governed by "not for profit" regulations community transport organisations are able to provide services at relatively low cost compared with commercial operators, and are therefore able to serve remoter rural areas where even secured, conventional bus services are difficult to sustain. 4.1.5.16 Organised sharing, whereby one organisation co-ordinates the minibus operation on behalf of willing minibus owners in an area maximises the availability of community bus services to disadvantaged groups. 4.1.5.17 Because of its accessible nature, community transport is often able to assist Social Services by undertaking contract work. This in turn improves cash flow for voluntary organisations. Negotiations are also taking place between established community transport organisations, ADAPT and WAT Bus, and Social Services to broker the downtime of their vehicles which would maximise the resources and potential of community transport. 5.1.6.18 Volunteers are encouraged to get involved with local transport projects. Community transport projects are recommended to insist volunteer drivers obtain the MIDAS certificate (Minibus Driver Awareness) Scheme. 4.1.5.19 Information and training is offered to groups, from access to general information and advice on best practice. An annual Rural / Community Transport Training event has been co-ordinated with Durham County Council. 4.1.5.20 In 1995 the County Council produced an ’Access Guide’ directory of minibuses owned by voluntary organisations and their availability for use. It is intended to update this document with the assistance of local Partnerships. Some of the measures to assist people with disabilities will also be of assistance to the wider public, some of whom will be in disadvantaged groups. e) Policies
encourage operators to purchase and operate vehicles which meet as many of the standards proposed by DPTAC (the Disabled Persons Advisory Committee) as possible and where appropriate give preference to contractors offering DPTAC vehicles when awarding contracts.
consider the provision of variable routes and demand responsive services with public transport providers.
encourage organised sharing of resources, including minibuses and trained drivers through transport brokerage.
Integration of Community transport with Social Services vehicles is encouraged. (TARGET 25)
To ensure the continued operation of Rural Transport Partnerships in Tynedale, North Northumberland and the Coalfields area.
The County Council will offer regular information and training to the voluntary sector to assist them in managing, securing funds for and operating community transport services dedicated to the needs of its users who are unable to access other transport services.
IMPROVED ACCESS FOR DISABLED PEOPLE a) Policy Context 4.1.5.21 The Council is committed to the needs of the disabled, in line with government advice in the Transport White Paper. The Disability Discrimination Act 1997 gives disabled people rights of access to facilities and services. This LTP is concerned with providing improved access for disabled people to town centre services and public transport facilities. 4.1.5.22 People with disabilities may be vulnerable to the actions of other road users or the incidence of crime. 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 their area. b) Problems and Opportunities 4.1.5.23 Many people with disabilities are excluded from a range of services and employment opportunities because they cannot travel to their chosen destination. The preceding section discusses the Council’s policies in relation to community transport; these will be supported by the provision of infrastructure in town centres and neighbourhoods that will provide the facilities to enable disabled people to get around more easily. c) Specific Objectives
improve access for the disabled on main pedestrian routes in town centres and in neighbourhoods (Policy TC3 also refers) (TARGET 26)
improve access for the disabled to public transport services. d) Strategy 4.1.5.24 The Council is actively involved with a number of organisations representing people with disabilities, shop mobility schemes and district-wide forums in the County. Priorities are generated from these groups and fed into the programme formulation process. A network of pedestrian priority routes has been identified in town centres and in neighbourhoods and it is on these routes that funding has been targeted in recent years. Each year an allocation has been made to ensure that facilities such as dropped kerbs, pedestrian crossings and tactile paving are provided on these routes for the benefit of disabled people. As a result, access has been improved to town centre services, public transport facilities and to schools. The general improvements to the bus network to extend services and improve interchange will provide wider travel opportunities for people with disabilities who depend upon public transport. e) Policies
ensure that the needs of disabled people are considered as part of any new development.
give priority to measures which improve access for disabled people on pedestrian priority routes in town centres and in neighbourhoods. (TARGET 26)
ensure that the placement of street furniture such a street lighting or signage does not cause danger or obstruction to people with disabilities. (TARGET 26)
support disabled access to public transport by giving priority to measures that improve access to public transport services.
involve the organisations that represent people with disabilities, in Northumberland, in the prioritisation of schemes that improve disabled access.
ensure that new public transport vehicles and improvements to interchanges incorporate accessibility features for people with disabilities.
develop public transport information to meet the needs of people with disabilities in line with DPTAC guidelines. (TARGET 19)
4.1.6 COMMUNITY SAFETY STRATEGY
a) Policy Context
4.1.6.1 Safer communities form a key element of current government policy building upon its election commitment to be both tough on crime and its causes. The County Council is supportive of the government’s commitments in terms of its 1999/2000 Strategic Statement with a clear statement of purpose to create a safer and healthier society and to tackle crime, drugs and the fear of crime.
4.1.6.2 The Strategic Statement in turn reflects the view of the public of Northumberland who have demonstrated support to the view that the Council should tackle community safety issues. (Source; Northumbria Police Authority consultation 1998, County Council Local Performance Plan consultation 1999).
4.1.6.3 Another specific objective of the County Council is to “work towards an integrated transportpolicy which reconciles transport with wider social, economic and environmental policies". The two objectives are thus complementary and when reviewing the impact directly and indirectly on community safety, this LTP makes a significant contribution to the crime reduction agenda.
4.1.6.4 The 1998 Crime & Disorder Act is wide ranging and imposes a new statutory duty on the County Council, District Councils and the Police Service to produce a three year Crime and Disorder Reduction Strategy for each district council area (section 5-7 Crime and Disorder Act 1998). These have been produced following a crime audit and consultation process.
4.1.6.5 These strategies were published in April 1999 in accordance with the legislation and were preceded by the production of six crime and disorder audits (published Dec 1998 – Jan 1999). Audits were followed by a wide ranging consultation involving the dissemination of over 2000 documents, 12 formal public forums, presentations at a further 30 forums, survey work, a consultation leaflet to every home and business in Northumberland and in some areas individual meetings with “hard to reach” groups. All six crime reduction strategies within Northumberland support the reduction of fear of crime as a key strategic objective. Youth disorder is linked to this, and public consultation places this as a matter of high concern in terms of perception of neighbourhood safety.
4.1.6.6 In addition to the responsibilities outlined above, Section 17 of the Crime and Disorder Act places a duty on the County Council “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”. For the County Council this means that community safety forms an integral part of policy and decision making processes across all functions; community safety considerations need to help shape and form service plans and permeate the culture of the organisation at all levels.
b) Problems and Opportunities
4.1.6.7 The impact of the crime and disorder reduction agenda and community safety generally is best viewed as a cross-cutting issue, with potential for impact across all LTP objectives. A synergy exists between the need to increase use of public transport, walking and cycling and the desire to reduce the fear of crime and the consequent reluctance of the public to consider them due to concern over public safety. The links with regeneration, poverty and social exclusion agendas are also apparent, in that those who have no option but to use public transport will be typically the groups who suffer the greatest potential victimisation of crime or fear of crime (i.e. women, young people, the elderly and disabled).
4.1.6.8 Almost 23,000 crimes were officially recorded in Northumberland in 1999 with almost two thirds occurring in the district areas of Castle Morpeth, Blyth Valley and Wansbeck. (The 1998 British Crime Survey indicates that only 50% of crime is officially recorded though no data is currently available for Northumberland).
4.1.6.9 A breakdown of the headline figure shows that there were 1156 violent crimes, 4328 burglaries (of which 1470 were domestic burglaries) and 4690 offences of criminal damage. In relation to vehicles, in 1999 there were 3248 thefts of, and from, vehicles across the County.
4.1.6.10 Even though crime rates are lower in Northumberland than Tyne & Wear, higher than County average crime rates do illustrate a geographical link with areas with high deprivation indices in Northumberland, the link can be made here in terms of transport that these wards generally are those with lowest car ownership rates.
4.1.6.11 Costs of crime are extremely difficult to calculate currently, however based on a conservative Police estimate, the economic value of burglary alone would be almost £3 million in 1999, counting only value of goods taken and not any damage to premises, nor the social cost of effects of crime on victims. A similar approach in terms of vehicle thefts would cost out at approximately £3 million in 1999.
4.1.6.12 The fear of crime also impacts universally across the County, regardless it seems of underlying local crime trends with survey work highlighting public concern about a range of issues including youth disorder, environmental concerns and personal safety.
c) Specific Objectives
improve the personal safety of schoolchildren who walk, cycle or use public transport on journeys to schools.
consider the concept of the whole journey to ensure that fear of crime does not discourage the public from considering use of public transport, walking and cycling as an alternative mode to the private car and implement measures as appropriate.
contribute to the Government’s national target to reduce vehicle crime by 30% over the next 5 years.
contribute to reducing crime and the fear of crime during the hours of darkness through provision of appropriate street lighting at locations where additional lighting would benefit a large proportion of the local community. (TARGETS 27,28)
ensure that cost to the community through vandalism of highway street furniture is kept to a minimum. (TARGET 29)
d) Strategy
4.1.6.13 In terms of the Councils responsibility for strategic transport planning the LTP represents a key area of community safety contribution within the County.
4.1.6.14 National research commissioned by the Department Of Transport highlighted fear of crime as a key reason for reluctance to travel on public transport, with the waiting and walking sections of the journey causing greatest anxiety in all groups, even when the bulk of the journey was by private car. (DOT 1997)
4.1.6.15 The concept of the “whole journey” is central to this issue, if even a small part of a journey is perceived as difficult due to access, road safety concerns or fear of crime, then it will be extremely difficult to achieve increased use of public transport or greener and healthier modes such as walking and cycling.
4.1.6.16 The Council’s Community Safety Team intend to work with other partners to review both security and user perceptions of safety in key transport interchange locations over the next two years, and will consult directly with public transport operators and users as part of the Crime and Disorder consultation process scheduled for 2001/2002. Transport providers will be encouraged to consider good practice examples such as the Safer Stations initiative.
4.1.6.17 Since 1990, local authorities and the police in Northumberland have developed a range of high quality police monitored Closed Circuit Television schemes in town centres across the County. Systems will cover key retail and service areas in 10 main centres of population serving resident populations of over 130,000 people by 2001. The schemes are designed to reduce crime and the fear of crime, particularly for pedestrians, and also play an important role in maintaining business confidence in town centre locations. Town Centres with CCTV coverage are as follows:
4.1.6.18 Street lighting is a key area where community safety impacts can be made. The District of Wansbeck will see the introduction of a pilot project in 2000-2001 when a study will be undertaken to establish correlation, if any, between street lighting levels and crime, specifically burglary, criminal damage, car crime and the fear of crime during the hours of darkness. The study will both develop methodology and criteria for street lighting repair and improvement and identify specific locations were night time crime is prevalent and levels of street lighting is poor or none existent. Where appropriate the County Council will look to implement lighting improvements in future years and monitor their effect on reducing levels of crime. The study is being funded from the minor works capital budget and through a contribution, sought by Wansbeck District Council, from the Police Grant Pool. If successful the intention is to undertake similar studies in each of the other five District areas of the County during the course of the LTP.
4.1.6.19 The LTP additionally supports a number of schemes that will directly impact on community safety including;
n Journey planner initiative – research indicates that concern for personal safety is reduced when clear and accurate timetabling is available which allows careful planning of journeys to minimise waiting in vulnerable locations. Pilots of real time bus information will be also important in respect of this. Recent survey work in the region by the Fair Play For Women Initiative highlighted that real time information systems were as equal a priority as discounted fares (43% of women citing this as important in a sample of 7,500 women in the region).
e) Policies
the School Travel Plan officer will consider personal safety of children during the school journey in addition to road safety.
the public will be made aware of Call Centre and Internet Journey Planners and where possible the provision of real time public transport information will be considered to minimise waiting at perceived vulnerable locations.
the County and six District Council Crime and Disorder Partnerships will review user perceptions of safety and security at key transport interchange in the County.
transport providers will also be encouraged to consider national good practice such as the Safer Stations initiative.
through development control procedures contribute to the Government’s national target to reduce vehicle crime by 30% over the next 5 years by ensuring that the design and lighting of new parking areas mitigates against vehicle theft.
in partnership with Northumbria Police locations around the County with a proven crime record will be identified where provision of street lighting could reduce the potential for crime (TARGET 28)
during the establishment of Travel Plans at large employment sites advice will be given to employers by both Environment (Transport) and Community Safety teams on how they can contribute to both road and personal safety of employees who walk, cycle or use public transport for work journeys.
the placement and design of street furniture used for highway purposes will be considered to ensure that opportunity for vandalism is minimised thereby reducing the cost of such crime to the community. (TARGET 29)
When providing bus shelters the specification of shelter chosen will take into account the fear of crime. Toughened glass or Perspex shelters with lighting are preferred.
4.1.7 A STRATEGY FOR STREET LIGHTING a) Policy Context 4.1.7.1 The County Council undertakes the maintenance of approximately 36,000 streetlighting units and 2,600 illuminated road signs. 4.1.7.2 The lighting of roads is principally provided in strict highway terms to meet the need of road safety and to provide an aid to motorists, pedestrians and cyclists. Northumberland County Council provides both road and footway lighting within adopted areas and also in privately maintained areas where agreement is reached with regard to maintenance responsibilities. In addition the County Council is also responsible for the installation and maintenance of a significant number of illuminated road signs, traffic signals, illuminated bollards and pelican and toucan crossings. 4.1.7.3 People who are considering whether to walk cycle or use public transport, or already do so for work, school, leisure or shopping journeys may feel more vulnerable to other road users or crime when it is dark. 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 their area. The provision of street lighting is recognised as a potential method of discouraging crime during the hours of darkness and can contribute to the effectiveness of CCTV cameras. 4.1.7.4 The 1988 Road Traffic Act, Section 39, places a ‘Statutory Duty’ on the local highway authority to undertake studies into road accidents. At locations where lack of street lighting is considered to be the major contributory factor to the occurrence of accidents involving pedestrians, cyclists or motor vehicles installation of street lighting may be considered as a remedial measure. b) Problems and Opportunities 4.1.7.5 In 1996 serious structural problems were identified in certain street lighting columns throughout the County. To clearly ascertain the extent of the problem a planned inspection regime was implemented to specifically determine the structural condition of the street lighting stock. Initial results indicate that the main problems are occurring on columns erected in the early 1970’s and further testing is revealing the column life is unlikely to be more than 25-30 years. Given a stock of 36,000 columns, the County Council should be replacing some 800-1000 columns annually as a matter of routine. Funding for this work is normally provided from Capital Funding for Minor Improvements, in 1996/97 this funding was no longer available and has had to be provided from revenue maintenance. The lack of capital has exacerbated the problem and despite the provision of £0.500m from the hard-pressed revenue funding over the past two years this provision may not allow a one for one replacement. Some lights may have to be permanently removed. 4.1.7.6 The recent plight of streetlighting has been taken into account when formulating the Highway Maintenance Budget. Despite introducing measures to protect funding for this element, it is insufficient to carry out major column structural testing, replacement works and provide maintenance for new lighting units. Lighting provided for major carriageway dualling and lengths of new cycle track completed recently are continuously being added to the increased lighting stock. As a result, it is not possible to carry out adequate maintenance of existing stock. Long-term good practice e.g. periodic inspections, painting, cleaning and group lamp changing have had to be abandoned in an effort to retain lamps in basic working order. The County Council has however established a Freephone hotline to enable the public to report faulty lights and is looking to introduce some night time patrols. 4.1.7.7 In certain locations certain crimes or disturbance problems may be reduced through the provision of street lighting. A pilot project will be introduced in Wansbeck during 2000-2001 to establish correlation, if any, between street lighting levels and crime during the hours of darkness. The study will both develop methodology and criteria for street lighting repair and improvement and identify specific locations were night time crime is prevalent and levels of street lighting is poor or none existent. Where appropriate the County Council will look to implement lighting improvements in future years. The study is being funded from the minor works capital budget and through a contribution, sought by Wansbeck District Council, from the Police Grant Pool. 4.1.7.8 Extensive additions to the stock of street lighting will increase maintenance and energy liabilities and possibly increase light pollution and provide additional vandalism potential. c) Specific objectives
maintain the designed illumination of lighting units, minimise outage times and replace dangerous equipment through a programme of inspection, testing and replacement.(TARGET 27)
provide street lighting to encourage walking and cycling, use of public transport and assist in the reduction of night time crime and the fear of crime by the provision of street lighting. (TARGET 28)
To provide the appropriate standard of lighting in locations where there is a proven night time accident record.
To investigate the implications of minimising light pollution where feasible. d) Strategy 4.1.7.9 The County Council recognises the importance of high standard street lighting provision and the benefits it can bring in terms of road safety and the feeling of personal safety for the individual. 4.1.7.10 The aim of encouraging people to walk, cycle and use public transport in preference to the private car will undoubtedly require additional lighting provision especially on designated pedestrian / cycle / school routes and at bus stops and other public transport interchanges. The County Council will be looking to upgrade lighting provision, where it is required, at such locations both by carrying audits of lighting on these routes and through following up requests from the public. 4.1.7.11 The County Council maintains a database of street lighting requests from around the County which at present contains over 500 requests for approximately 900 columns. Historically these have been assessed against agreed criteria to allow a priority list to be established.The volume of requests retained on the directory, which grows yearly, and the low level of funding available for the provision of new street lighting makes it very difficult to significantly reduce the outstanding list of requests. 4.1.7.12 Prior to 1996 a yearly allocation, in the order of £50,000 was made in the Capital Programme for new street lighting, from this allocation a small number of new installations were made each year, the specific schemes being chosen from the top of the priority list to the value of the funding available. Since 1996 no specific allocation has been identified in the Capital Programme for new street lighting due to the need to provide additional funding for the Column Replacement Programme (1996/97) and in 1997/98 and 1998/99 a zero allocation in the TSG settlement for small schemes. 4.1.7.13 In order to reduce the volume of requests an allocation has been made in the 2000-2001 Capital Programme for new street lighting with highest priority being afforded to those requests which will benefit a large proportion of the community and make a significant contribution to School Travel Plans, community safety and encourage walking, cycling and use of public transport in accordance with the overall objectives of the LTP, this policy will continue for the duration of the plan period. 4.1.7.14 The County Council will continue to ensure that where appropriate lighting is provided, updated and paid for by developers and will adopt new lighting identified and paid for by District Council’s, Parish Council’s or residents associations. e) Policies
new and replacement lighting equipment will conform with current British Standards and agreed County Council Specifications.
highest priority will be afforded to requests for new lighting which will make a significant contribution to school travel plans, community safety and to encourage walking, cycling and use of public transport on main routes to services and facilities.
the County Council will adopt highway lighting systems on roads prior to roads to be adopted. Where new developments abut existing unlit roads, the developers must include for lighting systems prior to roads being adopted.
developers of employment or retail sites will be expected to consider lighting provision for staff who walk, cycle or use public transport at the planning stage.
the County Council will adopt and maintain lighting on unadopted highways, if appropriate, and will install and maintain privately funded lighting installed to NCC standards e.g. Parish/ District Councils or resident association requests.
In particular areas the County Council will accept the use of agreed period or ‘style’ lighting where funding is provided privately to cover additional costs over and above County Council standards.
In areas where colour or the more accurate control of extraneous light is a prime consideration e.g. conservation areas, town centres, roundabouts and accident sites high pressure sodium lighting will be used. Low pressure sodium lighting will be used elsewhere. Other light sources will be considered as they become more efficient. July 2000 - Environment Directorate - Northumberland County Council If you wish to speak to someone regarding this Local Transport Plan, please contact: Margaret Robinson on (01670) 533976 Further copies of this document are available from: Richard McKenzie on (01670) 533975
Environment Directorate Northumberland County Council County Hall, Morpeth, Northumberland NE61 2EF E-mail Environment@northumberland.gov.uk
July 2000
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