4. LOCAL TRANSPORT STRATEGIES

4.2Minimising the impact of traffic on communities and the environment

·     4.2.1 A STRATEGY FOR ROAD SAFETY

·     4.2.2 A STRATEGY FOR TRAFFIC REDUCTION

·     Parking Strategy

·     Traffic Restraint Measures

·     4.2.3 A STRATEGY FOR ENVIRONMENTAL IMPROVEMENT

·     Town Centres

·     Air Quality Action Plans And Action On Noise

·     Action On Climate Change

·     4.2.4 A STRATEGY FOR THE COUNTRYSIDE

4.2 MINIMISING THE IMPACT OF TRAFFIC ON COMMUNITIES AND THE ENVIRONMENT

4.2.1 A STRATEGY FOR ROAD SAFETY

a)    Policy Context

4.2.1.1 Road safety plays an integral part in the Council’s Strategic Statement 2000 - 2001 which undertakes to promote safe and healthy communities.  Policy T1 in the Northumberland County Structure Plan concludes that:

‘Traffic management, calming and car parking measures will be introduced throughout the County to achieve the elimination of road accidents’

4.2.1.2 The 1988 Road Traffic Act, Section 39, places a ‘Statutory Duty’ on the local highway authority to undertake studies into road accidents, and to take steps to reduce and prevent accidents.  This requires the local authority:

a) To carry out studies into accidents arising out of the use of vehicles on roads within their area;

b)  In the light of these studies to take appropriate action to prevent such accidents.  This should include the dissemination of information and advice relating to the use of the roads; the giving of practical training to road users; the construction, improvement, maintenance or repair of roads for which they are the highway authority; and other measures taken in the exercise of their powers for controlling, protecting or assisting the movement of traffic on roads;

4.2.1.3 In the carrying out of this ‘Statutory Duty’ the Council is guided by the Government’s road safety strategy and casualty targets for 2010 (Tomorrow’s Roads - Safer For Everyone) and the Local Authority Association’s publication ‘Road Safety Code of Good Practice’.

4.2.1.4 The setting of National casualty reduction targets is considered an important element in raising the importance of road safety and promoting a multi-agency approach to the problem.

b)    Problems and Opportunities

4.2.1.5 Between 1994 and 1998 on average 1299 people were injured on Northumberland’s roads each year (excluding trunk roads).  This included 204 who were killed or seriously injured.  The County’s casualty rate per 100,000 population is in the region of 10% less than the national figure.  Whilst this is encouraging and reflects the work successfully carried by the Council and its partners over the last ten years, it also indicates that a greater effort may be required to meet new Government targets.

4.2.1.6 The County has below average levels of car ownership and use which could result in proportionately greater increases.  This again reflects potentially greater difficulty in meeting nationally laid down targets.

4.2.1.7 Tables 1,3,4,5,6 and 8 show the trends for casualties on Northumberland’s roads by severity, road class, road user and speed limit. Interrogation of the County’s accident database shows:

a) The number of people killed or seriously injured in 1999 is 17% less than the 1994-1998 average. Whereas the 1999 casualty total is 3% greater than the base figure.

b) Between 1994 and 1999 there have been 116 deaths on Northumberland’s roads - 24 pedestrians; 7 pedal cyclists; 14 motorcyclists including passengers; and 71 car occupants. These include 7 child (15 years or younger) deaths; two as car passengers, two pedal cyclists and three pedestrians.

c) In the same period children aged (0-15) accounted for 47% of pedestrian casualties but only 12%of deaths.  By contrast, those aged 70 and over account for only 11% of pedestrian casualties but 46% of deaths.

d) Due to reductions in usage and improved training motor cyclist injuries fell by over 70% in the 1980’s. In recent years the trend has reversed and casualties have increased. The total for 1999 is 39% higher than the 94/98 base figure

e) The number of pedal cyclists injured in 1999 is 29% down on the 1994/98 figure.  This is encouraging given the work done in recent years by the Council in improving cycle facilities and it is hoped that the trend continues.  Since 1994 children under 16 have accounted for 45% of the total number of casualties.

f)   In 1999 nearly 51% of road casualties in the County occurred on derestricted rural roads. Nationally most casualties (70%) occur in urban areas.  This emphasises the rural nature of Northumberland’s highway network.

g) Between 1994 and 1999 approximately half of all road casualties occurred at junctions.  The majority of deaths 76%, however, occur on sections of road away from junctions.

h) Since 1994 November has been the worst month for road casualties (10% of total casualties occurred).  This compares with the safest month March which was 7% of the total.  Nationally November is the busiest month for road casualties.

i)   Since 1994 over 40% of all fatal road accidents involved car drivers aged between 17 and 29. (To be updated when 1999 figures are available)

4.2.1.8 The experience gained in casualty reduction in recent years and the partnerships formed with Northumbria Police, neighbouring local authorities and other interested organisations creates the greatest opportunity for reducing casualties and meeting Government targets.

c)    Specific Objectives

• Objective RS1

to meet the national targets of reduced road traffic casualties by 2010. These are an overall 40% reduction in the number of people and 50% reduction in the number of children (under 16 years of age) killed or seriously injured on Northumberland’s roads, together with a 10% reduction in the slight casualty rate (slight injuries per 100 million vehicle kilometres) - all compared to the average for 1994 - 98. (TARGET 2, 30, 31)

• Objective RS2

Prioritise the needs of vulnerable road users, in particular children and the elderly in the formulation of casualty reduction initiatives. (TARGET 3)

d)    Strategy

4.2.1.9 To meet these objectives a local road safety strategy will include the setting up of milestone indicators and will encompass the 4 ‘E’s (Engineering, Education, Enforcement and Encouragement)

Milestone Indicators

4.2.1.10 Table 1 shows casualty numbers by severity between the years 1994 and 1999 together with the 1994-1998 average.  The figures are only for those roads in Northumberland for which the County Council is highway authority and excludes the A1, A19, A69 and A68/A696 trunk roads.  The total number of casualties for 1999 is 3% higher than the 1994-1998 base.

4.2.1.11 Table 2 lists the target figures for killed and seriously injured totals for each year between 2000 and 2005.  The actual figure for 1999 is also included and is well within target.  Whilst one figure does not represent a trend; if this level of reduction is maintained target milestones may be amended accordingly. Table 7 sets out targets for child killed and seriously injured casualties. Again the actual figure for 1999 is well within target.

Engineering

4.2.1.12 The Council has, in recent years, pursued a comprehensive programme of Local Safety Schemes which has significantly reduced the number of casualties at the locations where measures have been introduced.  The benefits that can be obtained from this type of programme, which specifically targets casualty reduction at known problem locations, are shown in Table 9.

4.2.1.13 The programme proposed for 2001/2002 is based upon a comprehensive analysis of injury accident trends and locations.  A broad ranging list of improvements are proposed with special emphasis on the vulnerable road users, in particular measures which reduce accidents to children on their way to and from school.

4.2.1.14 As part of a 5-year plan similar programmes of Local Safety Schemes are planned for the following 4 years.  The broad categories will remain with more emphasis on larger scale Urban Safety Management measures which require a longer lead-in time.  The estimated cost for the 2001/2002 proposed schemes will be £500,000 and to maintain a realistic 5-year programme funding will require increasing to £600,000 in subsequent years.

4.2.1.15 In addition to the specific programme of accident remedial measures, the Council ensures that road safety is a prime consideration in the design and construction of all highway improvement works in Northumberland.  A structured programme of Safety Audits is carried out for all amendments to the highway networks.  These are undertaken in accordance with Department of Transport and Institution of Highways and Transportation (IHT) guidelines.

4.2.1.16 The main aims of safety audits are to reduce the potential for accidents; to consider the safety and needs of all road users; to minimise the need for remedial work after construction; to ensure that a common-sense attitude is applied to a technical proposal; to provide a safety net for basic design errors; and to improve awareness of safe design practices.

4.2.1.17 Road safety is also a major element in the preparation of the Council’s programme of Highway Maintenance Works.  This includes programmes for:

a)  Improving the structure and surface of the carriageway, special attention being given to reducing the number of wet skidding accidents.

b)  Upgrading signs and road markings.  Priority being given to improved consciousness of traffic signs and road markings on routes with high accident rates.

c)  Grass cutting - ensure visibility splays are maintained at problem sites.

d)  Winter maintenance.

e)  Street lighting.

4.2.1.18 In line with the national policy of promoting sustainable transport, it is proposed to continue to extend the network of cycle routes within the County.  The opportunity will also be taken to promote safe pedestrian routes to schools, town centres and other amenities, and for those wishing to access public transport by improving links to bus stops.  The most desirable schemes will be those that assist vulnerable members of the community such as schoolchildren, the elderly and the disabled.

Education, Training and Publicity

4.2.1.19 An integral part of achieving the County Council’s 5-year target in terms of casualty reduction is through the continuing implementation of road safety, education, training and publicity (ETP) campaigns.  The ability to influence road user attitude and behaviour has significant benefits, given that in 95% of all traffic accidents driver error is a major contributory factor.

4.2.1.20 ETP initiatives are data-led and are often formulated in close co-operation with external organisations.  These include Northumbria Police, Local Authority Road Safety Officers Association (LARSOA) Northern Region; County Council’s Education and Social Services Departments; Health Authority; District Councils; Pre-School Play Group Organisations; and Department of Environment, Transport and the Regions (DETR).  The Council will provide funding for the five-year programme of initiatives through the Authority’s Revenue Account. The order of funding will be £30,000 per annum. Many projects are, however, carried out in partnership with one or more of the listed organisations and costs are jointly funded.

4.2.1.21 ETP initiatives programmed for the 2001/2002 financial year are listed below.  These will be expanded and added to as part of a forthcoming 5-year programme.

4.2.1.22 Driver Improvement

In partnership with Northumbria Police and the neighbouring Tyne and Wear Authorities, the setting up of a Driver Improvement Scheme will be investigated.  Driver and passenger casualties have given rise to concern for some years and the provision of a Driver Improvement Scheme is an opportunity to educate drivers who have committed an offence.  The scheme would be offered to ‘due care and attention’ offenders as an alternative to prosecution.  The aims of the course are to develop practical and theory skills, self control and positive regard for other road users.  The scheme has the backing of the DETR, The Association of Chief Police Officers (ACPO) and Her Majesty’s Inspectorate of Constabulary (HMIC) has cited the scheme as ‘best practice’.  There are currently 30 Authorities successfully running the scheme.

4.2.1.23 Fit Safe - Sit Safe

It is proposed to expand the child car seat scheme ‘Fit Safe-Sit Safe’ to include more garages throughout the County.  This scheme is in partnership with the Retail Motor Industry Federation and enables parents to receive advice from trained garage personnel on the correct fitting of their child car seat.

4.2.1.24 Stepping Out Together

In partnership with Northumbria Health Care Trust the book ‘Stepping Out Together’ will be distributed to parents by Health Visitors at the 2-year health check.  This book provided by the County Council gives first step road safety information for a parent and child to read together.  By forming this alliance with Northumbria Health Care it is hoped every parent will have access to information to educate their child and encourage safe habits from an early age.

4.2.1.25 School Resources Catalogue

A catalogue of Road Safety resources will be distributed to First, Middle, and Special Schools throughout the County.  This will ensure all schools have full and up to date information for teachers to incorporate road safety into their lesson plans.

4.2.1.26 Regional Publicity Campaigns

Regional publicity campaigns aimed at high risk road user groups.  These will be carried out together with neighbouring authorities' road safety units who form the Local Authority Road Safety Officers Association (LARSOA Northern Region). Campaigns will include radio commercials, posters and bus back advertising.  The major target groups will be drivers, child pedestrians and in co-operation with the Northumbria Police Motorcycle Unit publicity material will be developed aimed at motorcyclists.

4.2.1.27 National Publicity Campaigns

Countywide support will be provided throughout the year to promote the DETR national road safety publicity campaigns.  The local publicity will complement, prolong and persist with the same road safety message gaining maximum benefit from all media outlets.

4.2.1.28 Cycle Training

Provide cycle training courses containing both practical and theory at all requesting Middle Schools (year 5 to year 8) throughout the County.  A cycle theory book will be made available to First School year 4 pupils.  This will allow preparation in advance of the practical training available at the Middle school.

4.2.1.29 Safety Workshops

Road safety training for school children will be provided at Multi-Agency Workshops to be held at locations in the North and West of the County.  The workshops will take place over a two-week period and at each venue information will be provided on safety and other essential life skills for in excess of one thousand middle school children.  Other agencies involved include Police, Fire Service, Coastguards, Ambulance Service.

4.2.1.30 Pre-Driver Training

To reduce accidents and develop considerate attitudes among young drivers, in partnership with BSM (British School of Motoring), pre-driver training will be promoted in all High Schools throughout the County.

4.2.1.31 Local Safety Schemes

In the preparation of many of the larger scale urban local safety schemes comprehensive publicity and consultation exercises will be carried out to involve local people as well as other interested parties in the decision making process.

4.2.1.32 School Travel Plans 

The expansion of the School Travel Plan programme is considered to be of paramount importance, not only to encourage the short term effect of discouraging the use of cars and promoting road safety awareness, but also to inculcate into young people from an early age the benefits of walking or cycling to and from school in health, societal and environmental terms.  The ‘Walk to School Week’ projects will continue to target schools with particular road safety problems.  They will be carried out in partnership with Age Concern and the Health Authority and will include before and after surveys. As part of the exercise children together with parent/ guardians are encouraged to look at their journey to school and identify danger areas.  To complement the scheme it is also proposed to introduce on site pedestrian training for children.

4.2.1.33 The Council recognises that School Crossing Patrols can play an important role in preventing accidents to children going to and from school.  This Authority will therefore continue to provide patrols at all locations that meet national criteria as laid down by the Royal Society for the Prevention of Accidents (RoSPA).

Enforcement

4.2.1.34The use of public highways is governed by a large amount of traffic law introduced in the interests of road safety, the enforcement of which is of paramount importance in any road safety strategy.

4.2.1.35 The key role in law enforcement within Northumberland is carried out by Northumbria Police and this function is fully supported by the County Council. Main areas of liaison include the control of excessive speed, the introduction of traffic regulation orders and analysis of countywide accident data to target enforcement programmes.

4.2.1.36 The Council, in association with Northumbria Police and the Highways Agency have introduced 30 fixed speed camera installations throughout the County (13 on county roads and 17 on trunk roads). The main criteria for the introduction of a speed camera site has been the occurrence of a significant number of speed related accidents; this has encompassed the development of speed control strategies for major primary routes throughout the County.

4.2.1.37 Northumbria Police are concerned at the level of vandalism and the high cost of administration associated with the present Gatso system of ‘wet film’ camera sites and in recent years have placed a moratorium on the introduction of new sites. This moratorium has now been removed and a protocol on selection of new sites is presently being developed.

Encouragement and Involvement     

4.2.1.38 The Council recognises that it has a role to play in promoting safer attitudes and behaviour amongst its own staff and by encouraging other organisations and individuals to become involved in road accident prevention.  In particular the County Council recognises the role of the Police and the Health Authority in this respect.

4.2.1.39 The Council promotes a sustainable transport policy by encouraging car owners to adopt a different mode of transport i.e. walk, cycle or public transport.  Transferring journeys away from the private motor car will have significant road safety benefits.  Strategies presently being promoted include:

a) Development of pedestrian priority routes to town centres and schools, incorporating improved facilities to encourage more journeys on foot;

b) Development of a strategy to encourage a modest transfer from car to bicycle on short journeys;

c) The identification of appropriate inter-urban cycle routes to encourage safer cycling;

d) The provision of cycle routes (via lightly trafficked roads where necessary) in Blyth and Ashington to allow journeys to town centres to be made in a safer environment;

e) Provision of secure cycle parking facilities at certain destinations such as shops, schools and transport interchanges to encourage greater use of cycles; and

f) The establishment of ‘School Travel Plans’ to encourage children to make journeys to school on foot or bicycle.

4.2.1.40 In the preparation of programmes of Local Safety Schemes discussion and consultation is carried out with the relevant District and Parish Councils together with Northumbria Police.  More wide ranging consultation is then carried out with residents and other interested organisation during the formulation of detailed proposals.

e)    Policies

• Policy RS1

Prepare and manage an annual programme of high benefit local safety schemes designed to reduce the number and severity of personal injury accidents.

• Policy RS2

Make better provision for the needs of pedestrians, pedal cyclists and other vulnerable road users, with special regard to their safety.

• Policy RS3

Collect and examine accident data in order to determine those highways and human factors which have been contributory causes and then promote remedial action.

(TARGET 3)

• Policy RS4

Provide appropriate facilities which will reduce pedestrian/ vehicle conflict at sites where the number of persons crossing and/ or the vehicles using the road justify action.

• Policy RS5

Promote a full range of road safety training and educational programmes, directed at the more vulnerable sections of the community, particularly children. (TARGET 14)

• Policy RS6

Produce and keep up to date a Road Safety Plan which covers all aspects of the authority’s activities that impact on road accidents.

• Policy RS7

To ensure safety audits are carried out before and after construction of all significant alterations to the road layout.

Table 1 - Total Casualties    

Table 2 - Killed and Seriously Injured Target 

Table 3 - Casualties by Class of Road     

Table 4 - Casualties by Road User        

Table 5 - Casualties by Speed Limit 

Table 6 - Total Child Casualties (0-15yrs)       

Table 7 - Child Killed and Seriously Injured Target

Table 8 - Child Casualties by Road User

Table 9 - Performance of Local Safety Schemes in Northumberland

* Denotes Year of Implementation

4.2.2        A STRATEGY FOR TRAFFIC REDUCTION

Parking Strategy

a)    Policy Context

4.2.2.1 The County Council’s current parking policy emanates from the Northumberland County Structure Plan and district local plans and is compatible with national aims. It recognises that there should be a common approach to the management of on and off-street parking in towns and villages.  Current practice on the provision of parking spaces for the disabled in central areas recognises that ‘Orange Badge’ holders may park on double-yellow lines providing that an obstruction is not caused, and consequently special provision for the disabled is made in exceptional circumstances only.  This policy has been in operation for a number of years, and a review is considered appropriate.  

b)    Problems and Opportunities

4.2.2.2 The County Council actively endorses the need to reduce road traffic levels and congestion and the need to adopt on-street and off-street restraint measures to complement land-use policies.  However in a shire county such as Northumberland it is also recognised that the introduction of demand management measures and reduction in parking standards must take account of the prevailing economic conditions of a particular area, its environment (rural or urban), availability of non-car travel options and the level of congestion and pollution.  In Northumberland the control of off-street public parking lies primarily with District Councils, and consequently the Highway Authority and District Councils must work closely together.

4.2.2.3 Notwithstanding that parking spaces in central areas are at a premium and that there is widespread concern that the ‘Orange Badge’ system may be subject to abuse, there is an opportunity to review the provision of parking for the disabled. 

c)    Specific Objectives

• Objective P1

to provide a consistent car parking strategy throughout the main town centres in the County (Objective TC4 also refers). (TARGET 32)

• Objective P2

To review the provision of parking space for the disabled in major settlements in Northumberland. (TARGET 33)

d)    Strategy

4.2.2.4 To comply with national aims, the strategy will be to continue close co-operation with District Councils.  To date, charging and time limits have been agreed for on and off-street parking in the towns of Berwick, Alnwick and Hexham.  In Morpeth the County Council has responded to the Borough Council’s decision to re-introduce charges in its off-street car parks by the introduction of an experiment to deter long term parking, whilst at the same time protecting the interests of town centre residents and shoppers.  The experimental order was introduced in April 1999 and is currently being monitored before a further consultation exercise is undertaken.

4.2.2.5 The districts of Blyth Valley and Wansbeck have historically resisted the introduction of both on-street and off-street parking restrictions, because of concerns over the possible effects on the local economies. Meaningful discussions have been held with these authorities and there is now a willingness to accept national aims related to the demand management of parking.  Consultants have been employed to study parking patterns in Blyth, Bedlington and Ashington.  Their findings will be the subject of discussions between the County and District authorities and £45,000 has been allocated from the 2000/01 capital budget for implementation of parking management proposals in the three towns.

4.2.2.6 The County Council recognises the importance of effective enforcement of traffic orders. To this end, it is working closely with Northumbria Police to ensure that the maintenance of relevant signing and road markings is given high priority to assist enforcement.  At the present time, little progress is being made with regard to bringing forward decriminalisation, although it is appreciated that police forces in some parts of the country have withdrawn traffic wardens.  The County Council recognises that such a situation might arise in Northumberland in the future, and will consider the need for action in this respect.   

e) Policies

• Policy P1(Policy TC6 also refers)

work with District Councils to achieve a consistent approach to car parking in each town centre and to manage on-street parking in a way that complements the off-street supply.

• Policy P2(Policy TC7 also refers)

work with the District Councils to promote appropriate charging policies as part of an integrated approach to traffic management.

• Policy P3

with the District Councils, review car parking standards related to new commercial, shopping and residential developments to set maximum rather than minimum parking levels.

• Policy P4

work closely with the Police to ensure that parking schemes are adequately enforced.

• Policy P5

promote the development of Park and Ride sites where appropriate.

• Policy P6

discuss with bus operators the feasibility of linking car park charges with fare discounts on town bus services.

TRAFFIC RESTRAINT MEASURES

a)    Policy Context

4.2.2.7 Policy T1 of the Northumberland County Structure Plan states:

          “Traffic Management, calming and car parking measures will be introduced throughout the County to achieve:

a)       the pedestrianisation or pedestrian domination of main shopping streets;

b)      the practical restriction of vehicle speeds on primary, secondary and main distributor roads within built up areas and on mainly residential access roads and streets, to a level compatible with pedestrian safety and good environmental quality; and

c)       the elimination of problems associated with car parking including congestion, road accidents and visual intrusion.

          Priority will be given to ensuring that such measures are incorporated, where necessary, in new developments and in areas with a poor accident record or problems associated with car parking.  All proposals should take account of the needs of cyclists, the operation of public transport and include suitable provision for people with disabilities.”

          This is complementary to many of this Authority’s other policies which aim to put ‘people before the car’ to achieve less congestion and improve road safety and the environment.

b)    Problems and Opportunities

4.2.2.8 There is increasing acceptance of traffic calming measures although there can be resistance to traffic constraints from motorists, whether regulatory or physical traffic calming measures. The situation is exacerbated in town centre and commercial areas where businesses, against all the available evidence, often view a heavily trafficked street as a bench mark for prosperity.

4.2.2.9 There is a widespread demand for traffic calming in residential areas, reflecting the understandable concern of residents that traffic speeds are too high.  Funding for traffic calming has been limited in the past, but in 2000/01 a modest allocation of £105,000 has been made to traffic calming projects.  This will allow some progress to be made towards satisfying the public’s demand for the more than 500 outstanding requests.

4.2.2.10 There is a general disregard of speed limits by drivers, and ways need to be found to make them self-enforcing and adhered to by normally law-abiding citizens.

4.2.2.11 The new LTP procedure offers highway authorities the opportunity to review the role of traffic restraint and traffic calming in an integrated way, as part of a number of measures that will improve road safety and reduce reliance on the private motor car.

c) Specific Objectives

• Objective TR1

consider the needs of pedestrians in all town and village centres.

• Objective TR2

address the widespread concern over traffic speeds in village areas and to significantly reduce the number of outstanding requests on the County Council’s speed limit register.

• Objective TR3

develop comprehensive traffic calming measures, including reduced speed limits, on residential estates, and to significantly reduce the number of outstanding requests for action.

d)    Strategy

4.2.2.12 The Strategy is to carry out Policy T1 of the Northumberland County Structure Plan.  Working with district councils, the County Council has pedestrianised areas in many town centres, and continues to explore opportunities.  The speed limit policy has recently been reviewed in line with national policy aimed at protecting the quality of village life.  Due account will be taken of the DETR’s newly published “New Directions in Speed Management”.

4.2.2.13 The Development Control section of the County Council continues to work successfully with developers to ensure that the design of new developments takes careful account of the needs of non-motorised traffic.

4.2.2.14 With regard to traffic calming in rural areas the strategy and resource allocation will be reviewed, in order to consider how the road safety concerns of residents at a local level might be addressed in accordance with national guidelines. 

e) Policies

• Policy TR1

develop comprehensive transportation plans for towns which are aimed at reducing car use by encouraging cycling, walking and bus usage by developing an integrated transport system with efficient and convenient interchange facilities, including park and ride where appropriate.(TARGET 35)

• Policy TR2

introduce traffic management, calming and car parking measures throughout the County to achieve pedestrian priority of main shopping streets; (TARGET 34)

• Policy TR3

improve the management of traffic, particularly in urban areas through new or improved traffic control measures and other techniques.

• Policy TR4

provide traffic signs and carriageway markings, in accordance with the Traffic Signs and General Directions 1994, appropriate to the function, traffic usage and location of any particular road.

• Policy TR5

implement the practical restriction of vehicle speeds on primary, secondary and main distributor roads within built up areas and on mainly residential access roads and streets, to a level compatible with pedestrian safety and good environmental quality;

• Policy TR6

encourage the functions of the village street to take precedence over providing for moving traffic in villages with particular emphasis being placed on reducing the speed of traffic.

• Policy TR7

manage traffic arrangements to encourage main flows onto the main distributor roads.

• Policy TR8

direct long distance lorry movements along Primary Routes and encourage their use for the longest part of any journey where possible.

• Policy TR9

adopt advisory signing to guide HGV drivers between principal destinations within the County onto the most appropriate routes.

• Policy TR10

encourage local business to co-operate in using recommended routes and preventing drivers taking HGV's home and to investigate with District councils the feasibility of creating lorry parks where a need is identified.

4.2.3 A STRATEGY FOR ENVIRONMENTAL IMPROVEMENT

TOWN CENTRES

a)    Policy Context

4.2.3.1 Targeting resources at particular locations to provide a programme of integrated measures for an agreed outcome is strategy that has been emphasised by Government. The same philosophy has been applied to the provision of minor works funding, in that interrelated schemes designed to target a particular location or problem will have benefits that can be more readily quantified than a series of ad-hoc schemes.  The Council’s strategy for town centres follows Government advice to target resources at priority locations.

b)    Problems and Opportunities

4.2.3.2 Northumberland has limited congestion in town centres and has low levels of car ownership when compared to national averages, particularly in south-east Northumberland.  The opportunity for Northumberland is to ensure that these positive aspects are maintained and improved upon.  It has to be recognised however that access to employment and other opportunities can be restricted for those without private transport in sparsely populated rural areas, and our strategy recognises that this is an important consideration in rural market towns.

c)    Specific Objectives

• Objective TC1

to provide an environment where pedestrians, cyclists and public transport has priority over the private car (TARGET 34,35)

• Objective TC2

to improve access for people with disabilities on main pedestrian routes (TARGET 26)

• Objective TC3

to encourage a shift from the private motor car to more sustainable methods of travel particularly in peak hour traffic    

• Objective TC4

to provide a consistent car parking strategy throughout the main town centres in the County (Objective P1 also refers) (TARGET 32)

• Objective TC5 (Policy PT2 also refers)

to provide synergy with other agencies and funding sources in making environmental improvements to the fabric and vitality of town centres

d)    Strategy

4.2.3.3 Town centres have the greatest concentration of commercial, social and community activity and therefore are the most affected by traffic congestion and pollution, particularly with peak hour traffic.  The council will therefore target resources in town centres on measures that will improve the environment and change the emphasis from traffic dominated areas to areas where pedestrians and cyclists have priority.

4.2.3.4 Rural residents in particular are reliant on their car to access these services and employment and it is recognised that there is little scope for providing alternative means of travel in the most sparsely populated areas.  Peak hour traffic, that is, commuter traffic and traffic to schools, is considered to be the Council’s main area of concern.  Measures contained within the proposals for Travel Plans, improved public transport services and facilities, School Travel Plans, Traffic Restraint measures and measures that give priority to pedestrians and cyclists will be packaged to target the County’s main town centres to provide quantifiable benefits for the environment and the people within it.

4.2.3.5 Consideration will also be given to improved bus services, bus access to interchanges, and the opportunities to reduce conflict with other traffic to reduce delays to buses.

e)    Policies

• Policy TC1

in consultation with key stakeholders identify and promote networks of pedestrian and cycle priority routes within town centres and neighbourhoods as part of integrated action plans (TARGET 34,35)

• Policy TC2

     implement measures to give greater priority to pedestrians, cyclists and public transport passengers over the private motor car in town centres and neighbourhoods.

     (TARGET 34)

• Policy TC3

     implement measures to improve access for the disabled on main pedestrian routes within town centres (Objective SI4 also refers) (TARGET 26)

• Policy TC4

ensure that as part of new town centre and neighbourhood developments the needs of the disabled, pedestrians, cyclists and public transport passengers are met

• Policy TC5

work in partnership with public transport operators to improve town bus services and provide better facilities for passengers (TARGET 15)

• Policy TC6 (Policy P1 also refers)

liaise with the district councils to achieve a consistent approach to car parking provision and management in town centres

• Policy TC7 (Policy P2 also refers)

     identify long and short term car parking which encourages less commuter traffic, whilst retaining sufficient provision for shoppers and visitors to maintain or improve the economic vitality of each centre (TARGET 32)

• Policy TC8

     promote sustainable travel amongst the Council’s staff, in the County’s schools and with Northumberland’s major employers, especially as a means of getting to and from work and school (Policy TP1, TP2, TP3 also refers). (TARGETS 5,6,7,24)

AIR QUALITY ACTION PLANS AND ACTION ON NOISE

(a)   Policy Context

4.2.3.6 The six Borough and District Councils completed their first stage air quality reviews and assessments during 1998, as required under the provisions of the Environment Act 1995.  The County Council as highway authority has worked with the District Councils in preparing these reviews by providing details of traffic flows, and in identifying locations where the annual average daily volume of traffic exceeds 25,000 vehicles, or where it can reasonably be predicted to do so by the year 2005.  In this regard, an assumption has been made that traffic levels would increase by 25% between 1998 and 2005. The issue of cross-boundary pollution has been addressed by comparing the results of the air quality assessments in Northumberland with those carried out in the adjacent areas of Tyne and Wear. There are no significant cross boundary pollution issues at present, although under certain climatic conditions the potential exists for the transfer of pollutants in both directions. This refers mainly to pollution from motor vehicles originating within Tyne and Wear, and to emissions from the Lynemouth and Blyth power stations in Northumberland.  

4.2.3.7 This section has been prepared within the context of the revised guidance ”Air Quality and Transport” published by DETR in March 2000. It is noted that there is the scope to provide further information during subsequent modification of LTPs, and any changes to the present air quality situation will be publicised by this method. The relationship between traffic management and air quality is acknowledged to be complex, and during monitoring of traffic management measures outlined elsewhere, co-operation with district councils will extend to the investigation of air quality where there is a perceived deterioration in standards.

4.2.3.8 The County Council recognises the links between vehicle emissions, air quality, health, and potential climate change.  LTP policies aim to maintain the present high standards of air quality within Northumberland, by the introduction of measures which reduce the need for travel, and which promote non-polluting or less polluting alternatives. In “Tackling Congestion and Pollution: The Government’s first report under the Road Traffic Reduction (National Targets) Act 1998, published in January 2000, it is stated that as the Commission for Integrated Transport has decided against the introduction of national traffic reduction targets, the impact of policies aimed at reducing traffic at the local level through the LTP process will become one of the main tools by which air quality can be controlled. Vehicles which emit less pollutants also play a part in the process, and the County Council will endeavour to ensure that its vehicle fleet is purchased and maintained so as to minimise harmful emissions. In recognition of the fact that transport is a generator of noise, the objectives of the air quality strategy have a degree of compatibility, in that measures to improve air quality by reducing the volume of traffic at a given location will also reduce noise levels, although care will need to be taken to ensure that noise is not simply redistributed from one area to another. Where practicable, ‘quiet’ surfacing materials will be used in areas which are sensitive to traffic noise. The County’s policy of aiming to restrict the growth of traffic will help to prevent noise levels from increasing over the period of the LTP.

b) Problems and Opportunities

4.2.3.9 The six first stage air quality reviews produced by the District Councils indicated that, in most cases, air quality in Northumberland is very good, due to several factors including large, sparsely populated rural areas, compact urban areas, little congestion by comparison with many areas, and comparatively few industrial processes giving rise to high levels of pollution. There is evidence, as described above, that certain pollutants occur at their highest density within Northumberland when originating from locations outside of the County.  The incidence of pollutants within Northumberland as advised by the district councils are as follows:

• Benzene

Roadside levels are expected to be well below the national objective by 2005.

• Butadiene

Roadside levels are expected to be well below the national objective by 2005.

• Carbon Monoxide

Results are well below the threshold likely to cause a breach of the air quality standard.

• Lead

Results indicate that lead emissions arising from transport processes do not exceed current air quality objectives now and will not do so in 2005. This process has been accelerated by the phasing out of leaded petrol for normal use at the end of 1999.

• Nitrogen Dioxide

Five of the six districts have identified locations where there may be a risk that the air quality objective for 2005 will not be met.  On this basis, each district proposes to move to a Stage 2 Review and assessment to satisfy the review criteria.  Depending on the outcome of the reviews, it may be necessary to consider traffic management policies to prevent a breach of the objectives under review.  At this stage however, the district councils are satisfied that emissions resulting from traffic do not require the designation of formal air quality management areas and the County Council supports this stance, but will continue to liaise with the monitoring authorities.

• PM10 Particulates

The standard for PM10 may be exceeded and continue to be exceeded in 2005.  Further work is taking place in each district to identify accurate background levels, and to assess the combined effects of low level sources.

4.2.3.10 The results of the first stage review undertaken by the six district councils suggest that levels of air pollution in Northumberland are presently too low to justify the designation of air quality management areas.  However, the situation will be monitored throughout the lifetime of the LTP, and action will be considered where a deterioration in air quality can be attributed to road traffic.

c)    Specific Objectives

• Objective AQ1

achieve air quality standards at least as high as those set out in the National Air Quality Strategy, throughout the period of the LTP. (TARGET 36)

• Objective N1

minimise levels of noise generated by transport activity, particularly in the development of new road and public transport schemes.

• Objective N2

To deal with complaints received concerning noise within the procedure of the Land Compensation Act where appropriate. 

d)    Strategy

4.2.3.11 The County Council will liaise with the district councils regarding recorded pollution levels, and it may be necessary to conduct an annual audit of pollutants. If a measurable deterioration attributable to road traffic occurs, consideration will be given as to the most appropriate traffic management proposals to improve the situation at a given location. The existing input to the Northumberland Local Agenda 21 process will continue, and the County’s air quality strategy will be linked to objectives and targets for Health Action Zones. 

e)    Policies

• Policy AQ1

work closely with the district councils on air quality matters.

• Policy AQ2

take necessary measures where possible to improve air quality, if monitoring indicates an air quality problem attributable to transport within a defined area. (TARGET 36)

• Policy N1

where complaints regarding noise caused by traffic are received, an assessment of the problem will be undertaken, and consideration given to remedies within the context of other traffic management policies.

ACTION ON CLIMATE CHANGE

a) Policy Context

4.2.3.12 The potential impact of human activity upon climate change is central to many of the policies contained within ‘A New Deal for Transport’, and the County Council acknowledges that it needs to play its part along with other players in the County, to meet the emissions reduction targets agreed at the Kyoto Summit.  Although the extent of climate change and the exact causes remain the subject of debate, there is a consensus over the need to adopt the ‘precautionary principle’, and to promote policies from local to global level which will reduce emissions of CO₂ and improve local air quality.  The County Council considers that reduced levels of emissions resulting from transport in Northumberland can be achieved as follows:

• improved vehicle technology;
• reducing distances travelled by vehicles;
• reducing the need to travel.

b) Problems and Opportunities

4.2.3.13 The sparsely populated and rural nature of much of Northumberland results in both problems and opportunities in relation to factors influencing climate change.  Residential and industrial development is at a low level by UK standards, and the below average level of car ownership, especially in urban areas, currently results in a lower level of vehicle emissions per head of population.  Similarly, congestion levels are generally considerably lower than in many parts of England.  However, with low levels of car ownership, there is a greater potential for future increases.  Policies in the LTP seek to limit such increases by providing improved public transport, and by introducing a co-ordinated hierarchy of policies which seek to influence the indiscriminate use of the car, particularly for journeys of short duration, which can give rise to the highest levels of pollution per kilometre travelled. Action to improve climate change will also have beneficial effects in terms of air quality, action on noise, and standards of health in the community.

c)    Specific Objectives

• Objective CC1

adopt transport policies which, over time, will limit the increase of and then reduce levels of carbon dioxide emissions and pollutants from vehicles which result in potential climate change.

• Objective CC2

raise awareness of links between vehicle use and climate change, and to suggest ways in which individuals and organisations can take steps in their everyday lives to travel less, and to use vehicles in a more sustainableway..

• Objective CC3

continue to participate in the Local Agenda 21 process within Northumberland, exploring how local action can have beneficial effects at a global level.      

d)    Strategy

4.2.3.14 LTP policies have been formulated within the UK’s binding commitment to reduce CO₂ emissions to 12.5% below 1990 levels by the period 2008-2012. To a large extent, achievement of this target is beyond the direct control of local authorities; national fiscal policies such as fuel duty levels, improved vehicle technology leading to lower emissions, and economic and social trends are other instruments which will influence the realisation of these targets.

4.2.3.15 The County Council recognises that its own policies, along with those of other local authorities, are also important. LTP policies have the aim, directly or indirectly, of reducing the overall distance travelled by vehicles.  This approach includes the following measures, which are covered in more detail elsewhere in this document.

• Travel Plans
• School Travel Plans
• Traffic Management
• Traffic Calming
• Increased Use of Public Transport
• Cycling and Walking
• Land Use Policies
• Development Control Policies
• Parking Policies
• Sustainable Movement of Freight

4.2.3.16 Over time it is anticipated that the range of alternatives to petrol and diesel powered vehicles will increase; already manufacturers of vehicles powered by liquid petroleum gas, compressed national gas and battery cells have seen the opportunity to increase their share of the market.  In global terms this is not necessarily beneficial; the total amount of energy consumed per unit of distance travelled may be similar to that used in the consumption of petrol or diesel, and hence the use of ‘alternative’ energy sources may need to be viewed within a wider context. In terms of CO₂ emissions, most of these new technologies offer benefits over existing fuels, and are thus to be welcomed.  The County Council, in association with The Northern Energy Initiative, staged trials of an electrically powered Peugeot 106 car. Users were impressed by the car’s performance and by its zero emissions, but the 50 mile range between recharging was identified as a barrier to the widespread use of such vehicles in Northumberland, given the size of the County.  In the compact urban areas of south east Northumberland, this does not present such a problem, and there is the potential for these vehicles to be utilised. The County Council intends to investigate the feasibility of operating such vehicles within County and District Council fleets.

4.2.3.17 A     R egional Energy Strategy has been devised by The Northern Energy Initiative, its content guided by the Regional Energy Strategy Panel.  Its development has been made possible through ERDF funds from the European Commission. So far as local authorities are concerned, it identifies their important role: not only as policy formulators, but also as major employers and vehicle users.  The strategy covers all forms of energy use, of which transport forms a major part.  It identifies that the amount of energy consumed by transport in the region has increased, and suggests that the current low levels of car ownership indicate the potential for further growth.  Other projects advocated in the strategy are based upon reducing the need to travel, such as tele-working and video-conferencing.

4.2.3.18 The Local Agenda 21 process is an instrument by which longer-term actions beneficial to climate change can be implemented at a local level. The Action Plan produced by the Northumberland LA21 Transport Working Group identifies policies such as shown below, which in combination, help to address the threat of climate change:

• More sustainable land use planning policies
• Quality Public Transport services
• Local Exchange and Trade schemes
• Waste Minimisation and Recycling
• Community-based Transport

4.2.3.19 Raising public awareness is a vital part of the process.  Knowledge of the issues surrounding global warming is increasing, but there is still a need to stress the importance of individual decisions in the overall process.  Persuading car owners to be more discriminating in the use of their vehicles, particularly where short journeys are concerned - these being the journeys most likely to affect congestion and to be the least energy-efficient  - when allied with technological improvements, are likely to result in reduced CO₂ emissions. The LTP, the Local Agenda process and similar publicity will stress the relevance of this local level linkage.  It applies particularly to School Travel Plans campaigns; an appeal to the altruism of children will be more successful while they are at school than once they become car owners.  .

e)    Policies

• Policy CC1

raise awareness of climate change by publicising action at the local level in order to achieve global benefits.

• Policy CC2

audit the County Council’s own transport practices, to ensure that its contribution to climate change is minimised.

• Policy CC3

continue to investigate and implement Local Agenda 21 initiatives which have a beneficial impact upon climate change.

4.2.4 A STRATEGY FOR THE COUNTRYSIDE

a)    Policy Context

4.2.4.1 Northumberland is one of England’s most deeply rural counties.  97% of the County’s residents live in 3% of its area; away from the urban south east, it is overwhelmingly rural in nature.  There are extensive areas of forest and moorland and over 100km of coastline, with a dispersed settlement pattern characterised by very low population densities.  These factors contribute towards the high landscape value of much of the County; with a National Park and two Areas of Outstanding Natural Beauty within its boundaries. There is an established tourism industry, and extensive agricultural activity, both of which are currently experiencing difficult trading conditions. There are areas of rural deprivation and social exclusion. The locations worst affected are generally upland areas which are the most peripheral in nature, being furthest from the service centres of Northumberland, and the major urban centres of Tyneside and Carlisle, however all rural areas of the County experience isolation, peripherality and lack of accessibility to services to some extent.  These factors can especially affect the quality of life of people with disabilities, older people, students, and those looking for work. 40% of women in English rural areas do not have a driving licence. This statistic highlights the issues of isolation and peripherality referred to above.

4.2.4.2 Resulting from these wide differences in the character of Northumberland’s rural areas, it has not been possible to produce LTP strategies which have a countywide application as may be possible in compact, highly urban unitary authorities, or homogeneous rural districts.   Sustainable practices are needed in the countryside as much as in towns, but the County Council recognises that for many rural dwellers, a car represents the only feasible means of transport to and from work, school and services.  This does not absolve rural areas from ‘doing their bit’, but it is a recognition of a situation which is unlikely to change to any extent in the foreseeable future.  

4.2.4.3 Rural areas cannot be viewed in isolation. Links with urban areas can be complex. There is an increasing amount of long-distance commuting, primarily by car, from the most deeply rural areas of the county to the Tyneside, Durham and Carlisle areas.  This can be wasteful in resource terms, and often results in the purchase of additional vehicle(s) in households which would otherwise be left without transport throughout the working day. It is difficult to formulate policies which differentiate between such travel behaviour, and that of others who both live and work in the countryside. Fuel taxation is a blunt instrument in this process, and is outwith the control of local authorities. The position is exacerbated by higher fuel prices in rural areas which most affect those who do not travel to urban areas. Because of this, it is considered appropriate to weight the disincentives to long-distance car commuting in the urban areas which are normally the journey destination, in the form of parking restrictions, for example.

4.2.4.4 Areas of Northumberland’s countryside are in need of protection from the adverse effects of road traffic. In general, this is less of a problem than in more densely populated rural counties, or popular tourist areas such as the Lake District.  Nevertheless, much of the attraction of the area to those who visit is its relative tranquility; the County Council will seek to ensure that the character of the countryside is not adversely affected by traffic.  Disturbance is caused by heavy goods vehicles in certain areas. Farm machinery and heavy goods traffic associated with agricultural business are key users of country roads and need to be accommodated alongside other road users.  Several roadstone quarries are located in deeply rural areas which offer few alternatives to the local road network for the distribution of quarry products.   Large areas of the north and west of the County are afforested. Planting over several decades is now reaching maturity, and the removal of this crop will result in a further deterioration of the local road network.  At Otterburn, adjacent to the A696 Trunk Road - shortly to be detrunked - the Ministry of Defence Training facility generates heavy traffic during day-to-day activities, and in the testing of tracked vehicles on public roads.  A public inquiry examined the case for an expansion of training activities at MOD Otterburn: the Inspector’s decision is awaited.  On-road training also takes place at MOD Albemarle, on the B6318 Military Road west of Heddon-on-the-Wall, a route which will experience greater numbers of visitors travelling on foot or by bicycle with the opening of the Hadrian’s Wall National Trail, planned to open in 2001. There is local concern that on-road military training continues to take place on the Military Road. The question of possible conflict between pedestrians and vehicles along the Hadrian’s Wall corridor has been addressed through the Hadrian’s Wall Management Plan co-ordinated by English Heritage. A Transport Strategy for the corridor between Wallsend in North Tyneside and Bowness-on-Solway in Cumbria encompassing the length of the B6318 road has been completed and is described in more detail at paragraph 4.2.4.8. The aims and objectives of the strategy are allied to those of the County Council in attempting to strike a balance between the needs of residents and visitors, and between cars, lorries and sustainable forms of transport. Provision for tourists can also be of benefit to the resident community. Measures such as long distance cycle routes can be used for both leisure and work journeys and bus services to tourist attractions could serve, in part, the needs of local communities, or vice versa.

4.2.4.5.The Countryside Agency’s publication: “Rural Traffic: Getting it Right” contains a number of policies which aim to maintain both the viability and the tranquility of the countryside.  Traffic management policies including speed management, lorry routes, and the creation of Quiet Roads are examples of the way in which highway authorities can have a sustainable approach to rural areas.  The work currently being carried out in the Hadrian’s Wall corridor reflects this approach and the creation of a Quiet Road in the Northumberland National Park is under consideration; in partnership with the National Park Authority, as laid out in the All Parks Transport Accord document.    

b) Problems and Opportunities

4.2.4.6. In most of Northumberland, tourism operates at fairly sustainable levels.  The intense traffic problems of such areas as Dartmoor, the Lake District and the Peak District are thankfully largely absent.  Most tourist activity takes place in three areas; the Northumberland Coast Area of Outstanding Natural Beauty (AONB), the Northumberland National Park, and the North Pennines AONB. Each has different characteristics.  The coastal area generally copes well with tourist influxes, which are essential to the well being of the local economy; indiscriminate parking can sometimes present difficulties. There is a need to develop and enhance alternatives to car-based tourism in this area.    The County Council is working in partnership with Sustrans to develop the Coast and Castles Cycle Route, an integral part of the National Cycle Network, and new technology is being employed to provide journey information at bus stops, resulting from a successful application for Rural Bus Challenge funding.

4.2.4.7 In the North Pennines, the lower volume of tourist traffic spread over a wider geographical area does not generally give rise to conflict, although large numbers of motorcyclists can create problems along certain main routes at weekends.  The Northumberland National Park presents contrasts within its own area.  Most of the Park experiences little traffic, but there is visitor pressure in parts of the Cheviots, in Coquetdale and, especially, along Hadrian’s Wall.

c)    Specific Objectives

• Objective C1

protect the character of the countryside, as far as possible, from the adverse effects of traffic.

• Objective C2

give greater priority as appropriate to non-car users using the rural road network, particularly where conflicts currently exist.

• Objective C3

in partnership with English Heritage, Cumbria County Council, Northumberland National Park and others, to promote over time an integrated transport strategy along the Hadrian’s Wall corridor. (TARGET 37)

• Objective C4

maintain the viability of the rural economy, by ensuring that policies for rural areas take into account the transport needs of local industries and residents, especially by the provision of accessible transport services.

d)      Strategy

Hadrian’s Wall Transport Strategy

4.2.4.8. As a World Heritage Site, Hadrian’s Wall attracts hundreds of thousands of visitors each year.  The most accessible sections of the Wall in Northumberland are between Chollerford, north of Hexham, and Greenhead.  Long stretches of the Wall are preserved, and are open to visitors.  English Heritage are the custodians of the Wall, and as co-ordinating authority of the Hadrian’s Wall Management Plan, are overseeing a balanced programme of promotion and protection of the Wall and it’s setting. Part of this involves an assessment of the effect of traffic upon the monument, and of the potential for more sustainable tourism.

4.2.4.9 A feasibility study prepared by consultants has now been completed. It presents a number of traffic management options for the Military Road and linking roads, together with options for green tourism, parking, public transport improvements and other potential opportunities for modal shift.  

Options include:

• improved public transport links;
• a study of the possible reopening of Gilsland Rail Station
• park and ride services;
• traffic management measures, including traffic calming, speed limits and an examination of the area’s functional route hierarchy;  
• transfer of long distance cross-country traffic from the B6318 road to the A69 Trunk Road.

4.2.4.10 The Hadrian’s Wall corridor lies within two Government Office areas, those for the North East and for the North West. Representatives of both Offices have been consulted during strategy development and the North East Office is represented on the Hadrian’s Wall Transport Strategy steering group.

4.2.4.11 The output report of the Hadrian’s Wall study outlines a number of short term and medium term options for the consideration of Steering Group members. Subject to Council approval, it is intended to begin the implementation of measures at those locations which currently experience the highest levels of conflict between motorists and other road users. It is envisaged that in Northumberland, the area between Twice Brewed and Housesteads and the road between Once Brewed and the car park for Steel Rigg will be examined first. The County Council will seek to introduce ‘Quiet Road’ treatment between Once Brewed and Steel Rigg, and traffic calming and lower speed limits on the Military Road between Twice Brewed and Housesteads during the currency of the LTP, and the bid for funding reflects the cost of introducing these measures. It is anticipated that some funding from other Transport Strategy partners may also be available. The proposed measures are in accordance with the aims of the Northumberland National Park Authority in whose area the initial proposals are situated. Similar proposals are under consideration in Cumbria. The impact of the initial measures will be monitored after introduction, to assess the impact upon road users and the magnitude of changes in levels of through traffic.   

Other Strategy Proposals

4.2.4.12 Awareness of available public transport options is important, nowhere more so than in rural areas, where a scattered population and remoteness from information sources such as libraries can make access to accurate information difficult. Proposals for improved public transport information described in the public transport section of the LTP will go some way towards alleviating this situation, particularly with respect to the availability of journey planner information on the Internet, and the experimental information points to be installed at locations along the north Northumberland coast.

4.2.4.13.Northumberland’s geography renders it particularly suitable to the expansion of community and voluntary transport in rural areas which cannot sustain regular timetabled public transport services. The County Council is active in the promotion of non-conventional public transport services; despite recent success, there is scope for further provision in this field.  To facilitate the process, Rural Transport Partnership Co-ordinators have been appointed to three areas of the County to enable and promote public transport and community transport facilities, and to maximise the use of available resources. The extension of the Rural Bus Grant for a further three years will help to provide security of funding for new and improved services. Rural Transport Partnerships produce Action Plans and their policies and targets will form, to a large extent, the rural measures and targets for this section of the LTP.

e)    Policies

• Policy C1

achieve and maintain a balance between the economic viability and the character and tranquility of Northumberland’s countryside.

• Policy C2

investigate and implement traffic management measures which improve conditions for cyclists, pedestrians and horses, where conflicts with other road users have been identified.

• Policy C3 (Policy PT4 also refers)

To promote public transport services which cater for the needs of residents and visitors, and which are accessible to all, and to establish public transport links to all tourist attractions in Northumberland with over 10000 visitors per year by 2006.

(TARGET 16)

• Policy C4

To continue existing policies of designating specific routes for heavy traffic wherever possible, and of discouraging unnecessary through traffic in sensitive areas.