Northumberland Local Plan
Northumberland County Council
Core Strategy Transport Assessment
Published November 2015
Final Transport Assessment Report
Transport Assessment Northumberland C ounty Council
Core Strategy Transport Assessment – Final Transport Assessment Report
Core Strategy Transport Assessment
Project no: B225B001 Document title: Core Strategy Transport Assessment – Final Transport Assessment Report Document No.: B225B001_01 Revision: Final Date: November 2015 Client name: Northumberland County Council Client no: NCC Project manager: Richard Peaty Author: Richard Peaty / Rob Minton File name:
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Document history and status
Revision Date Description By Review Approved
0 Nov 2015 Draft Report for client comment RM RP CH
01 Nov 2015 Final Report incorporating client comments / amendments RM RP CH
Document No. i Core Strategy Transport Assessment – Final Transport Assessment Report
Contents Executive Summary ...... 1 1. Introduction ...... 2 1.1.1 Scope...... 2 2. Assessment Methodology and Demand Forecasting ...... 4 2.1 Introduction ...... 4 2.2 Report Structure ...... 5 2.3 Housing Sites ...... 8 2.4 Employment Sites ...... 10 2.5 Scenarios Tested ...... 11 2.6 Base Traffic Flows ...... 12 2.7 Trip Rates ...... 16 2.8 Development Traffic Distribution ...... 18 2.8.1 Housing ...... 18 2.8.2 Employment ...... 19 2.8.3 Double Counting ...... 19 2.8.4 Commuting Ratios ...... 20 2.8.5 Cross-Settlement Flows ...... 21 2.8.6 Strategic Road Network...... 21 2.9 Summary ...... 22 2.10 Next Steps ...... 22 3. Central Delivery Area ...... 24 3.1 Overview ...... 24 3.2 Base Transport Network Review ...... 24 3.3 Transport Infrastructure Improvements & Potential Mode Shift ...... 25 3.4 Central Delivery Area Settlement Analysis...... 26 3.4.1 Morpeth ...... 26 3.4.2 Prudhoe ...... 29 3.4.3 Hexham ...... 30 3.4.3.1 Mitigation ...... 32 3.4.4 Ponteland ...... 33 3.4.4.1 Mitigation ...... 35 3.4.5 Central Delivery Area Summary ...... 35 4. South-East Delivery Area ...... 36 4.1 Overview ...... 36 4.2 Base Transport Network Review ...... 36 4.3 Transport Infrastructure Improvements & Potential Modal Shift ...... 37 4.3.1 Highway Network Improvements ...... 37 4.3.2 Rail Improvements ...... 38 4.4 South-East Delivery Area Settlement Analysis ...... 40 4.4.1 Amble...... 40
Document No. ii Core Strategy Transport Assessment – Final Transport Assessment Report
4.4.2 Ashington ...... 41 4.4.2.1 Mitigation ...... 43 4.4.3 Bedlington ...... 43 4.4.3.1 Mitigation ...... 45 4.4.4 Blyth ...... 45 4.4.4.1 Mitigation ...... 46 4.4.5 Cramlington ...... 46 4.4.5.1 Mitigation ...... 48 4.4.6 Seaton Delaval ...... 48 4.4.7 South East Delivery Area Summary ...... 50 5. Northern Delivery Area ...... 51 5.1 Overview ...... 51 5.2 Base Transport Network Review & Potential Modal Shift ...... 51 5.3 Transport Infrastructure Improvements & Potential Modal Shift ...... 51 5.3.1 Mode Shift Assumptions ...... 52 5.4 Northern Delivery Area Settlement Analysis ...... 52 5.4.1 Berwick ...... 52 5.4.1.1 Mitigation ...... 54 5.4.2 Alnwick...... 54 5.4.2.1 Mitigation ...... 56 5.4.3 North Delivery Area Summary ...... 56 6. Western Delivery Area ...... 57 6.1 Overview ...... 57 6.2 Base Transport Network Review ...... 57 6.2.1 Settlement Analysis ...... 57 7. Cross-Boundary Traffic ...... 60 7.1 Introduction ...... 60 7.2 Methodology ...... 60 8. Strategic Road Network ...... 65 8.1 Introduction ...... 65 8.2 Summary ...... 65 8.2.1 Berwick ...... 65 8.2.2 Alnwick...... 65 8.2.3 Hexham ...... 65 8.2.4 A19 Corridor ...... 66 9. Summary and Conclusions ...... 68 9.1 Summary ...... 68 9.2 Conclusion ...... 70
Appendix A – Uncertainty Log and Development Schedule
Document No. iii Core Strategy Transport Assessment – Final Transport Assessment Report
Appendix B – Routing Assumptions Summary
Appendix C – Double Counting Employment Trips Summary
Appendix D – Cross Boundary Traffic Calculations and Plans
Appendix E – Strategic Road Network Schematics
Appendix F – Morpeth SATURN Model Outputs
Appendix G – Housing Completions Data
Appendix H – Scenario Total Traffic Flow Diagrams
Document No. iv Core Strategy Transport Assessment – Final Transport Assessment Report
Executive Summary
Jacobs has been commissioned by Northumberland County Council to undertake a strategic countywide assessment of the traffic and transport impacts of delivering the Core Strategy.
The Core Strategy forms an essential component of the Northumberland Local Plan; a selection of documents containing relevant planning policies aimed at guiding development across the County.
This document reflects a baseline assessment in terms of likely transport implications of future housing and employment growth across Northumberland totalling 24,320 new houses and 10,000 new jobs.
The methodology developed to accurately forecast the likely traffic demand associated with future development across the County has been summarised in this report. This methodology, together with the robust assumptions detailed in this report, will form the basis of various sensitivity tests involving detailed junction capacity assessment analysis to identify the impact of varying development quantum coming forward to the end of the Plan period. To this end, the Transport Assessment forms a key part of the evidence base of the emerging Core Strategy document.
This report consists of the following main elements; • Summary of an assessment hierarchy to include a robust and inclusive countywide assessment of traffic impacts associated with the delivery of the Local Plan; • Consideration of housing sites with appropriate trip rates, traffic distribution and assignment profiles for specific locations; • Consideration of employment sites with appropriate trip rates, traffic distribution and assignment profiles for specific locations; • Identification of available baseline traffic data on which to underpin further assessments; • Consideration of the inter-relationship between employment and housing development in specific localities; • A review of the existing road network and operation; • Consideration of any transport infrastructure improvement schemes and associated impact; • Identification of the scale of potential impacts of delivering housing and employment growth associated with the Core Strategy; • Consideration of the cross-boundary traffic movements between Northumberland and the neighbouring Local Authorities of Newcastle, North Tyneside and Gateshead and analysis of 9 major transport corridors connecting Northumberland with neighbouring areas; • Consideration of the impacts associated with the Strategic Road Network in Northumberland.
Based on the impacts identified in this report, Jacobs will provide a supplementary report that will outline potential mitigation options available to accommodate traffic associated with the delivery of the Local Plan alongside associated delivery costs.
Document No. 1 Core Strategy Transport Assessment – Final Transport Assessment Report
1. Introduction
Jacobs has been commissioned by Northumberland County Council (NCC) to undertake a traffic and transport assessment of the implications of delivering the countywide growth aspirations associated with the emerging Northumberland Core Strategy.
The Core Strategy, covering a plan period from 2011 to 2031, contains the strategic policies of the Northumberland Local Plan. The Local Plan will comprise a collection of documents containing planning policies to assess planning applications and guide the location of future development in the County.
The Core Strategy will provide the strategic planning policies that will guide the location of future development up to 2031, set out the general scale and distribution of new development and set out strategic allocations for housing and employment land.
A key consideration in respect of new housing and employment land is the potential implications of future development on the existing highway network and the impact of additional traffic generated from new development. Additionally, impacts from changing travel patterns associated with future spatial planning policies and specific transport infrastructure improvement schemes also require detailed consideration.
It is acknowledged that the preparation of the emerging Core Strategy is an iterative process that has required input from numerous stakeholders. This report is an important tool for helping consult, and will be central to on- going engagement with stakeholders with a key role in transport, including Highways England. If you wish to submit comments on this report you can do so by the following means:
By Email to: [email protected] By post to: Planning and Housing Policy Team Northumberland County Council County Hall Morpeth Northumberland NE61 2EF
Comments must be received by midnight on the 9th December 2015.
1.1.1 Scope
NCC originally commissioned Jacobs in June 2015 to prepare a Transport Assessment (TA) for the Core Strategy, to build on the Council’s existing transport evidence base. An initial assessment, the Transport Assessment Covering Report, was published in October 2015 which provided preliminary impact analysis based on the data provided by NCC at that time.
As the wider Core Strategy evidence base has also been developed, the evidence for other interlinked elements of the Core Strategy has been updated, particularly an updated version of the Strategic Housing Land Availability Assessment (SHLAA) and the location of future employment land within Northumberland. This updated evidence provides a degree of further certainty as to where housing and employment development is likely to occur within settlements. This Final Transport Assessment presents the updated results of the Covering Transport Assessment based on the updated evidence base of the Core Strategy. It should be noted that this Final Transport Assessment sets out the expected pre-mitigation impacts of the Core Strategy only alongside the methodology used in quantifying the impacts. A Transport Assessment Mitigation Report will be published in December 2015 which will set out mitigation options that could be implemented to address the adverse traffic impacts identified in this report.
Document No. 2 Core Strategy Transport Assessment – Final Transport Assessment Report
This report provides a comprehensive assessment of the anticipated additional trips that may arise as a result of the Core Strategy future growth aspirations. In doing so, the Transport Assessment is intended to form a key element of the Local Plan Evidence Base and has been be prepared to demonstrate the following elements: • The proposed spatial strategy for Northumberland; • Make best use of available local data on current travel demands and network performance; • Development of realistic forecasts of future conditions using relevant local / national parameters; • State a clear understanding of future problems; • Assess and develop a range of options for interventions that are proportionate to identified problems; • Prioritise future interventions based on their impact, with a clear regard for deliverability; and • Consider of any potential impact on the Strategic Road Network and engagement with Highways England.
Section 2 of this report outlines the assessment methodology developed to address the key elements listed above. The assessment is required to take account of the variety of traffic and transport issues that are observed in different parts of the County. As such, it is important that a strong assessment hierarchy is utilised to ensure a proportionate, inclusive and pragmatic approach. Additionally, a standard reporting pro-forma has been developed to provide a succinct summary of each settlement / Delivery Area and easy to identify outputs. Further detail of both aspects is provided in Section 2 of this report.
Document No. 3 Core Strategy Transport Assessment – Final Transport Assessment Report
2. Assessment Methodology and Demand Forecasting
2.1 Introduction
This section provides an overview of the structure of the Core Strategy Transport Assessment. It is recognised that the highway network and associated usage in Northumberland is wide ranging, particularly when contrasting the urban conurbations of the south-east Northumberland area with the rural areas in the north and west of the County. Therefore, it is not considered that a ‘one size fits all’ approach would work best in this case given the large area that Northumberland covers and the variable local factors at play influencing transport around the County.
In order to ensure the report is a manageable and user-friendly document, the assessments have been undertaken using the four planning Delivery Areas identified in the Core Strategy – Central, Northern, South East and West Northumberland, as identified in Figure 1 below.
Figure 1: Northumberland Planning Delivery Areas
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The advantage of considering each Delivery Area in turn allows the cumulative impacts on key links and junctions to be considered in detail, particularly in the south-east area where traffic from various settlements may impact on particular strategic links and junctions. Table 1 below provides a snapshot of key population and travel statistics / characteristics of each Delivery Area, highlighting the diversity across the county of Northumberland.
Delivery Area Population Average Cars per Method of Travel Economically Household to Work by Car Inactive
Central Area 78,976 1.4 71.9% 31.5%
Northern Area 53,585 1.3 65.6% 32.0%
South-Eastern Area 163,239 1.1 76.1% 32.9%
Western Area 20,228 1.5 69.3% 28.9%
Table 1 – Delivery Area Key Statistics (2011 Census)
The data highlights that car ownership varies quite considerably across the County, with the lowest ownership observed in the south-east of the County. Quite surprisingly, the reliance on the car as a method of travel to work is highest in the south-eastern area, despite a greater prevelance of public transport services and connections to neighbouring settlements and the lower car ownership statistics highlighted in this area.
The Local Transport Plan evidence base provides further analysis of travel statistsics and characteristics across the County.
2.2 Report Structure
The overall structure hierarchy being employed throughout the assessment is summarised in Figure 2 below.
Figure 2: Assessment Hierarchy
Chapter 3 provides a review and assessment of the main junctions and links within each of the main towns and service centres within the four planning Delivery Areas, using the methodology outlined below. As outlined
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previously, mitigation measures for the identified adverse impacts will be set out in a further technical report due for publication in December 2015.
For this Transport Assessment, future housing and employment numbers have been provided by NCC and are based on the future housing numbers to be delivered within each settlement, to achieve a total of 24,320 new dwellings by the end of the plan period in 2031.
In the first instance, it was considered necessary to establish a suitable and objective measure on which to determine the specific towns / settlements to include in the study. On balance, this needed to be a measure that would include a sufficient number of settlements and ensure fair coverage across the county, whilst also being pragmatic in appreciating that the study will have limitatations in being unable to consider every location across what is very large and predominantly rural County.
Jacobs has interrogated the future housing numbers being proposed as part of the Core Strategy. This document provides a breakdown of future housing numbers to be delivered within each settlement. It should be noted that the table below reflects an identified requirement for a total of 24,320 new dwellings by the end of the plan period in 2031.
Based on the number of dwellings expected to come forward during the Plan period in each settlement, it was agreed with NCC that a threshold of 500 additional dwellings is considered to be a pragmatic threshold at which a settlement would be included in the study. 500 dwellings represents just over 2% of the total housing need for the county and equates to an average delivery of 31 dwellings per annum over the remainder of the plan period. It is therefore considered to represent the majority of those areas likely to witness the largest transport impacts as a result of future development. Table 2 below summarises those settlements anticipated to accommdate an increase over the 500 dwelling threhold during the Plan period alongside the proportion that this forms of the total Northumberland provision of residential dwellings.
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Housing Allocation (2011 – Proportion of Total County Delivery Area Town/Settlement 2031) Housing Need
Hexham 720 2.96%
Morpeth 2100 8.63%
Prudhoe 900 3.70%
Central Area Corbridge 300 1.23%
Ponteland 900 3.70%
Remainder of Central Area 1020 4.19%
Central Area Total 5940 24.42%
Berwick 900 3.70%
Alnwick 1100 4.52%
Belford 230 0.95%
Seahouses 230 0.95% Northern Area Rothbury 200 0.82%
Wooler 280 1.15%
Remainder of Northern Area 1250 5.14%
Northern Area Total 4190 17.23%
Amble 600 2.47%
Ashington 1800 7.40%
Bedlington 1280 5.26%
Blyth 3100 12.75%
Cramlington 3820 15.71% South-East Area Guidepost /Stakeford / Choppington 380 1.56%
Newbiggin-by-the-Sea 300 1.23%
Seaton Delaval / Holywell / New Hartley 780 3.21%
Remainder of South East Area 780 3.21%
South East Area Total 12840 52.80%
Haltwhistle 400 1.64%
Allendale 100 0.41%
Bellingham 280 1.15% Western Area Haydon Bridge 200 0.82%
Remainder of Western Area 370 1.52%
Western Area Total 1350 5.55%
Northumberland County Total 24320 100.00%
Table 1 Housing Allocations and Assessment Threshold
As a proportion of the total Core Strategy housing delivery, based on the information provided to Jacobs to date, 53% of the future housing was anticipated to come forward in the South East Delivery Area, 24% in the Central Delivery Area, 17% in the Northern Delivery Area and 6% in the Western Delivery Area.
Housing that is identified to come forward outside of the settlements included above (i.e. in the remainder of Delivery Areas) is proportioned across a number of smaller settlements and therefore the impact is anticipated
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to be minimal. However, in order to ensure a robust assumption, general traffic growth factors will be applied to base traffic to account for inflows from the wider Delivery Area not being specifically considered in this report to ensure that this wider development and associated traffic growth is fully accounted for in this analysis.
Additionally, where necessary, the methodology outlined above ensures appropriate consideration of cumulative impacts (i.e. trips generated in neighbouring settlements will be included in the towns identified in green above (for example the impact of traffic from Guidepost, Stakeford, Choppington and Newbiggin in Ashington). Further detail of this element is provided in Section 2.6.
2.3 Housing Sites
Jacobs has liaised extensively with NCC to identify suitable assessment scenarios to consider within the study. This has involved a review of a significant volume of information to derive three key assessment scenarios. Pertinent documents and data reviewed include: • Emerging Core Strategy document; • Northumberland Strategic Housing Land Availability Assessment (SHLAA); • Northumberland Strategic Housing Market Assessment (SHMA); • Housing Completions Data (2011 – 2015) supplied by Northumberland County Council; and • Individual Transport Assessment documents associated with approved housing development sites.
The housing sites considered in this report are based on the updated 2015 Northumberland SHLAA, a high level assessment of land availability across the county to identify suitable sites that could be brought forward. A number of the sites identified within the SHLAA have been granted planning approval since the start of the Core Strategy plan period in 2011, with a number of these sites now having had dwellings completed and occupied. Therefore, these sites have been identified and the number of dwellings yet to be constructed calculated based on the latest available housing completions data, provided by NCC. Individual Transport Assessments have been interrogated to establish available traffic count data for use in the study and further detail of data that has been used is provided in Section 2.6.
Based on the information referenced above, the following scenarios have been developed and considered: • Scenario 1 - involves testing the likely housing supply comprising predominantly committed baseline of all extant permissions / sites currently live within the planning system for housing in Northumberland for each settlement. • Scenario 2 - involves utilising the site categorisations provided in the SHLAA to identify a number of sites with generally limited constraints that could be delivered. The selection of the sites to be included in this scenario has been based primarily on the SHLAA information as well as detailed discussions with NCC to specify particular sites, where necessary. The sites identified in Scenario 1 have also been included in the test for this scenario. • Scenario 3 - involves the identification of a number of additional ‘windfall’ sites from the SHLAA, which although may have some uncertainties regarding their deliverability, could potentially come forward by the end of the plan period in a maximum high demand / growth scenario. Again, the specific sites considered in this scenario have been based on detailed liaison with NCC. Work was progressing at the time on an update to the Strategic Land Review and also green belt assessment work. This provided a clear steer as to where additional future development would be likely. The sites identified in Scenarios 1 and 2 have also been included in the test for this scenario.
Table 3 below summarises the scenarios identified above that have been agreed with NCC, alongside housing numbers associated with all 12 settlements for the three scenarios identified. A full breakdown of all housing sites (based the on NCC SHLAA map site reference number), which have been included in each assessment scenario is provided in Appendix A with location plans also provided.
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Scenario 2 – Scenario 3 – Core Deliverable Housing Scenario 1 – Maximum Strategy SHLAA Completions Settlement Committed Growth Sub-Total Total Housing Sites (10 (2011 – Development Housing Allocation Year 2015) Delivery Supply)
Hexham 720 295 260 498 1053 7 1060 Morpeth 2100 1110 889 520 2519 184 2703 Prudhoe 900 169 382 502 1053 71 1124 Ponteland 900 254 461 453 1168 42 1210 Berwick 900 690 284 0 974 148 1122 Alnwick 1100 346 715 150 1211 122 1333 Amble 600 225 313 150 688 63 751 Ashington 1800 419 693 810 1922 174 2096 Bedlington 1280 482 634 182 1298 0 1298 Blyth 3100 961 1140 528 2629 745 3374 Cramlington 3820 909 2782 0 3691 138 3829 Seaton 780 330 216 125 671 233 904 Delaval
Table 3 Housing Assessment Scenarios
Table 3 highlights that across the 12 settlements being considered as part of the Transport Assessment, there is a large variation in terms of when future housing sites may be developed. Some areas, such as Berwick, have a significant proportion of the Core Strategy allocation already included within extant permissions and therefore it is unlikely that any significant additional development will come forward, beyond what has already been committed. By comparison, areas such as Ponteland and Hexham are much more reliant on new sites to deliver future housing requirements.
In terms of housing completions, data supplied by NCC highlights that Blyth has seen the largest number of dwellings constructed since 2011. In total across Northumberland 2,602 dwellings have been constructed between 2011 and 2015, with 1,941 constructed in the 12 settlements identified above (as of June 2015). Full completions data provided by NCC is provided in Appendix G.
Jacobs has compared the housing completions data to the date at which available traffic count data has been sourced from the Transport Assessments that have been reviewed. The completions data provides detail of individual sites and therefore this has been assessed to determine which sites identified in the Core Strategy have had housing completions associated with them. In any case where dwellings have been completed prior to the date of the traffic count data on junctions likely to be impacted by the site in question, these have been removed from the analysis to avoid double counting, as traffic associated with these completed dwellings would be included within the traffic count data provided.
Conversely, in any case where dwellings have been completed after the date of the traffic count data, these have been added explicitly into Scenario 1, to be included as the committed development, in addition to any outstanding dwellings yet to come forward at these sites.
When housing completions are included in the assessments, in all settlements included in the scope of this report, the Core Strategy housing allocation is exceeded in the Scenario 3 test, NCC were keen that an over- supply of housing be assessed and therefore the flows included in Scenario 3 represent a worst case assessment in terms of potential future traffic generations. 9
Core Strategy Transport Assessment – Final Transport Assessment Report
2.4 Employment Sites
Forecasting employment development for the study has adopted a slightly alternative approach. The Core Strategy is aiming to provide sufficient land for the creation of approximately 10,000 jobs in Northumberland over the plan period. It is anticipated that this will be delivered through a combination of existing employment sites, new employment sites and strategic site allocations. With regards to the latter there are two strategic employment sites in Northumberland. The two allocations are listed below: • Land north of Cramlington at West Hartford; • Blyth Strategic Employment Area on land to the north of Blyth Estuary;
In respect of land at West Hartford, information received from NCC indicates that there are some site constraints which could reduce the developable area. For the purpose of this study it has been agreed with NCC to assume B2 Industrial land uses for this site.
Land at Blyth Estuary has been designated for port related employment activity, principally in the form of off shore and renewable industry technologies and advanced manufacturing. These will be generally form a mix of land intensive developments including manufacturing and storage of large components and warehousing activities.
Land to the north of Newcastle Airport has been safeguarded to deliver the Airport expansion. This does not constitute an employment allocation as the land to the north is specifically intended to be used for future growth of the airport and ancillary uses directly related to the functioning of the airport. Based on discussions with NCC, it is understood that this relates primarily to the expansion of the Airport as part of the Airport Masterplan vision and therefore will relate to specific airport related uses. It is difficult to quantify both the scale and likely trip generation associated with this niche land use that could be accurately assessed at this time. Therefore, this has not been explicitly considered any further in this study, on the basis that the majority of traffic routing to/from the Airport would most likely utilise the A696 with some secondary minor access routes available from Northumberland to/from the north. Notwithstanding this, any airport related expansion would result in additional traffic activity spread more evenly throughout a typical day, with less emphasis on the standard morning and evening peak periods which would dilute any potential impact.
In terms of identifying designated employment land and potential uses within other settlements in Northumberland, NCC has provided information based on the Employment Land and Premises Demand Study. This document provides analysis of employment take up since 1999 and uses this historical trend as a benchmark for future employment uptake. This evidence has been used to develop two scenarios for consideration in this assessment of the employment land likely to come forward during the plan period. • Scenario A (Deliverable Allocations) – settlement based average take up per annum. This scenario adopts the relevant annual take up figure for specific employment uses and multiplies by 16 (the number of years remaining in the plan period up to 2031). This assumes annual average take up per annum since the 2011 base date. This reflects an average annual take up from a period of significant growth; so the average growth rates in some settlements may be considered optimistic. Using what might be considered as an optimistic rate of growth has ensured a very robust assessment; • Scenario B (Maximum Growth) – Scenario A plus additional specific land allocations in areas of identified demand. Table 4 provides a summary of the employment land uses in each settlement which have been considered in this TA. A breakdown of the sites included and their locations can be found in Appendix A.
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Settlement Scenario A – Deliverable Allocations Scenario B – Maximum Growth
Assumed Gross Floor B1a B1c B2 B8 B1a B1c B2 B8 Area of site (sqm) (sqm) (sqm) (sqm) (sqm) (sqm) (sqm) (sqm)
Alnwick 3000 14100 5000 4400 42744 42744 21372 Berwick 6400 6000 1900 Amble 1067 1067 1067 Ashington 79520 55390 34260 Blyth (including Blyth 11133 113750 3083 Estuary allocation) Cramlington (including 12320 16333 16150 99970 West Hartford allocation) Ellington / Widdrington 19200 Hexham 39308 39308 19654 Morpeth 35440 26130 17420 Ponteland 13476 Prudhoe 11250 38500 1250 17731 8258 2888 Newcastle Airport Airport related expansion Table 2 Employment Assessment Scenarios
Employment related trip rates and trip generation is based on and calculated using Gross Floor Area, that being the useable space within a building footprint that can accommodate staff. Therefore, in order to provide a representative land use area on which to apply employment trip rates, Jacobs has applied assumptions to the total site land areas that have been provided. How intensely developed an employment site is, that is the proportion of the site occupied by a building, varies by business type. For example, town centre office developments may have site coverage of around 120%, owing to multiple floors and a lack of car parking. However, by comparison, out of town offices generally have a coverage of around 50% owing to landscaping and surface level car parking. For the purposes of this study a site coverage of 60% has been used for B1(a) development, with 40% coverage for B1(c), B2 and B8 development, except is instances where alternative figures are known. A breakdown of the GFA used for each development site is provided in Appendix A.
2.5 Scenarios Tested
On the basis of the housing and employment scenarios identified, it has been agreed with NCC that the following tests will be undertaken as part of this study: • Test 1 – Housing Scenario 1 (i.e. Committed / Baseline); • Test 2 – Housing Scenario 1, 2 & Employment Scenario A (i.e. Committed / Baseline AND Deliverable sites); • Test 3 – Housing Scenario 1, 2, 3 & Employment Scenario A, B (i.e. Committed / Baseline AND Deliverable Sites AND Maximum growth sites).
Whilst ordinarily, a future with and without development scenario would be provided as part of a Transport Assessment, it is not considered to be of benefit for this particular study. The Core Strategy will, when adopted, represent the overarching strategic planning strategy for future growth in Northumberland up to 2031. This report has considered three assessment scenarios (committed, deliverable and maximum growth) to ascertain the relative impacts of a different development quantum being delivered. Therefore, considering a future without
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development scenario would simply imply a no growth scenario that is not realistic and would not provide any useful data / modelling outputs.
2.6 Base Traffic Flows
Jacobs has used a range of sources to derive appropriate base traffic flows to use in the study. The majority of traffic data has been sourced from a detailed review of Transport Assessments submitted to support planning applications for many of the committed developments that have been completed since 2011 or benefit from extant planning permission. This ensures the study will make best use of available local data, a key requirement outlined at the outset of the study.
A small number of data gaps have been identified following the review of the existing data, most notably in Hexham, Ashington and Ponteland. The following traffic count surveys were therefore undertaken during the AM and PM peak periods on 16 th July 2015 prior to the school summer holidays, thereby reflecting typical network conditions:
• Hexham - A6079 / Station Road / Alemouth Road (undertaken by Jacobs)
• Hexham - B6531 / A69 junction (undertaken by Jacobs)
• Ashington - A197 / A196 / Lintonville Parkway roundabout (undertaken by Jacobs)
• Ashington - A196 / Station Road / Woodhorn Road junction (undertaken by Jacobs)
• Bedlington - Front Street / Church Lane / B1331 (undertaken by Survey Marketing Ltd)
These surveys were supplemented by two further surveys undertaken on 3 rd November 2015 by North East Traffic Data Collection Ltd:
• Hexham – A6079 Hexham Bridge / Ferry Road
• Pontleand – B6323 Callerton Lane / B6545 Rotary Way
Table 5 summarises the base year and source for the traffic count data available in each settlement that has been used in this study whilst plans identifying the junctions that have been included and assessed as part of the study are provided in later chapters of this report.
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Settlement Base Year Source / Application Reference
2013 & 2015 Craneshaugh Development (13/01208) & Jacobs Manual Counts & NEDTC counts Hexham (2015)
2012 & 2013 Loansdean Residential, South Stobhill (13/02416) & St George’s (14/02750) & Morpeth Morpeth Northern Bypass SATURN Modelling Report / Transport Assessment
Prudhoe 2010 & 2013 Prudhoe Town Centre Redevelopment (13/03076) & Prudhoe Hospital (14/04160)
2012 & 2013 Police HQ Site (14/01442) & Lugano Development (13/00132) & Banks Group Ponteland Clickemin Development Review (2013) & NEDTC counts (2015)
Berwick 2008 & 2012 The Mount, Spittal Point (12/00512) & Seton Hall (11/03407)
Alnwick 2013 Greenfields Residential (13/03109)
Amble 2007 Land west of A1068 (13/02913)
Ashington 2013 & 2015 New Seaton Industrial Estate (14/03715) & Jacobs Manual Counts
Bedlington 2015 Blue House Farm (15/01080) & Survey Marketing Ltd Counts
Blyth 2013 & 2014 Commissioners Quay (13/01351) & Laverick Hall Road (14/01449)
Cramlington 2014 Arcot Consortium, South West Sector (15/00901) & Centre Point (14/04099)
Seaton Delaval 2012 & 2014 Wheatridge Park (11/03200) & Bellway New Hartley (14/01223)
Table 5: Available Traffic Count Data and Source
In order to produce standardised base data on which to undertake scenario tests, Jacobs has interrogated TEMPRO software to generate appropriate adjustment factors to apply to each base traffic dataset.
TEMPRO is a national trip model used for forecasting and transport planning purposes and includes information on population, employment, households and car ownership. This information is linked to various future planning and economic growth assumptions to provide adjustment factors for underlying traffic conditions to be adjusted for future year assessments by a particular time period and area. The various data summarised in Table 5 has been adjusted to a 2015 base year for each settlement, using the TEMPRO factors summarised in Table 6 below.
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Settlement 2007 2008 2010 2012 2013 2014
AM PM AM PM AM PM AM PM AM PM AM PM
Hexham 0.9988 1.0007
Morpeth 0.9924 0.9938 0.9950 0.9959
Prudhoe 0.9932 0.9943 0.9956 0.9959
Ponteland 0.9919 0.9938 0.9947 0.9959
Berwick 0.9983 1.0063 0.9935 0.9966
Alnwick 1.0024 1.0038
Amble 1.0037 1.0060
Ashington 1.0008 1.0008
Bedlington
Blyth 0.9961 0.9972 0.9980 0.9986
Cramlington 0.9977 0.9982
Seaton 1.0002 1.0030 1.0001 1.0010
Delaval
Table 6: TEMPRO Adjustment Factors
The TEMPRO factors included highlight that there has been minimal traffic growth in Northumberland over recent years. The majority of settlements have witnessed a reduction in traffic levels and any growth that has occurred has been marginal. As a result, although the traffic data has been derived from a variety of sources and is of varying age, the data is considered to remain fit for purpose given the negligible variations to underlying traffic levels in Northumberland over recent years.
Jacobs attempted to validate the TEMPRO assumptions with on-site ATC records. However, based on the dataset of available records available from NCC, there was insufficient data covering the 2007 – 2014 time period at specific sites that could be used to derive any firm conclusions or trends.
Consideration of development related traffic growth within the identified settlements included in the study has been undertaken using a first principles approach and calculated directly from land use / development schedules provided by NCC. The methodology adopted relating to trip rates, distribution and assignment is identified in later sections of this report. However, a number of dwellings are also proposed within the ‘Remainder of Delivery Areas’ and not specified within a particular settlement. In order to ensure that a robust assessment is undertaken and traffic associated with this development is accounted for within individual junction assessments and on specific links, TEMPRO has been interrogated to determine suitable traffic growth factors to apply to base traffic data.
Traffic growth factors for each settlement within each Delivery Area have been derived from TEMPRO between 2011 and 2031, representing the Core Strategy plan period. Similarly, growth factors have been derived for the Districts located within each Delivery Area, and the average of the settlement specific and district wide factors has been calculated. The difference between the two averages has then been calculated (i.e. district factors – settlement factors) and this has formed the adjusted factor to account for district wide growth outside the settlements. Table 7 below summarises the factors that have been derived.
These factors have been applied to the base traffic data of each settlement located within each Delivery Area to account for housing / job growth outside of the specific settlements considered in this study.
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Settlement / Area AM Peak PM Peak
Morpeth 1.0807 1.0891
Ponteland 1.0989 1.1154
Hexham 1.1039 1.1214
Prudhoe 1.0766 1.0845 Central Delivery Settlement Average 1.0900 1.1026 Area Tynedale District 1.1137 1.1322
Castle Morpeth District 1.0932 1.1046
District Average 1.1035 1.1184
Adjusted Rest of Delivery Area Factor 1.0134 1.0158
Alnwick 1.1111 1.1277
Berwick 1.0517 1.0722
Settlement Average 1.0814 1.1000 Northern Delivery Alnwick District 1.1541 1.1772 Area Berwick District 1.1305 1.1629
District Average 1.1423 1.1701
Adjusted Rest of Delivery Area Factor 1.0609 1.0701
Amble 1.0744 1.0850
Ashington 1.1568 1.1623
Bedlington 1.1410 1.1486
Blyth 1.1202 1.1312
Cramlington 1.1241 1.1365 South East Seaton Delaval / Holywell / New Hartley 1.1758 1.1963 Delivery Area Settlement Average 1.1321 1.1433
Blyth Valley District 1.1326 1.1458
Wansbeck District 1.1520 1.1603
District Average 1.1423 1.1531
Adjusted Rest of Delivery Area Factor 1.0103 1.0097
Table 7 – TEMPRO Factors for Rest of Delivery Areas
Information provided by NCC (as of June 2015) indicated that 1020 dwellings are proposed for the remainder of the Central Delivery Area, 1250 for the remainder of the Northern Delivery Area, 780 for the remainder of the South-East Delivery Area. This weighting is considered to be accurately represented in the relative adjustment factors calculated in Table 7 above and ensures that the traffic impacts of all dwellings anticipated to come forward outside of the 12 settlements specifically considered in the Central, Northern and South-Eastern Delivery areas have been fully accounted for in this study.
Based on the assessment hierarchy discussed in Section 2.2, it was not considered necessary to appraise the equivalent for the West Delivery Area due to the relatively small scale of development identified in the Core Strategy for this area – see section 2.2 of this report. Notwithstanding this, Jacobs has considered the existing travel characteristics of the Western Delivery Area in Section 6 of this report and highlights an appropriate methodology for incorporating any cumulative impacts arising from development in the Western Delivery Area on those locations specifically being considered in this study.
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Additionally, for the Central and South Eastern areas, the traffic generated by a number of settlements has also been calculated and specifically considered; albeit no junction capacity assessments have been undertaken on the road network within these settlements. However, due to their proximity to some of the 12 settlements included in the scope of the study, the trip generation associated with the housing numbers coming forward has been calculated and routed to each neighbouring town based on the methodologies set out in Section 2.8. The total housing numbers considered in this way include: • Corbridge – 300; • Guidepost / Stakeford / Choppington – 380; and • Newbiggin-by-the-Sea – 300.
2.7 Trip Rates
In order to derive appropriate trip rates to apply to the development sites, Jacobs has interrogated the TRICS database. TRICS is a national database that includes numerous land use and development types and allows users to generate trip rates for particular land uses based on a range of parameters and spatial factors. In order to ensure that trip rates are as reflective as possible for particular sites and settlements, the housing sites have been categorised based on their location within a settlement and the appropriate trip rate applied. In each case, the trip rates have been based on a prescriptive search within TRICS using the Privately Owned Housing sub- land use category, providing a set of robust trip rates. The search has removed dissimilar geographical locations, only utilised neutral weekday surveys and manually removed any incompatible sites such as developments comprising only bungalows or flats. Table 8 below summarises the housing trip rates that have been used in this assessment.
AM Peak PM Peak Housing Trip Rates (per dwelling) Arrivals Departures Total Arrivals Departures Totals
Housing, Edge of Town 0.165 0.383 0.548 0.378 0.173 0.551
Housing, Edge of Town Centre 0.170 0.302 0.472 0.226 0.215 0.441
Housing, Suburban Area 0.144 0.336 0.480 0.347 0.226 0.573
Table 8 – Residential Trip Rates
Of the housing being considered in the Core Strategy, the majority of sites have been identified on edge of the existing settlement boundaries and therefore most have been categorised as ‘Edge of Town’ with the higher trip rates associated with this land use category being applied.
A similar prescriptive search for employment related land uses has also been undertaken in TRICS to generate appropriate trip rates to apply to the proposed employment land allocations. NCC has provided a detailed breakdown of anticipated employment land uses likely to come forward at each site based on the settlement specific average take up methodology described in Section 2.4. These sites will either comprise of B1(a) office, B1(c) light industry, B2 general industrial or B8 storage and distribution uses or a mix of the four.
The majority of the B1(a) development is likely to occur at or as an extension to existing Business Parks in Northumberland, therefore the ‘Business Park’ sub-land use category in TRICS has been used to source trip rates in ‘Edge of Town’ locations. The TRICS database does not differentiate between B1(c) and B2 land uses and therefore the ‘Industrial Estate’ sub-land use category in TRICS has been interrogated. Trip rates for B1(c) and B2 development have also been restricted to include ‘Edge of Town’ locations only. Finally, the ‘Commercial Warehousing’ sub-land use category has been interrogated in TRICS to derive suitable trip rates for B8 employment development
The resulting trip rates are summarised in Table 9 below.
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AM Peak PM Peak Employment Trip Rates (per 100sqm GFA) Arrivals Departures Total Arrivals Departures Totals
B1(a) Business Park 1.512 0.321 1.833 0.278 1.184 1.462
B1(c) and B2 Industrial Estate 0.538 0.276 0.814 0.217 0.525 0.742
B8 Commercial Warehousing 0.073 0.056 0.129 0.049 0.094 0.143
Table 9 – Employment Trip Rates
Although it is accepted that there may be some minor variation in the level of trips generated by particular land uses in different settlements, based on various local factors, it is considered important to provide a consistent and standardised trip rate assessment parameter on which to assess the Core Strategy, which is a countywide plan. Therefore, the trip rates adopted above are considered to be the most representative for the land uses proposed and broad spatial location of sites within settlements.
The assumed GFA of each site is set out in Appendix A and has generally assumed a 60% coverage for class B1(a) land uses and a 40% coverage for classes B1(c), B2 and B8, as agreed with NCC
Jacobs has interrogated the Employment Densities Guide publication provided by the Homes and Communities Agency (2010). This document provides employment densities for a range of employment and retail uses, based on recent surveys. Table 10 below summarises the total employment land designations for being considered as part of the Core Strategy growth aspirations and corresponding Full Time Equivalent (FTE) job creations based on the relevant density factor being applied: • B1(a) General Office Business Park (12 sqm per FTE); • B1(c) Light Industry (47 sqm per FTE) • B2 General Industrial (36 sqm per FTE); and • B8 General Warehousing and Distribution (70 sqm per FTE).
Scenario A – Scenario B – Maximum Employment Land Use Deliverable Jobs Jobs Growth Allocations Allocations
B1(a) Office 11,600 sqm 967 13,476 sqm 1123
B1(c) Light Industry 70,024 sqm 1490 39,913 sqm 849
B2 General Industrial 146,003 sqm 4056 36,124 sqm 1003
B8 Warehousing & Distribution 30,280 sqm 433 17,565 sqm 251
Total 89,128 sqm 6946 150,000 sqm 3226
Table 10 Employment Land Allocation and Job Creation
Table 10 highlights that based on the employment land allocations provided and applying the appropriate build out rate for each employment land use and occupancy rates specified in the Employment Densities Guide, a total of 6946 and 3226 job creations are associated with Scenario A and B respectively.
This provides a total of 10,172 jobs across both scenarios, which aligns with the 10,000 job creation target associated with the Core Strategy.
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2.8 Development Traffic Distribution
2.8.1 Housing
Jacobs has undertaken a detailed review of the latest available 2011 Census Travel to Work data to generate realistic distribution profiles to apply to the development sites. For both housing and employment sites, individual distribution profiles have been generated for each settlement, thereby ensuring that a bespoke and relevant traffic distribution is applied in each case.
For the housing distribution profiles, Jacobs has sourced the resident local Travel to Work data for the Middle Super Output Areas located within each settlement boundary from the 2011 Census. This data indicates the workplace destination of all those of working age and in employment who currently live in a particular area, which can then be used as a benchmark for the likely workplace patterns of future developments in the same area. By understanding the workplace destination, future trips can be assigned to a route on the local highway network, based on the destinations provided in the Census data. For each settlement, this data has been adjusted into key routings in and out of the settlement from each individual development site considered. A full summary of the routing assumptions utilised in each settlement is provided in Appendix B.
The census data also identifies the proportion of residents who live and work within the same area / settlement. It is likely that a proportion of these trips would be undertaken by sustainable modes, such as walking, cycling or local bus services. However, in the interest of a robust assessment, the internal resident-work proportion has been assumed as vehicular trips and has been routed to the assumed main employment areas within each settlement from each development. In the majority of cases, traffic has been proportioned between the town centre, for the various employment functions located in the town centres and any significant employment / retail area within the settlement, such as a large out of town business park or retail centre.
Table 11 below summarises the proportion of traffic that would be expected to remain within each settlement from new development sites (i.e. those respondents who live and work in each settlement) and those destined to other key regional destinations based on the 2011 Census data.
Internal Settlement Settlement Newcastle North Tyneside Gateshead County Durham Traffic
Alnwick 46.6% 4.9% 2.4% 0.7% 0.5% Amble 22.3% 10.2% 5.4% 1.6% 0.8% Ashington 35.7% 10.9% 7.4% 2.7% 0.8% Bedlington 16.8% 16.6% 9.7% 3.7% 1.0% Berwick 59.7% 1.4% 0.7% 0.3% 0.1% Blyth 33.9% 15.0% 14.5% 3.2% 1.0% Cramlington 27.6% 24.6% 15.3% 4.3% 1.2% Hexham 42.5% 16.1% 2.2% 3.8% 2.1% Morpeth 33.3% 20.0% 7.2% 3.9% 1.0% Ponteland 20.7% 35.2% 8.5% 8.1% 2.1% Prudhoe 26.1% 20.5% 3.5% 12.4% 3.5% Seaton Delaval 12.1% 21.6% 28.6% 4.7% 1.3%
Table 11 – Internal and Neighbouring Authority Development Traffic Proportions (Residential)
The data highlights a reasonably high variation between settlements in the number of commuter outflows to other destinations. The settlements with the highest commuter outflows are Seaton Delaval and Bedlington,
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which can be explained by the relative lack of any significant employment areas in these settlements and their proximity to Newcastle and North Tyneside.
Comparatively, in the north and west of the Northumberland, settlements such as Berwick, Alnwick and Hexham witness a much lower commuter outflow, principally due to the longer distances involved in commuting to regional centres such as Newcastle. As would be expected, those settlements located in the south-east of the County have a much more significant commuting relationship with Newcastle and North Tyneside, with areas such as Ponteland and Seaton Delaval witnessing over half of commuters undertaking commuting trips destined for Tyne and Wear. However, surprisingly, areas such as Morpeth, Ponteland, Cramlington and Blyth, which are all relatively accessible to the larger conurbation of Tyne and Wear retain over half of all workers within the settlements.
As a result of its proximity to Gateshead and access to the key transport corridor of the A695, Prudhoe is seen to witness the largest proportion of resident commuter outflow to Gateshead. With the exception of Ponteland, which also has a relatively higher proportion of residents working in Gateshead, the remaining settlements are considered to have a low commuter relationship with Gateshead in respect of likely cross-boundary trips.
Trips from all settlements to County Durham to the south can be considered negligible in the context of the very low proportion of residents in Northumberland who work in County Durham, according to the Census data.
2.8.2 Employment
In relation to the employment sites, a slightly different methodology has been adopted. Broadly, people are considered to travel further and make more complex trips in accessing specific locations / employment opportunities. Therefore, industry best practice is to employ a gravity model to determine a distribution for employment related land uses. The gravity model assumes travel between areas is proportional to their population, number of jobs and facilities but inversely proportional to the distance. Therefore, for the strategic employment allocations and all other settlements where employment uses are being considered, Jacobs has constructed individual bespoke gravity models to generate appropriate employment related distribution profiles.
Initially, the 2011 Census Travel to Work data has been interrogated for each settlement to derive the maximum distance the daytime population of each settlement travel to a 95% confidence level in each case. This information is used to produce a catchment area and the population data for all areas that fall within the identified catchment area is sourced. For areas in the immediate vicinity of the site, the population data is broken down by Middle Super Output Area (MSOA), providing a more refined disaggregation. However, for those areas on the periphery of the catchment areas, larger Local Authority or district based population areas have been used.
The travel distance by the fastest available route by journey time between the individual employment site and various MSOAs and districts has then been calculated. A deterrence function is then applied to the distance and population statistics for each origin – destination pair which then provides a proportion to each origin – destination pair. This proportion is used to determine which areas would likely generate trips to the particular employment sites, which in turn can be used to identify the appropriate routings between each origin and destination to inform the distribution.
2.8.3 Double Counting
In relation to the Test 2 and Test 3 scenarios being considered, solely using the traffic data generated above would result in a significant amount of double counting of trips, as a proportion of residential generated trips in a particular settlement would route to the proposed employment uses that attract trips from within each settlement, based on the gravity model tool used.
Therefore, it has been necessary to constrain the employment trips by the number of dwellings actually anticipated to come forward in a particular settlement. This therefore impacts on the volume of trips attracted to the employment areas from each settlement directly, based on the gravity models. For example, if 10% of employment trips are anticipated to be attracted from the settlement in question, equating to 100 trips – these 100 trips have been manually removed from the employment trip generation. This would account for the fact
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that they have already been included within the residential trip distribution and assignment, which includes a number of trips anticipated to remain within each settlement based on Census data. This methodology ensures that any locally derived employment trips are constrained by the actual number of dwellings anticipated to be delivered, and any remaining employment trips are attracted from a wider catchment area calculated from revised gravity models that do not include the ‘pull’ factor from the settlement itself.
This calculation has only been applied to assessment scenarios that involve both residential and employment uses (i.e. Test 2 and 3) and has only been applied to trips assigned to new employment sites being proposed.
2.8.4 Commuting Ratios
NCC has provided Jacobs with current and planned commuter ratios. These highlight the objective to deliver more Northumberland based jobs and reduce the overall commuter outflow from Northumberland from a current ratio of 1.19 (as of 2011 at the start of the Core Strategy plan period) to 1.09 to the end of the plan period. This essentially represents a 10% shift in commuting outflow retention within Northumberland. This has been accounted for in the methodology by calculating an additional 10% of employment trips for each settlement (based on the 2011 Census proportion of employment trips attracted from residents of each settlement summarised in Table 11). These trips have then been removed from the employment trips to represent residents who currently travel outside of the settlement but would change their workplace destination to one within the settlement, thereby already being represented within residential generated traffic remaining within the settlement.
The calculation adjustments described above in Section 2.8.3 and 2.8.4 have only been undertaken if there is sufficient residential demand to enable employment trips to be deducted (i.e. there are no occasions where negative values have been used in examples where employment demand is greater than residential generated trip generation).
A full breakdown of trips that have been removed from the employment trip generation is provided in Appendix C. As result of constraining trip generation to account for double-counting and adjusting for reduction in the current commuting ratio, the following change in employment trip generation has been calculated.
AM Peak PM Peak
Scenario Arrival Departure Total Arrival Departure Total
Employment Scenario A -49.7% -50.0% -49.8% -50.0% -49.8% -49.9% (i.e. Deliverable) Employment Scenario B -33.3% -38.3% -34.8% -37.9% -34.8% -35.6% (i.e. Maximum Growth)
Table 12 – Employment Trip Reduction
The results in Table 12 above confirm that the methodology employed is both logical and returns reasonable results. It suggests that a sensible proportion of approximately 50% of jobs would be taken up by existing or future residents of a particular settlement in Scenario A, with the remaining employment demand being based on the gravity model methodology described earlier. Comparatively, a lower 35% of jobs are likely to be taken up by existing or future residents of a particular settlement in Scenario B. The variation in settlement job take up can be explained by the fact that a larger proportion of future employment sites included in Scenario A are located in settlements with a higher proportion of residents working within the same settlement, thereby increasing the proportion of new residents from residential developments in that settlement being likely to be drawn to new employment sites. Comparatively, new employment sites included in Scenario B tend to be focussed in settlements with a higher proportion of workers travelling from elsewhere, thereby reducing the proportion of new employment trips drawn from the same settlement.
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2.8.5 Cross-Settlement Flows
In order to ensure that the full cumulative impacts of the Core Strategy traffic assessment have been tested at each location, the individual settlement analysis also considers trips originating elsewhere. Cross settlement trips have also been accounted for within each settlement / junction that has been analysed, for example trips originating in Bedlington and destined for Blyth (based on the Census data) have also been included in the Blyth junction analysis. Cross-settlement flows have been considered in respect of existing employment attractions within settlements. Cross-settlement trips have been proportioned between the town centre of a settlement and any other large employment areas, such as established business parks. This ensures that cross-settlement demand that could be generated by existing uses is considered seperately to cross-settlement demand for new employment sites, which is already accounted for in the gravity model functions / distributions discussed above.
2.8.6 Strategic Road Network A key aim of the Transport Assesment involves providing evidence as to the potential impact of the Core Strategy on the Strategic Road Network (SRN) in Northumberland. The SRN predominantly comprises of the A1, A19 and A69 trunk roads in Northumberland. Both the A1 and A19 route north-south, with the A1 providing a transit route along the full length of the County and the A19 providing a route from the South East of Northumberland to the south. The A69 provides an east-west transit route through the south and western areas of Northumberland. All these routes are maintained and operated by Highways England (HE), the Government backed Company charged with overseeing the SRN. The impact of Core Strategy development on the SRN has been considered using the same methodology described in previous sections of this report. It is therefore considered to represent a comprehensive cumulative assessment of impacts at key junctions with consideration given to traffic generated by all 12 settlements as well as the remainder of Delivery Area factors generated for assessing those areas not explictly considered in this report. The main impacts associated with the Core Strategy in terms of additional traffic movements are likely to be on the A1 at Berwick, Alnwick, Morpeth, the A69 at Hexham and the A19 corridor in South-East Northumberland. Any impacts on the A1 at Morpeth are considered to have been sufficiently addresssed as part of the SATURN model developed to assess the Morpeth Northern By-pass. In relation to the A19 and A1 corridors in south east Northumberland, it is understood that Highways England (HE) has already undertaken detailed strategic traffic modelling of future growth aspirations. This work has considered the impacts of Northumberland, North Tyneside and Newcastle growth aspirations given the strategic importance of the A1 and A19 corridors in supporting these areas. The strategic modelling undertaken to date by HE forms part of the development supportive strategic delivery model that has now been adopted in which a longer term view is taken in terms of investment strategies enabled by a more certain and flexible funding arrangement. This model moves away from the piecemeal predict and provide strategy used previously, which had a tendency to provide various small scale tweaks at junctions that failed to address the wider strategic impacts. As such it has been agreed with representatives from HE, that the intention of this study in respect of the SRN is to provide HE with a set of updated more refined traffic movements attributable to future Core Strategy growth in Northumberland that can then be used by HE in any futher strategic modelling to be undertaken. It is not therefore considered appropriate to undertake any individual junction capacity modelling on the SRN.This would provide only a partial picture of the overall future operation of these junctions given the Iikely impact associated with development coming forward in neighbouring Local Authorities of Newcastle, Gateshead and North Tyneside. As part of this Transport Assessment, Jacobs will provide a summary of anticipated additional traffic movements attributable to Core Strategy developments at the following key junctions, which will form a solid basis on which HE can interpret the assessment methodology and consider the traffic flows in the context of the strategic modelling currently being undertaken alongside this Core Strategy assessment:
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• A1 / North Road roundabout junction (North-west of Berwick); • A1 / A689 / Rotary Way roundabout junction (West of Berwick); • A1/ B6354 priority junction (South-west of Berwick); • A1 / A1167 roundabout junction (South of Berwick); • A1 / B1340 interchange (North-east of Alnwick); • A1 / A1068 Interchange (South-east of Alnwick); • A69 / B6531 priority junction (North-West of Hexham); • A69 / A6079 roundabout junction (North of Hexham); • A19 / B1318 / A1172 Dudley Lane (South of Cramlington); • A1 / A19 Seaton Burn interchange; and • A19 / A189 Moor Farm interchange.
The outputs for the SRN are summarised in Section 8 of this report.
2.9 Summary
This section has provided some context to the traffic and transport assessments required to assess the impact of delivering the growth aspirations associated with the emerging Northumberland Core Strategy. The assessment hierarchy being adopted in this study has been outlined, which aims to provide a proportionate and inclusive assessment where the most significant traffic impacts are anticipated to occur.
Additionally, this section has outlined the assumptions and methodology used in deriving base traffic data, identifying a range of tests and scenarios to assess and the way in which traffic has been generated, distributed and assigned to the road network. This methodology has enabled the development of realistic forecasts of future conditions using relevant local and national parameters; a key requirement of the study.
2.10 Next Steps
The remaining sections of this report provide an overview of the existing transport network and sensitivities within each Delivery Area. Additionally, based on the assessments, a summary of those junctions considered likely to be over capacity as a result of the Core Strategy development traffic has been provided. In all cases, junction performance has been categorised on a ‘traffic light’ basis; - Green representing the junction operates within capacity; - Amber representing a junction that operates with some manageable impact; and - Red representing a junction that breaks down and operates beyond capacity. In terms of quantifying an amber ‘manageable’ and red ‘break down’ impact, the assessment outputs have been ranked according to the model Ration to Flow Capacity values described below. Any junction operating with an RFC between 0.85 to 1.00 has been considered to be operating with a manageable impact (i.e. delay and queuing does occur and the junction is busy but continues to operate with some constraint). Any junction operating with an RFC of above 1.00 indicates a junction operating in excess of its theoretical capacity and therefore subject to considerable delay and constraint as the junction breaks down. Therefore, the junctions flagged red are those which will be prioritised in terms of identifying potential mitigation schemes in the forthcoming Transport Assessment Mitigations report.
The remaining sections of this Transport Assessment report will provide a detailed summary of each settlement using a standard reporting pro-forma as identified below:
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• Stage 1 - base network review and identification of existing pinchpoints / known constraints; • Stage 2 - committed transport and infrastructure improvements / potential for local modal shift and consideration of any specific local factors that may influence trip generation; • Stage 3 - identification of development quantum and trip generation for each settlement, based on the trip generation methodology identified above (summarised in the development schedule included in Appendix A); • Stage 4 - identification of main routes impacted by development proposals, based on trip distribution and assignment methologies identified above (summarised in the routing assumptions included in Appendix E); • Stage 6 - summary of assessment scenarios on key junctions and links. The traffic impact of the Core Strategy at individual junctions has been undertaken using a combination of industry standard software packages JUNCTIONS 9 and LINSIG 3. Where junctions are identified to be operating beyond capacity in the Scenario 1 assessment, a 2015 baseline assessment will be provided to highlight the variance from current junction operation. JUNCTIONS 9 has been used to assess priority and roundabout junctions and provides two main measurements of junction capacity and operation, namely junction operating capacity and queue length. Junction operating capacity or RFC (ratio of to flow capacity) provides the primary measure of the capacity of a junction and is reported for each entry arm. When the RFC exceeds a value of 1.0, the arm is considered to be operating over capacity and notable queuing will occur. As a general rule, a ratio of less than 0.85 is considered necessary as a acceptable criterion for requiring the implementation of mitigation measures. By comparison, LINSIG 3, which is used to assess signal controlled junctions provides a Degree of Saturation (DoS). This is provided for each junction arm / entry and gives a ratio of the vehicle arrival rate to the relative saturation flow-rate of an approach. A value of over 100% indicates that demand is greater than capacity, while a value of 90% or less is conisdered to provide an acceptable design criterion. Additionally, LINSIG 3 provides a measure of Practical Reserve Capacity (PRC) which provides ameasure of the available capacity of the junction as a whole, with a positive velaue indicating that spare capacity is available. Both LINSIG and JUNCTIONS 9 provides queue length outputs for each arm, and while this is not a primary measure of junction capacity, with regular queues forming but also dissipating in the case of signal controlled junctions, it does provide an indication of how the overall jucntion performance. Queue length is reported as the average maximum queue length over the hour long peak period being assessed; • Stage 7 – impact of cross-boundary traffic and cross-boundary transport corridor analysis; • Stage 8- Impact on Strategic Road Network. The remaining stages will be provided as part of the Transport Assessment Mitigation Report that will supplement this report and will be published in December 2015. • Stage 9 - identify future network pinchpoints and option identification for mitigation / improvement options available on the local road network in Northumberland; • Stage 10 - option identification appraisal and associated estimated cost schedules. This final stage will provide the sifting, appraisal and prioritisation of the long list of mitigation options identified as part of the previous stage. The appraisal process will be undertaken using a sifting tool, developed by Jacobs, based on Department for Transport guidance.
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3. Central Delivery Area
3.1 Overview
The Central Northumberland Delivery Area extends north and west from the boundary with Tyne and Wear. The area includes the main market towns of Prudhoe and Hexham along the Tyne Valley as well as the main towns of Morpeth and Ponteland. The main settlements in the Central Area provide key service centre roles to a wider rural area; however Morpeth, Ponteland and Prudhoe in particular have a strong commuter link to Tyneside due to proximity and well established transport links.
The Central Area has some of the highest levels of development pressure within Northumberland in part due to the ease of commuting into the key market towns as well as their relationship with Tyne and Wear. This pressure is reflected in this report, with the total numbers being tested in excess of the Core Strategy allocations. In this regard, the assessments being reported for the Central Area can be considered a worst case in terms of transport impacts.
3.2 Base Transport Network Review
The existing transport network in the Central Delivery Area is considered to be well established, with generally efficient links between key service centres and the commuter links to Tyne and Wear. The main constraints on the network are considered to exist within the market towns themselves, with the road network often constrained by buildings / natural features that have historically restricted the ability to dramatically alter the road network to accommodate current traffic volumes, resulting in peak period congestion at various local pinch points.
In Morpeth, the main traffic issues stem from the only vehicular crossing point over the River Wansbeck at Telford Bridge. A mini-roundabout immediately to the north of the bridge can result in traffic congestion backing up along the A192 to the south. This can be exacerbated by a pedestrian crossing point to the south of the bridge and numerous side roads providing traffic conflict areas. Although traffic congestion fluctuates on a daily basis, queues are known to extend back to the A192 / A197 Mafeking Roundabout whilst also extending further back along the A192 towards the A192 / A196 Stobhill roundabout on occasions. Congestion has however significantly improved following recent changes to the junction at Telford Bridge.
In terms of wider connectivity, access to the A1 trunk road is available to the north and south of Morpeth, providing efficient access to Newcastle and to the north. Additionally, Morpeth benefits from regular local and national passenger rail services calling at Morpeth Station on the East Coast Rail Line and regular local bus services.
Northumberland County Council was successful in securing funding for the construction of the Morpeth Northern Bypass, a new link to the north of Morpeth between the A1 and the A197 to the north-east of the town. Construction of the bypass is now underway. Further information on this infrastructure is provided in Section 3.3 below; however detailed transport modelling undertaken in developing the bypass project indicates it will result in through traffic in Morpeth town centre being reduced by up to 20%.
Ponteland suffers from some congestion issues, primarily caused by the only vehicular crossing over the River Pont in the town centre and localised journeys. This is compounded by a roundabout junction located immediately to the west of the bridge and a signal controlled junction immediately to the east of the bridge which results in queues backing up along the A696, North Road and Callerton Lane during peak periods. There has been a longstanding aspiration from local residents to support a new Ponteland bypass and reduce through traffic at this junction. NCC is undertaking further assessment/ consideration of all existing bypass lines, including the Ponteland bypass.
Hexham is also known to suffer from peak period congestion, most notably occuring at the A6079 / Station Road mini-roundabout junction on the main route into/out of Hexham from the north. The junction is also significantly constrained as a result of being constructed on a large stone arched bridge over the railway lines below; reducing any potential mitigation options available. However, peak period traffic congestion is regularly 24
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observed along Station Road to the west and Alemouth Road to the south, which impacts on access/egress to the Tesco store to the south.
Prudhoe is known to suffer occasional localised traffic congestion at key junctions along the B6395 main thorough-fare through the town centre. However generally, traffic constraint is considered to be less severe in Prudhoe compared to other towns located in the Central Delivery Area.
Hexham and Prudhoe both benefit from regular passenger rail services as main stations on the Carlisle to Newcastle rail line. Morpeth, Ponteland, and Prudhoe are served by regular and express bus services to Newcastle, with Morpeth also benefiting from the railway station on the East Coast mainline, with local services to Newcastle as well.
Ponteland is considered the least accessible by public transport services, with no rail service and relatively limited bus services to Newcastle. However, potential exists to extend the Tyne and Wear Metro system to Ponteland, although there are no current proposals for such an extension.
3.3 Transport Infrastructure Improvements & Potential Mode Shift
Northumberland County Council has had a long standing aspiration to construct a new link road between the A1 and South East Northumberland. The first stage of the proposal has already been completed, involving the construction of the A197 Pegswood bypass to the north east of Morpeth. The second phase, the A197 to A1 section, was given full funding backing by the Department for Transport and work has started on site, with the aim for full completion by summer 2017. The proposal has three main aims;
- To reduce congestion in Morpeth town centre;
- To improve accessibility, economic growth and inward investment to South East Northumberland; and
- To facilitate development on land to the north of Morpeth.
The scheme involves a new link between the A1 to the south of Fairmoor in the west and the recently constructed Pegswood Bypass at the junction of the A197 Whorral Bank in the east. The route will intersect with the A1 trunk road where an all movement grade separated junction will be constructed, upgraded a limiting sub- standard junction currently in place at this location. Additional roundabout junctions will be provided at Northgate and St George’s to provide access points to development sites. In its entirety, the new link will provide a 3.8km long single carriageway road, as highlighted in Figure 3 below.
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Figure 3 – Proposed Morpeth Northern Bypass
The impacts of the new bypass are considered to be wide ranging. Firstly, the new grade separated junction with the A1 will provide an excellent new junction to improve journey and routing options to South East Northumberland, improving access between the A1 trunk road and the wider South East Northumberland area. This in turn, will reduce traffic through Morpeth town centre, for both access to northern areas of Morpeth and also South East Northumberland. Currently, traffic accessing these areas from the south is required to route through the centre of Morpeth, exacerbating congestion at the key pinch point over the River Wansbeck.
A strategic SATURN transport model was developed by AECOM to test the impact of and value for money of constructing the bypass. This Department for Transport approved model has indicated that peak period traffic flows through Morpeth town centre will reduce by up to 20%.
Additionally, the bypass will open up large areas of land to the north of Morpeth for development, which would otherwise have been too highly constrained to develop. This development forms a large proportion of future housing growth for Morpeth and achieving the proposed Core Strategy allocation identified for Morpeth and being assessed as part of this report.
In order to ensure consistency with previous modelling undertaken, Jacobs has utilised the base network of the approved SATURN model developed by AECOM to support the by-pass scheme, with traffic then added to reflect additional development not included in the original model resulting from the refinements made to the housing and employment site schedules being included in the Core Strategy.
3.4 Central Delivery Area Settlement Analysis
3.4.1 Morpeth
As stated above, Jacobs has utilised the base network of the AECOM Morpeth SATURN model which was developed the model to support the Business Case for the Morpeth Northern Bypass scheme. This model includes 2032 do-minimum and 2032 do-something scenarios, which are well aligned to the 2031 end of plan period scenario assessments being considered within this report.
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Therefore, the SATURN model has been interrogated to firstly determine 2032 do-minimum traffic flows on key links in Morpeth. This scenario assumes no by-pass provision and future traffic flows have been adjusted according to TEMPRO to account for a number of future developments coming forward (i.e. those not supported by the bypass).
These do-minimum flows have then been compared to the 2032 do-something scenario for the same key links. The do-something scenario assumes that the by-pass is in place and resulting re-distributional impacts of the by-pass on existing traffic flows have been accounted for. Additionally, the do-something scenario also includes the various potential developments supported by the bypass and resulting traffic impacts also coming forward.
Jacobs has interrogated the developments that have been included in the SATURN model and those that have been agreed with NCC to be considered as part of this Core Strategy Assessment. The result is a discrepancy of 838 dwellings – development that has not been included in the SATURN model as it was specifically dependant on the by-pass coming forward. Given that the by-pass is now a committed scheme, Jacobs has manually added additional traffic associated with the additional 838 dwellings in to the SATURN model. These dwellings are associated with St George’s Phase 2 development and land around the County Hall site to the south of the town centre, so the appropriate numbers of dwellings have been manually assigned to the respective zones within the SATURN model. The model has then been re-run and the trips associated with the additional housing distributed according to the distribution established for the housing already included and generated in the model for the respective zones. Although this is not a full dynamic re-assignment, the use of the Department for Transport approved SATURN model and observed distributions from the do-something scenario of this model, is considered to be proportionate.
The results provide the percentage change in traffic volumes anticipated on the key links in Morpeth between the do minimum and do something scenarios for a 2032 future year. This highlights the impacts of the implementation of the by-pass, the net impact of the by-pass and the introduction of the full quantum of developments in Morpeth. Figure 4 below summarises the key links that have been subject to analysis.
Figure 4 – Morpeth Select Link Analysis
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Impact of Morpeth Impact of Morpeth Northern Bypass + All Northern Bypass Additional Development (Compared to Do- AM Peak % PM Peak % Link Direction (Compared to Do Minimum) Change Change Minimum)
AM Peak PM Peak AM Peak PM Peak
NB -7.3% -7.4% -7.1% -6.5% 0.2% 0.9% A192 at Stobhill SB -12.2% -5.3% -11.9% -9.0% 0.3% -3.7%
WB -24.5% -11.8% -24.0% -11.4% 0.4% 0.4% A196 at Stobhill EB -2.8% -5.0% -1.9% -4.1% 1.0% 0.9%
NB -9.1% -7.0% -8.4% -3.0% 0.7% 4.0% A192 Shields Road SB -5.4% -1.2% -2.7% -2.7% 2.8% -1.5%
WB -10.6% -17.7% -9.8% -10.5% 0.8% 7.3% A197 at Mafeking EB -20.0% -9.0% -11.6% -4.7% 8.5% 4.3%
NB -22.2% -13.4% -17.2% -9.2% 5.0% 4.2% A192 at Telford Bridge SB -13.0% -12.5% -10.7% -12.6% 2.3% -0.1%
WB -10.6% -17.9% -6.1% -16.1% 4.5% 1.8% A192 at Bridge Street EB 0.8% -4.6% 0.9% -5.1% 0.1% -0.5%
WB -7.4% -17.5% -3.0% -14.4% 4.3% 3.1% A197 at Damside EB -3.2% 4.8% -1.1% 6.8% 2.1% 2.0%
Average -10.5% -9.0% -8.2% -7.3% 2.4% 1.7%
Table 13 – SATURN Model Outputs
The results show that as expected, the bypass is anticipated to have a significant positive impact on traffic conditions in Morpeth, with all links anticipated to observe large reductions in traffic volumes as a result of the re-distributional impact associated with the by-pass. Significant reductions can be observed in the AM and PM peak periods at two key links that entering Morpeth from the south that regularly experience traffic congestion during the peak periods, notably the A197 at Mafeking and A192 at Telford Bridge. Overall, across the selected links, traffic reductions of approximately 10% can be anticipated.
When the additional traffic associated with the development being proposed as part of the Core Strategy is also included, the impacts remain generally positive. In both peak periods, only 2 of the selected links observe an increase in traffic and these increases can be seen to be very modest when considered against the quantum of additional development that has been assessed. The remaining links all continue to observe a reduction in traffic volume compared to the do-minimum situation, despite the addition of development traffic. This clearly highlights the importance of the by-pass moving forward in rationalising the transport network in and around Morpeth. The key congested links of the A197 at Mafeking, A192 at Telford Bridge, A192 at Bridge Street and A197 at Damside all record traffic flow reductions, inclusive of the development traffic, highlighting that there is unlikely to be a material impact in traffic terms in Morpeth compared to the existing network operation.
Indeed, the % change columns on the right of the table highlight the increase in traffic in the AM and PM peak period of the development traffic alone, when compared against the baseline ‘with bypass’ position. This highlights that during the AM peak, additional development associated with the Core Strategy that has been added into the SATURN model results in an average 2.4% increase in traffic across the network in the AM peak and 1.7% increase in traffic across the network during the PM peak.
Based on the outputs generated by the SATURN model, it is not considered necessary to provide any individual junction assessment modelling for Morpeth, on the basis that overall traffic conditions can be expected to be no
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worse than conditions currently observed. However, further work being undertaken to appraise options for the County Hall site will be taken into account and reported separately.
Full outputs from the Morpeth SATURN model are provided in Appendix F.
3.4.2 Prudhoe
A total of four junctions have been considered in Prudhoe. These are identified on Figure 5 below. The traffic data for these junctions has been sourced from two recent planning applications submitted in Prudhoe, one for the redevelopment of Prudhoe town centre, using 2010 traffic data and another for the redevelopment of the Prudhoe Hospital site, using 2013 traffic data.
Figure 5 – Prudhoe Junction Plan
The junctions identified above include:
1. A695 / B6395 priority junction;
1a. Committed A695 / B6395 roundabout junction improvement scheme to be provided as part of the redevelopment of the Prudhoe Hospital site;
2. A695 / Station Road roundabout;
3. Front Street / B6395 / Kepwell Bank priority crossroads;
4. Front Street / Station Road signal controlled junction.
Table 13 below provides a summary of junction performance based on the three scenario tests described in Section 2.3. Junction performance has been categorised on a ‘traffic light’ basis, as described in Section 2.10.
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Assessment Test Assessment Test 2 Assessment Test Ref Junction 1 3
1 A695 / B6395 (priority) 1a A695 / B6395 (roundabout) 2 A695 / Station Road 3 Front Street / B6395 / Kepwell Bank 4 Front Street / Station Road
Table 13 – Prudhoe Junction Performance Summary
As can be seen from Table 13, the priority junction of the A695 and B6395 to the east of Prudhoe breaks down in Test 2 and 3, principally as a result of traffic being unable to exit from the B6395. However, as part of the extant planning approval for 404 dwellings on the Prudhoe hospital site (application reference 14/04160), a committed highway scheme is in place to upgrade the junction to a roundabout layout. Jacobs has sourced the proposed layout and geometric parameters for this junction from the approved Transport Assessment supporting the Hospital redevelopment to test the impact of the Core Strategy. Although the proposed roundabout is anticipated to be approaching capacity in Test 3, it is not anticipated to result in any significant delays and the impacts are considered to be manageable and generally positive compared to the equivalent impact of Core Strategy development on the existing priority junction arrangement.
The Front Street / Station Road signalised crossroads in the centre of Prudhoe is also forecast to approach capacity in the Test 3 scenario, although similarly is not anticipated to result in any significant queuing that could not readily dissipate in the appropriate green traffic signal phases.
As a result of the implementation of the roundabout scheme at the A695 / B6395 junction, no residual transport issues in Prudhoe have been identified from the testing undertaken, even in the worst case Scenario 3 Test.
3.4.3 Hexham
A total of four junctions have been considered in Hexham. These are identified on Figure 6 below. The data for the A6079 / Ferry Road priority junction and A6079 / Alemouth Road mini roundabout was obtained from traffic counts undertaken in 2015 as part of this study, with traffic data for the remainder of the junctions sourced from a planning application submitted for the former Hexham hospital site in 2013.
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Figure 6 – Hexham Junction Plan
The junctions identified above include:
1. A69 / B6531 priority junction;
2. A6079 / Station Road mini-roundabout;
3. A695 / Peth Head priority junction; and
4. A6079 / Ferry Road priority junction
Table 14 below provides a summary of junction performance based on the three scenario tests described in Section 2.3. Junction performance has been categorised on the ‘traffic light’ system described in Section 2.10.
Ref Junction Assessment Test 1 Assessment Test 2 Assessment Test 3
1 A69 / B6531 2 A6079 / Station Road 3 A695 / Peth Head 4 A6079 / Ferry Road
Table 14 – Hexham Junction Performance Summary
It can be seen that the additional traffic resulting from the Core Strategy development is expected to adversely affect the A6079 / Station Road and A6079 / Ferry Road junctions in particular, the main route between the A69 from the north and the town centre. This area is already known to suffer peak period congestion, which was validated by on-site peak hour observations in July 2015 at the time the traffic counts were undertaken and
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identified in the 2015 base outputs below. This constraint is expected to be exacerbated by the addition of Core Strategy development in Hexham.
The modelled impacts on the A6079 / Ferry Road junction shows congestion and delays for vehicles exiting Ferry Road, as a result of the high volume of traffic using the A6079. This results in few suitable gaps for traffic to exit, in either direction, resulting in queuing on Ferry Road. This is a particular issue at this location due to the prominence of existing industrial premises accessed from Ferry Road and the higher proportion of HGV traffic that utilises this route. As such, the ability to exit is particularly acute for slow moving HGV traffic. The Core Strategy has proposed an additional employment site in this location, resulting in additional traffic being assigned to Ferry Road, exacerbating existing queuing quite considerably.
The A6079 / Station Road mini roundabout is already known to regularly suffer reasonably significant peak period queuing and delay. As such, based on the formulae and algorithms used in the software, any small increases in traffic result in an exponential increase in additional queuing and delay at an already saturated junction as additional demand is added to the back of existing queues. In transport modelling terms, this results in an extremely constrained junction that breaks down with significant vehicular queuing. In reality, this extent of congestion would be unlikely to materialise as traffic re-routes to alternative routes to avoid the pinch point or drivers amend their trips / travel behaviour to avoid the worst of the peak period (i.e. peak spreading).
This has the potential to negatively impact on adjacent routes / junctions or create problematic rat-runs as alternative routes are deemed more attractive due to the delay observed.
A number of other junctions in Hexham town centre, although not explicitly considered in this report could be negatively impacted by significant congestion at the A6079 / Station Road junction and be particularly sensitive due to the existing constraints associated with a historic market town.
Notwithstanding the above, a junction that suffers existing queuing and delay to the extent identified at the A6079 / Station Road junction is likely to pose a risk to future development. This is likely to be problematic both in terms of local opposition but also poses a risk in terms of the ability to satisfy the tests of existing planning guidance (NPPF), in which any future development could be seen to have a severe impact on the continuing operation of the junction.
Additionally, the A69 / B6531 junction to the north west of Hexham is also considered to be a sensitive receptor on the local road network. This junction is impacted by development to the west of Hexham town centre and also represents a viable alternative route onto the A69 to the west and east for traffic re-routing to avoid traffic identified in the town centre. Although the analysis undertaken does not identify any capacity issues inclusive of additional development and traffic re-distribution impacts, this junction is a priority crossroads junction on a major trunk road and therefore sensitive to any significant changes to traffic flows resulting from development, or pinch points elsewhere on the network.
Whilst the A69 / B6531 junction could in theory be upgraded, any upgrade to remove the existing priority arrangement would be a significant engineering scheme at considerable cost. It is not a scheme that is currently being pursued by HE as part of their own investment strategy. Therefore any improvements would in all likelihood need to be led by development contributions, which, given the costs involved is unlikely to be viable.
3.4.3.1 Mitigation
Based on the extent of current and future constraint being anticipated at the two junctions identified above, in order to accommodate Core Strategy development traffic, it will be necessary for some form of mitigation scheme to be developed for the A6079 / Station Road and A6079 / Ferry Road junctions. This is important both in terms of the operation of these strategic junctions in the town centre but also the potential for any congestion at these junctions and subsequent impacts on other junctions, such as the A69 / A6531 junction described above.
Jacobs has undertaken investigations regarding mitigation options available to implement at these junctions. As identified in Section 3.2, the A6079 / Station Road junction is already highly constrained by being built on an existing bridge structure over a railway line. Although some limited road line marking upgrades could achieve
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better lane usage and generally rationalise the use of the available carriageway, this would likely be insufficient to address the extent of the congestion that already occurs at this junction.
Additionally, physical widening of the bridge structure is likely to involve significant costs and risks that would make it unviable, removing the potential to implement any carriageway widening. Therefore, it is likely some more radical alternative solutions may require consideration, such as consideration of a town centre signage / routing strategies that may limit the number of conflicting movements permitted at the junction, thereby reducing demand.
Similarly, the A6079 / Ferry Road junction suffers from constraints with the proximity of the river bridge and level differences limiting options to the south of the junction and the embankment on the western side of the A6079 making any works potentially costly to implement.
The options for mitigation measures and associated costs for both junctions will be set out in the forthcoming Transport Assessment Mitigation report.
3.4.4 Ponteland
A total of four junctions have been considered in Ponteland. These are identified on Figure 7 below. The traffic data for these junctions has been sourced from a combination of studies / planning applications submitted and undertaken in 2013 and for junction 4, a turning count undertaken in 2015.
Figure 7 – Ponteland Junction Plan
The junctions identified above include:
1. A696 / Rotary Way roundabout junction;
2. A696 / Callerton Lane signal controlled junction;
3. A696 / North Road mini-roundabout junction; and
4. Callerton Lane / Rotary Way junction. 33
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Table 15 below provides a summary of junction performance based on the three scenario tests described in Section 2.3 with junction performance, categorised on a ‘traffic light’ system described in Section 2.10.
Ref Junction Assessment Test 1 Assessment Test 2 Assessment Test 3
1 A696 / Rotary Way 2 A696 / Callerton Lane 3 A696 / North Road 4 Callerton Lane / Rotary Way
Table 15 – Ponteland Junction Performance Summary
It can be highlighted that the main constraint in Ponteland is represented by the double junction arrangement in the town centre, incorporating the A696 / Callerton Lane signal controlled junction and the A696 / North Road mini roundabout. Modelling results indiciate that the most constrained junction is identified to be the mini- roundabout. It can be highlighted that this junction suffers capacity issues in all scenario tests, with the A696 approach from the west being particularly susceptible to the build up of queues in both peak periods.
For the A696 / Callerton Lane signal controlled junction and A696 / Main Street / North Road mini-roundabout junction, located either side of the River Point, traffic data has been obtained from two main recent sources with surveys undertaken in 2012 and 2013 and a third more historic survey undertaken in 2008. Jacobs has interrogated this data and it is evident that there is considerable variation between the surveys in both the AM and PM peaks. This is particularly emphasised in the level of through traffic along the A696 which varies by as much as 50% as well as to a lesser extent, the level of traffic turning from Callerton Lane and North Road. These variations result in traffic volumes differing by as much as 166 and 185 vehicles for through traffic movements in the AM and PM peak respectively.
Table 16 below summarises the total junction turning movements recorded from each survey, highlighting the extent of the variation. This data has been sourced from two planning applications submitted in relation to the former Police HQ site in Ponteland and a traffic study commissioned by Banks Group in 2013 to establish traffic conditions in Ponteland, entitied the Clickemin Study. For the purpose of the transport assessments and modelling work undertaken as part of this study, Jacobs has used the latest available data from 2013 at this junction, which is considered more reliable. Further traffic counts may be appropriate for this junction to verify the data.
Total Traffic Volume Survey Date Data Source AM Peak PM Peak
2008 WSP Transport Assessment – Police HQ (dated 2009) 2102 2055 2012 Banks Clickemin Study 1658 1619 Pell Frishmann Transport Assessment – Police HQ 2013 1985 1822 (dated 2014)
Table 16 - Ponteland Traffic Survey Comparison
The modelling also identifies less significant queuing on the A696 approach from the west. The proximity of the two junctions are such that any queuing / delay at one has the potential to impact on the operational at the other with queuing potentially extending back into the adjacent junction.
A major traffic impact associated with development in Ponteland relates to a redistribution of traffic resulting from the potential relocation of the existing schools. Currently, the main proposals involve the provision of new schools on land to the north of Rotary Way, in addition to new associated development with the existing school sites being redeveloped.
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There is potential for some traffic to/from the south and east now not being required to route through the junctions in the town centre as a result of the relocation of the schools. Jacobs has accounted for this by by reviewing the home postcode of students and their likely route to school and then proportioning this by the pupil travel to school modal split from the latest school Travel Plan survey. This results in a redistribution of trips at the A696 / Callerton Lane signalised junction, so that pupils from the North Road residential areas would continue along the A696 instead of turning right into Callerton Lane. Trips have also been added to the Callerton Lane / Rotary Way junction to account for pupils living in Darras Hall who would now been assumed to use the junction to access the new school.
The traffic redistribution impacts have also been considered in respect of Rotary Way and the junctions with the A696 and Callerton Lane. Jacobs understand Fore Consulting has been commissioned to undertake a more detailed appraisal of potential access options to the new development land north of Rotary Way. For the purpose of this study, it is understood that access will be provided to new development sites in Ponteland by a combination of the following:
- Existing school / leisure centre access on Callerton Lane;
- Proposed new roundabout junction on Rotary Way; and
- Proposed new priority junction on A696 for school access.
Therefore, no changes are being proposed to any of the existing junctions being considered in the scope of this report that require consideration.
Assessments of the A696 / Rotary Way and Rotary Way / Callerton Lane junctions indicate these junction are likely to generally operate satisfactorily with the addition of Core Strategy development traffic, despite the additional development traffic on land to the north of Rotary Way and the potential redistribution of existing trips in Ponteland to access relocated schools in this area.
3.4.4.1 Mitigation
The main mitigation strategy for Ponteland will be set out in the Transport Assessment Mitigation report and will centre on the options available to improve the operation of the existing signal / mini roundabout arrangement in the town centre. Jacobs has considered some preliminary options based on the existing modelling undertaken, including the upgrading of the mini-roundabout to signal control to provide a linked signal scheme.
3.4.5 Central Delivery Area Summary
Jacobs has considered the impact of Core Strategy development in four key settlements in the Central Delivery Area, including Morpeth, Hexham, Prudhoe and Ponteland.
Junction capacity modelling has been undertaken at 12 key junctions in Hexham, Prudhoe and Ponteland. Select link analysis has been undertaken on major strategic routes in Morpeth using the approved strategic SATURN transport model, developed to test the Morpeth Northern Bypass scheme.
Results from the SATURN model indicate that the impact of development traffic in Morpeth is generally considered to be negligible once the re-distributional impacts of the bypass scheme are also taken in to account.
Capacity modelling undertaken at individual junctions in Ponteland and Hexham highlight that generally, traffic impacts are focussed on those junctions / pinch points that already experience peak period congestion currently with these junctions expected to be unable to accommodate additional development related traffic without mitigation. Any mitigation strategy that is proposed will therefore need to address these key pinch points in a manner that is both cost effective and deliverable. Given existing constraints this may require a more holistic approach rather than simply indivdidual physical improvement works, which are potentially limited by existing local constraints.
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4. South-East Delivery Area
4.1 Overview
The South-East Northumberland Delivery Area extends inland from the coast, from its southern boundary with North Tyneside and Newcastle upon Tyne and extending to Amble in the north. This area represents the most densely populated part of Northumberland and includes the main towns of Cramlington, Blyth, Ashington, Bedlington and Amble. In addition, the area also includes a number of key service centres such as Seaton Delaval, Newbiggin-by-the-Sea, Guidepost, Stakeford and Choppington.
The close proximity and good road link connections results in the South East Delivery Area being closely linked with Tyneside to the south. However, it is noted that areas such as Blyth have historically, and aim to continue to provide an important employment role, particularly in view of the redevelopment of the Blyth Estuary area. Cramlington is also seen to provide employment attractions, with a number manufacturing and pharmaceutical industries located in the town. The recent redevelopment of the town centre and construction of the Emergency Care Centre has reinforced Cramlington’s role in the regional economy. Further significant housing development is anticipated to come forward in the most part within the South West sector.
4.2 Base Transport Network Review
The A189 and A19 corridors form important sub-regional road links to Tyneside and therefore reflect important transit corridors for South East Northumberland and the wider Tyneside and Northumberland region. The impact of the Northumberland, North Tyneside and Newcastle growth aspirations is being considered by Highways England in respect of the impact on the A19 and A1 corridors. A recent capacity improvement scheme has been completed at the A19 / A1 Seaton Burn interchange, including additional lanes on the northbound A1 diverge slip as well as lane widening improvements to A1068 Fisher Lane at the A19 signal controlled roundabout junction. The A189 / A19 Moor Farm junction is known to suffer from peak period queuing on numerous approaches, which is the subject of future modelling by Highways England to generate comprehensive schemes to accommodate regional traffic growth.
In terms of the local road network, there are known localised traffic congestion issues in Blyth, most notably along the A193 Cowpen Road. Particular pinch points exist around the ASDA store / Chase Farm Drive and the signal controlled junction with Coniston Road to the east of the A189 / A193 interchange, mainly as a result of eastbound traffic feeding into one lane from two. Traffic is known to queue back across the A189 interchange, impacting on traffic flows on the southbound A189 diverge slip in particular. Traffic congestion is also known to occur on the A1061 South Newsham corridor to the south of Blyth, particularly in respect to the A192 / A1061 roundabout.
As a new town, the road network in Cramlington is built to a good standard with capacity and generally no residual traffic congestion issues. There is known to be a build up of traffic on occasions at junctions in the town centre, particularly along Station Road; however this is generally considered to more retail related and fluctuates throughout the day rather than sustained congestion observed during typical peak periods.
Cramlington is the only main town in the South East area to currently benefit from a regular rail service, with a regular local passenger service providing links to Morpeth and Newcastle/Metro Centre.
There is not considered to be significant sustained traffic congestion issues in Bedlington, albeit the A1068 / Front Street roundabout and Front Street / B1331 junctions in Bedlington are known to be busy and some peak period congestion can be observed.
In terms of Ashington, generally, the main pinch points are considered to be in the town centre, particularly in relation to the A196 Lintonville Terrace and its interaction with the A197 to the south and Woodhorn Terrace to the south, the access junction for the new ASDA store and the existing bus station all in close proximity.
Northumberland County Council has a long standing aspiration to reintroduce passenger rail services to the Ashington, Blyth and Tyne line, providing a new rail service between Ashington, Blyth, Bedlington, Seaton 36
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Delaval and Newcastle. Further information regarding this infrastructure scheme is provided in 4.3 below. It is understood that reintroduction of the rail service could result in a 14% modal shift from car to rail for commuter trips, as identified later in Section 4.3.2.
Existing bus services in South East Northumberland are considered to be extensive, with regular services between the main towns of Cramlington, Blyth and Ashington with connections to Morpeth. Additionally, there are regular and express services to Newcastle from all main towns.
4.3 Transport Infrastructure Improvements & Potential Modal Shift
4.3.1 Highway Network Improvements
The main transport infrastructure improvements in the South-East Delivery Area are associated with the Strategic Road Network (SRN), namely the A1 and A19. Information provided to NCC by Highways England (HE), who operate and main the SRN, indicates that a number of committed improvement schemes have secured funding or have recently been implemented on the A19 corridor in Northumberland / North Tyneside.
HE has recently changed its structure and funding arrangement to become a Government Owned Company with a Road Investment Strategy and Route Strategies. These changes provide a framework to allow more freedom to manage the network, more certainty of funding and more flexibility over investments.
The HE has undertaken detailed medium to long term junction and link analysis on the A19 corridor, to consider the future implications of Local Plan growth aspirations across the region, including growth in Northumberland, North Tyneside and Newcastle. The outcome of this work has been a commitment to the following schemes: • Signalisation and localised widening scheme at Seaton Burn (operational as of 2015). This will result in capacity improvements and provide capacity to accommodate traffic associated with the development of the South West Sector in Cramlington, which will directly impact on this junction; • Signalisation of the A19 Killingworth junction; • Proposed major scheme at A19 Silverlink junction including full grade separation of the A19 (to be delivered 2017+); and • Southbound off-slip widening at the A19 Howdon junction) to be delivered in 2016). • These schemes are in addition to the recent construction of the second Tyne Tunnel, doubling the capacity of this key infrastructure.
Junction capacity modelling undertaken by HE in respect of the A19 / A189 Moor Farm junction has identified that planned growth will result in significant delay and congestion at this junction, which already operates with levels of constraint during peak periods currently. Therefore, HE is undertaking further option capacity testing to determine an appropriate long term junction layout that will address the existing and future capacity issues likely to arise at this key network interchange and potential carriageway improvements to HE ‘Expressway’ standard. As a result of these planned interventions and the on-going strategic assessments, it is not considered practical to undertake any standalone modelling of these junctions / links based purely on the trips generated by growth in Northumberland alone given the strategic modelling approach being adopted by HE. However, Jacobs has engaged and will continue to liaise with HE to ensure the general approach that has been adopted in respect of scenario assessments, trip generation / distribution. Additionally, the identified traffic flows at key junctions / pinch points on the SRN for the scenario tests outlined previously and being considered in this report are presented in Section 8 of this report. In relation to transport improvements associated with the local road network in the South East Delivery Area, Jacobs is aware of a study being undertaken by Northumberland County Council that aims to assess congestion in Blyth, which may provide some additional recommendations / interventions to improving the operation of the road network in Blyth. Additionally, as part of the housing development at the South West Sector in Cramlington, Jacobs is aware of a proposed link road that will provide a new link between the A168 Fisher Lane, with a new three arm roundabout
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access being created. An estate road will then link into the existing Beacon Lane road that will be upgraded and provide a secondary access from the north via the A1172 roundabout junction. This link will provide alternative routing options for traffic generated by the South West Sector development and this has been taken into account in terms of the distribution and assignment exercise undertaken for this site.
4.3.2 Rail Improvements
NCC is seeking to improve connectivity and accessibility in the South East Northumberland corridor, in particular improving links between towns such as Ashington and Blyth with Newcastle. A key aim is to encourage more sustainable access to the key regional economic centre and reduce the reliance on car for those wishing to commute into Tyne and Wear from South East Northumberland. The introduction of passenger rail services between South-East Northumberland and Newcastle is seen as a key mitigation strategy to reducing commuter traffic between these areas and the reliance on car trips.
A number of options have been considered for achieving this aim and a detailed study was published in 1996 to identify a preferred option, which was identified as the re-introduction of passenger rail services on existing rail lines used solely for freight between Ashington, Blyth and Newcastle. Figure 8 below identifies the extent of the proposed new line with the proposed new stations identified.
Figure 8: Proposed Ashington – Blyth – Tyne Rail Line
In 2011, AECOM completed an overarching evidence base for South East Northumberland including economic, social and environment issues and current and future transport movements. The study highlighted that reopening the Ashington-Blyth-Tyne line met the highest study objective of increasing access to jobs and reducing congestion.
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In 2012, an initial Business Case was formulated for re-opening the line, based on 5 options (variations in terms of track type and service frequencies) and the Business Case was subsequently updated in 2014. Given the benefits that have been highlighted to arise from the scheme and the Council’s commitment to appraise the project through the GRIP process, it has been requested that this scheme is considered a committed transport improvement within our study.
The provision of significant new transport infrastructure such as a new rail line is undoubtedly likely to impact on current and future travel demand and traffic movements. The updated 2014 Business Case report highlights the anticipated total demand for the rail service, the percentage modal shift and total demand by station.
This information has been used to derive appropriate modal shift factors to apply to existing traffic movements in affected areas and future development traffic. The Business Case outlines a cumulative total mode shift from car to rail of 13.1% (14% when including Northumberland Park station in North Tyneside), based on the implementation of the preferred rail line option. The proportion of mode shift is anticipated to vary between particular settlements, identified in Table 12 below. It is acknowledged that the new rail line will provide more of an attraction for road users / new developments in close proximity to the proposed new stations; therefore it is necessary to apply an adjusted modal shift factor to traffic movements and new development trip generation depending on their location within each settlement.
Therefore, as part of the junction modelling undertaken to inform this report, the following criteria has been applied, based on the modal shift targets identified in Table 12: • Site located 0-1km from proposed station = 100% of settlement mode shift applied; • Site located 1-2km from proposed station = 50% of settlement mode shift applied; and • Site located 2-3km from proposed station = 25% of settlement mode shift applied.
This assumes that a site within 1km of a proposed station would have a high likelihood of achieving the stated mode shift target for that particular settlement (i.e. 5% in Ashington, but would reduce to 1.2% mode shift if a development was located up to 3km away from the proposed station in Ashington). The factors applied to the developments to account for the new railway line can be found in Appendix A.
In relation to existing traffic movements, the opening of the rail line could potentially reduce traffic on key links / junctions in the vicinity of the new stations as a result of the modal shift identified. However, conversely, at locations where Park and Ride facilities are proposed, traffic levels may in fact increase as existing traffic redirects to these locations rather than undertaking a longer car based commuting trip. It is difficult to quantify at this stage the likely impact of the rail line on existing trips; however any changes to existing trip patterns are likely to be relatively modest in the context of the capacity being provided by the additional rail line and services operating on it during peak times. Therefore, at this stage, the methodology adopted in addressing modal shift for future development sites is considered sufficient for accounting for the future traffic changes that may result from the implementation of the rail line.
Table 16 below summarises the anticipated mode shift from each new station of the proposed new line identified in the 2014 AECOM Business Case Report, as well as the manual adjustments applied to account for the location and distance of road junctions / development sites from each station.
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Less than 1km 1-2km Distance 2-3km Distance Total Modal Shift – Car to Proposed Stations Distance (100% Mode (50% Mode Shift (25% Mode Shift Rail (from AECOM report) Shift Applied) Applied) Applied)
Ashington 5.0% 5.0% 2.5% 1.2%
Bedlington 1.4% 1.4% 0.7% 0.3%
Blyth 3.0% 3.0% 1.5% 0.7%
Newsham 2.3% 2.3% 1.1% 0.6%
Seaton 1.5% 1.5% 0.8% 0.4%
Total 13.1% 13.1% 6.5% 3.3%
Table 17 – Car to Rail Modal Shift Proportions
As highlighted, the methodology adopted applies the actual modal shift per station as calculated in the AECOM Business Case, which we have then applied on a settlement basis and adjusted to account for distance of road junctions and sites from each station.
4.4 South-East Delivery Area Settlement Analysis
4.4.1 Amble
A total of four junctions have been considered in Amble. These are identified on Figure 9 below. The traffic data for these junctions has been sourced from a Transport Assessment supporting a residential development to the south-west of Amble, which although was submitted in 2013 utilised 2007 traffic data.
Figure 9 – Amble Junction Plan
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The junctions identified above include:
1. A1068 / Percy Drive roundabout junction;
2. A1068 / Acklington Road priority junction;
3. A1068 / Bede Street priority junction; and
4. A1068 / Albert Street priority junction.
Table 18 below provides a summary of junction performance based on the three scenario tests described in Section 2.3.
Ref Junction Assessment Test 1 Assessment Test 2 Assessment Test 3
1 A1068 / Percy Drive 2 A1068 / Acklington Road 3 A1068 / Bede Street 4 A1068 / Albert Street
Table 18 – Amble Junction Performance Summary
The development schedule included in Appendix A highlights that future development commitments in Amble are generally relatively modest in comparison to other settlements in Northumberland. Based on the traffic data available, none of the junctions tested are observed to suffer with residual queuing or constraint currently; therefore capacity is available to accommodate future development on the road network in Amble.
Junction capacity assessments highlight that all junctions considered in Amble are expected to be able to accommodate traffic associated with future development growth in all assessment scenarios, including the worst case scenario 3 test. As such, no further consideration has been given to mitigation schemes for junctions in Amble on this basis.
4.4.2 Ashington
A total of six junctions have been considered in Ashington. These are identified on Figure 10 below. The traffic data for these junctions has been sourced from a Transport Assessment supporting a residential development on New Seaton Industrial Estate (app reference 14/03715), utilising 2013 traffic data. Junctions 5 and 6 in Figure 10 were not covered by the 2013 traffic data, and therefore traffic counts were undertaken by Jacobs in July 2015 in the week prior to the school summer holidays at these junctions, to ensure representative peak period traffic conditions.
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Figure 10 – Ashington Junction Plan
The junctions identified above include:
1. A196 / Newbiggin Road / North Seaton Road roundabout junction;
2. B1334 Newbiggin Road / Milburn Road mini-roundabout junction;
3. B1334 Newbiggin Road / College Road roundabout junction;
4. A189 / B1334 / Ashwood Drive roundabout junction;
5. A196 Lintonville Terrace / Woodhorn Road signal controlled junction; and
6. A197 / A197 / Petrol Filling Station roundabout junction.
Table 19 below provides a summary of junction performance based on the three scenario tests described in Section 2.3. Junction performance has been categorised on the ‘traffic light’ system described in Section 2.10.
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Ref Junction Assessment Test 1 Assessment Test 2 Assessment Test 3
A196 / Newbiggin Road / North Seaton 1 Road 2 B1334 Newbiggin Road / Milburn Road 3 B1334 Newbiggin Road / College Road 4 A189 / B1334 / Ashwood Drive A196 Lintonville Terrace / Woodhorn 5 Road 6 A197 / A197 / Petrol Filling Station
Table 19 – Ashington Junction Performance Summary
The modelling outputs highlight that two junctions are expected to break down as a result of future development growth in Ashington. The most constrained junction is the existing mini-roundabout between the B1334 Newbiggin Road and Milburn Road to the south of Ashington town centre, which is not expected to operate within capacity in all three of the scenario tests.
Additionally, the A189 / B1334 / Ashwood Drive junction to south-east of Ashington is expected to break down in Test 3.
It is acknowledged that there are some existing delay issues along the A196, particularly around Woodhorn Road. On site observations indicate that a large part of this congestion relates to vehicles turning onto and off side roads and individual property / car park accesses on the A196 as well as Woodhorn Road and Asda supermarket signalised junctions not being linked to provide a ‘green wave’ for movements along the A196. The installation of a system such as SCOOT to link the two junctions is thus likely to yield benefits in this area should more serious congestion issues occur.
4.4.2.1 Mitigation
Jacobs has considered junction 2 and 4 summarised above in more detail to determine if there are any potential mitigation options that could be implemented to address the impacts of Core Strategy development traffic.
A preliminary scheme for the B1334 Newbiggin Road / Milburn Road junction has been developed and will be set out in the Transport Assessment Mitigation report.
In relation to the A189 / B1334 / Ashwood Drive junction, a number of constraints have been identified relating to an overhead powerline and pylon located on land bounding the eastern extent of the junction whilst the unusual form / design of the existing roundabout layout results in difficulties in providing mitigation schemes that conform to relevant design standards. The identified options for the junction will be set out in the Transport Assessment Mitigation report.
4.4.3 Bedlington
A total of three junctions have been considered in Bedlington. These are identified on Figure 11 below. The traffic data for these junctions has been sourced from a Transport Assessment supporting a residential development Blue House Farm (app reference 15/01080), utilising 2015 traffic data. Additionally a traffic count was undertaken at Junction 3 in July 2015 in the week prior to the school summer holidays at these junctions, to ensure representative peak period traffic conditions.
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Figure 11 – Bedlington Junction Plan
The junctions identified above include:
1. B1331 Netherton Lane / Alnwick Drive roundabout junction;
2. A193 Front Street / B1331 / A1068 roundabout junction;
3. A193 Front Street / Church Street / Vulcan Place priority junction;
Table 20 below provides a summary of junction performance based on the three scenario tests described in Section 2.3. Junction performance has been categorised on a ‘traffic light’ system described in Section 2.10.
Ref Junction Assessment Test 1 Assessment Test 2 Assessment Test 3
1 B1331 Netherton Lane / Alnwick Drive 2 A193 Front Street / B1331 / A1068 A193 Front Street / Church Street / 3 Vulcan Place
Table 20 –Bedlington Junction Performance Summary
The impacts associated with the Core Strategy development in Bedlington are predominantly focussed on the A193 / Church Street / Vulcan Place priority junction and A1068 / B1331 junctions in the town centre. Based on the scenario tests assessed, this junction is expected to break down in Test 2 and 3, as a result of a build-up of vehicular queues on the B1331 Vulcan Place approach from the north.
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4.4.3.1 Mitigation
As a result of junction 3 being located at a strategic location in the town centre and providing a key route to town centre car parks and Bedlington Station, it is considered prudent to consider potential mitigation measures that could address the constraint and generally rationalise the highway at this location.
Jacobs will investigate potential mitigation options available at this junction, including upgrading to signal control with the results outlined in the forthcoming Transport Assessment Mitigation report.
4.4.4 Blyth
A total of five junctions have been considered in Blyth. These are identified on Figure 12 below. The traffic data for these junctions has been sourced from a Transport Assessment supporting a residential development at Laverock Hall Road (app reference 14/01449) and Commissioners Quay application (app reference 13/01351). These applications provide traffic data sourced in 2013 and 2014.
Figure 12 – Blyth Junction Plan
The junctions identified above include:
1. A1061 / A192 roundabout junction;
2. A1061 Laverock Hall Road / B1523 roundabout junction;
3. A1061 / Links Road / Rotary Way roundabout junction;
4. Bridge Street / B1329 / Quay Road roundabout junction; and
5. A193 Cowpen Road / Tynedale Drive signal controlled junction.
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Table 21 below provides a summary of junction performance based on the three scenario tests described in Section 2.3. Junction performance has been categorised on a ‘traffic light’ basis, described in Section 2.10.
Ref Junction Assessment Test 1 Assessment Test 2 Assessment Test 3
1 A1061 / A192
2 A1061 Laverock Hall Road / B1523 3 A1061 / Links Road / Rotary Way 4 Bridge Street / B1329 / Quay Road 5 A193 Cowpen Road / Tynedale Drive
Table 21 –Blyth Junction Performance Summary
The results highlight that three junctions are expected to operate over capacity in all scenario tests considered.
Junction 5 represents the most constrained junction based on existing conditions, which is further exacerbated by future development traffic growth. It is noted that Junction 5 is located on Cowpen Road, a known congestion corridor in Blyth. As identified previously this has been subject to further analysis as part of a separate study.
Junction 1 and 2 are both expected to fail in future assessment scenario tests. It is understood vehicular queues form at Junction 1 during peak periods currently, which is further exacerbated by additional development traffic. Due to the extent of future development in the south of Blyth, Junction 2 in particular becomes quite considerably constrained in the scenario 2 and 3 tests. Modelling results indicate that Junction 2 is expected to witness the largest breakdown as a result of future development traffic impacts.
4.4.4.1 Mitigation
Jacobs has considered potential mitigation options at the three junctions identified above based on the assessments undertaken to date. In respect of Junction 5, possible changes to signal timings have been considered; however it is understood that there may be a more strategic consideration of addressing congestion along the Cowpen Road corridor resulting from the NCC Blyth Congestion Study that may provide wider benefits than specific alterations at this particular junction individually.
Additionally, there is potential for the industrial estate / employment area to the north of Cowpen Road accessed via Coniston Road to be accessed via alternative roads to the east and west which could dilute the potential impact at this junction by removing traffic.
Schemes for alleviating the anticipated constraint identified at Junctions 1 and 2 have been considered, including the upgrading of Junction 2 to signal control.
Jacobs will explore all potential scheme options which will be outlined in the forthcoming Transport Assessment Mitigation report.
4.4.5 Cramlington
A total of nine junctions have been considered in Cramlington, as well as the two main interchanges on the A19 at Seaton Burn and Moor Farm. These are identified on Figure 13 below. The traffic data for these junctions has been sourced from a Transport Assessment supporting a residential development at the South West Sector (app reference 15/00901) and the Centre Point application (app reference 14/04099). These applications both provided traffic data sourced in 2014.
The impact of Core Strategy development on the A1 and A19 junctions at Seaton Burn and Moor Farm are set out in Section 8. Although development trips will be provided and a percentage impact calculated from this, individual junction modelling is not provided given the impact associated with cross-boundary traffic from Newcastle and North Tyneside, with strategic modelling of these impacts being undertaken by HE. 46
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Figure 13 – Cramlington Junction Plan
The junctions identified above include:
1. A1068 Fisher Lane / A1172 roundabout junction;
2. A1172 / Beacon Lane / Nelson Drive roundabout junction;
3. A1172 / Langdale Drive signal controlled junction;
4. A1172 / A1171 / Station Road roundabout junction;
5. B1326 / Dudley Lane / Supermarket Access roundabout junction;
6. A1171 / Dudley Lane / Hebron Drive / Westmorland Way roundabout junction;
7. A1171 / Lancastrian Road / Northumbrian Road roundabout junction;
8. A1171 / Ripley Drive / Glenluce Close roundabout junction; and
9. A1171 / A19 roundabout junction.
Table 22 below provides a summary of junction performance based on the three scenario tests described in Section 2.3. Junction performance has been categorised on a ‘traffic light’ basis, as described in Section 2.10. It should be noted that only two Scenario tests have been undertaken for Cramlington as there is no additional development planned in the Scenario test 3.
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Ref Junction Assessment Test 1 Assessment Test 2
1 A1068 Fisher Lane / A1172 2 A1172 / Beacon Lane / Nelson Drive 3 A1172 / Langdale Drive 4 A1172 / A1171 / Station Road 5 B1326 / Dudley Lane / Sainsburys A1171 / Dudley Lane / Hebron Drive / 6 Westmorland Way A1171 / Lancastrian Road / 7 Northumbrian Road 8 A1171 / Ripley Drive / Glenluce Close 9 A1171 / A19
Table 22 –Cramlington Junction Performance Summary
The junction modelling results above highlight that generally, despite the addition of a large number of additional housing and employment sites in the Cramlington area, the majority of junctions continue to operate satisfactorily in all scenario tests. Two junctions are identified to be close to operational capacity.
The most significant impact is anticipated to be observed at the A1172 / A1171 / Station Road mini-roundabout junction to the south-east of the railway station. Although this junction is known to suffer occasional queuing, the congestion that does occur is generally considered to be associated with retail traffic at specific periods rather than sustained commuter peak period congestion.
However, the addition of Core Strategy development traffic is expected to result in a more significant break down in junction performance, with sustained congestion observed during the PM peak period in Test 2.
4.4.5.1 Mitigation
The main impacts in Cramlington are anticipated to be observed at the A1172 / A1171 / Station Road roundabout to the south-east of the railway station. The results highlight that the addition of development traffic causes the junction to break down on the southern A1172 approach in the PM peak in Test 2.
As a result of the extent of the constraint identified at this junction and its strategic importance in close proximity to the railway station and town centre retail area, Jacobs has considered potential mitigation options that could be implemented at this location. Subject to confirmation of the adopted highway at this location, there is potential to provide a larger roundabout Inscribed Circle Diameter (ICD), which will assist circulatory traffic and also enable additional lane flaring to be provided on all approaches to the junction without compromising pedestrian amenity.
Jacobs will review the best options available for implementation at this junction with an appropriate option reported as part of the Transport Assessment Mitigation report.
4.4.6 Seaton Delaval
A total of four junctions have been considered in Seaton Delaval. These are identified on Figure 14 below. The traffic data for these junctions has been sourced from a Transport Assessment supporting a residential development at Wheatridge Park (app reference 11/03200) and New Hartley (app reference 14/01223). These applications provide traffic data sourced in 2012 and 2014.
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Figure 14 – Seaton Delaval Junction Plan
The junctions identified above include:
1. A192 / B1326 / Ambridge Way roundabout junction;
2. A192 / Double Row mini roundabout junction;
3. A192 / A190 / The Avenue roundabout junction; and
4. A190 The Avenue / St Michael’s Avenue priority junction.
Table 23 below provides a summary of junction performance based on the three scenario tests described in Section 2.3. Junction performance has been categorised on the ‘traffic light’ described in Section 2.10.
Ref Junction Assessment Test 1 Assessment Test 2 Assessment Test 3
1 A192 / B1326 / Ambridge Way 2 A192 / Double Row 3 A192 / A190 / The Avenue 4 A190 The Avenue / St Michael’s Avenue
Table 23 –Seaton Delaval Junction Performance Summary
The junction outputs highlight that generally, the impact of Core Strategy development in Seaton Delaval is expected to be relatively limited. One of the four junctions are expected to be close to operational capacity in scenario test 3; however these impacts are considered to be relatively modest and therefore manageable, with no sustained significant constraint identified in either peak period.
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4.4.7 South East Delivery Area Summary
Jacobs has considered the impact of Core Strategy development in six key settlements in the South-East Delivery Area, including Amble, Ashington, Bedlington, Blyth, Cramlington and Seaton Delaval.
Junction capacity modelling based on the current sites / development schedule provided to Jacobs by NCC has been undertaken at 31 key junctions in aforementioned settlements. Traffic impact analysis has also considered the potential modal shift resulting from the re-introduction of passenger rail services between South-East Northumberland and Newcastle.
Results from the capacity modelling undertaken at individual junctions highlight that the impact of Core Strategy development traffic in Amble and Seaton Delaval is unlikely to be significant. Specific pinch points have been identified in Bedlington, Ashington, Cramlington and Blyth that will form the focus of any mitigation strategies identified for these towns.
The most constrained town in terms of the number of junctions that are anticipated to operate beyond capacity is Blyth, based on the analysis undertaken.
A mitigation strategy that will address the identified key pinch points will be set out in the forthcoming Transport Assessment Mitigation report.
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5. Northern Delivery Area
5.1 Overview
The North Northumberland Delivery Area is bounded to the north by the Scottish Border, to the west by the Cheviot Hills and Northumberland National Park and to the south by the Coquet Valley. The Northumberland Coast, a designated Area of Outstanding National Beauty (AONB), forms the eastern boundary. The Delivery Area includes the main market towns of Alnwick and Berwick on Tweed and the smaller service centres of Belford, Rothbury, Seahouses and Wooler.
The main market towns of Alnwick and Berwick act as the main locations for housing, employment, retailing and services in the north of the county as well as acting as popular tourist destinations. Given the larger rural hinterland that each town supports, a reasonable amount of employment provision is located within each. The smaller service centres of Rothbury, Wooler, Seahouses and Belford provide a smaller range of services to support local communities and the tourist industry, particularly Seahouses, which represents a hub for visitors to the north Northumberland coast.
5.2 Base Transport Network Review & Potential Modal Shift
The A1 trunk road forms the main connector to Alnwick and Berwick, providing a link to South East Northumberland and Tyneside to the south and Edinburgh to the north. The A697 provides an additional link between the north of the County and the A1. Berwick and Alnmouth (serving Alnwick) are both located on the East Coast Mainline and regular local and regional passenger services call at both stations, providing an excellent alternative to travel to Edinburgh and Newcastle. There is also a regular bus service routing via the A1 corridor, providing a regular connection between Berwick, Alnwick and Newcastle to the south.
In terms of existing network constraints, the main pinch points are observed in the historic centre of Alnwick and Berwick. The main route through Alnwick town centre, the B6346, is constrained by the castle gatehouse on Bondgate, which constrains traffic to one directional movements, with priority for westbound movements. Due to historical significance of this feature, there is little that can be done to alleviate congestion at this location.
It is acknowledged there has been a large volume of additional development land to the south-east of Alnwick, particularly in relation to the Cawledge and Lionheart Business Park developments to the east of the A1 and residential and retail development on the south-eastern fringes of Alnwick to the west of the A1. The main area of concern in this area is the current standard of the A1 / A1168 junction, which is currently a sub-standard design with very short merge and diverge slip roads, particularly for both A1 southbound movements and the A1 northbound merge slip. Additionally, in close proximity to these slip roads are a 4-arm roundabout between the A1068 and Willowburn Avenue and a priority junction providing access to the Business Parks.
In relation to Berwick, the main constraint on the network is considered to be the junctions at either end of the Royal Tweed Bridge, both of which currently take the form of mini-roundabout junction and suffer from peak period queuing and congestion. It is also understood the A1167 North Road, adjacent to the Morrison’s store is also known to suffer occasional traffic queues, however the majority of this is associated with the retail uses in this locality rather than peak period commuting traffic.
5.3 Transport Infrastructure Improvements & Potential Modal Shift
The main transport infrastructure improvements impacting on the Northern Delivery Area are those associated with the A1 trunk road. The Government recently announced a £290million upgrade to the A1 north of Morpeth, providing a dualling of a 13 mile stretch between Morpeth and Alnwick by-passes. Additionally, a number of improvements will also be made to the A1 north of Ellingham including the introduction of passing lanes, improved crossing facilities and facilities for pedestrians and cyclists.
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Currently, Highways England has commissioned a new study to provide updated analysis, consultation / engagement and completion of statutory procedures as well as continued development of the Business Case.
Planning for the improvement scheme is at an early stage and the exact route of the dualling upgrade between Morpeth and Alnwick has not yet been determined, however an outline programme indicates that a recommendation for the preferred route will be specified in 2017 and construction of enhancements to the north of Ellingham will be started in 2017 in advance of the dualling programme in 2018.
The main benefits of the scheme involve road safety improvements at a number of junctions to the north of Ellingham and improved network performance as well as improved connectivity, journey times and road safety on the dualled section between Morpeth and Alnwick.
The scheme is considered to provide specific benefit to the main settlements of Alnwick and Berwick, with reduced journey times to the south and improved accessibility / connectivity potentially increasing inward investment to these settlements.
5.3.1 Mode Shift Assumptions
Due to the more peripheral spatial geography of the Northern Delivery Area and the greater reliance on the private car in the sparsely populated rural areas of the county, realising significant modal shift through intervention and travel planning measures is considered to be more challenging. Therefore, in the interest of a robust assessment, a pragmatic and realistic assumption that no modal shift has been applied.
5.4 Northern Delivery Area Settlement Analysis
5.4.1 Berwick
A total of five junctions have been considered in Berwick. These are identified on Figure 15 below. The traffic data for these junctions has been sourced from a Transport Assessment supporting a residential development at Spittal Point (app reference 12/00512) and Seton Hall (app reference 11/03407). These applications provide traffic data sourced in 2008 and 2012.
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Figure 15 – Berwick Junction Plan
The junctions identified above include:
1. A1167 / Billendean Terrace roundabout junction;
2. A1167 / Etal Road priority junction;
3. A1167 / Ord Drive / Tweed Bridge roundabout junction;
4. A1167 / Marygate / Tweed Bridge mini-roundabout junction; and
5. A1167 / Walkergate / Castlegate mini-roundabout junction.
Table 24 below provides a summary of junction performance based on the three scenario tests described in Section 2.3. Junction performance has been categorised on a ‘traffic light’ basis identified in Section 2.10.
Only two scenarios have been summarised for Berwick, due to the fact that no development has been allocated to come forward in the Scenario test 3 assessment; maximum growth scenario. It should be noted that only two
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Scenario tests have been undertaken for Berwick as there is no additional development planned in the Scenario test 3.
Ref Junction Assessment Test 1 Assessment Test 2
1 A1167 / Billendean Terrace 2 A1167 / Etal Road 3 A1167 / Ord Drive / Tweed Bridge 4 A1167 / Marygate / Tweed Bridge 5 A1167 / Walkergate / Castlegate
Table 24 – Berwick Junction Performance Summary
Based on the assessments, the main impacts noted in Berwick are expected to be concentrated around the double mini-roundabout junctions to the north of the Royal Tweed Bridge in the town centre. The two junctions are located approximately 30m apart and therefore there is a high likelihood of each junction impacting on the other in terms of queuing and delay given their proximity.
The A1167 / Marygate / Tweed Bridge junction is expected to witness the most significant deterioration in performance; however both junctions individually are anticipated to observe queuing which therefore presents a constrained highway network in this location. The majority of development in Berwick has already gained planning permission; therefore it is likely that these junctions will require some form of mitigation scheme to accommodate development already permitted.
The A1167 / Ord Drive / Tweed Bridge junction at the southern end of the Tweed Bridge is expected to continue to operate marginally within capacity, with manageable impacts.
5.4.1.1 Mitigation
The junctions are located in the main retail area of Berwick town centre, immediately to the north of the main river crossing and therefore it is considered necessary that mitigation schemes are considered. It is noted however, that there are a number of existing constraints in the area that limit the options available to implement, for example buildings fronting each junction limit the feasibility of carriageway widening.
A preliminary scheme to upgrade the junctions to a linked signal controlled layout has been considered, however this stage has provided mixed results. Therefore, it is possible that any scheme that is both deliverable, cost effective and delivers the required benefits is likely to involve other more radical considerations, such as new routing / signing strategies and potentially limit the number of manoeuvres / conflicts at the junctions.
The mitigation measures for this area will be set out in the forthcoming Transport Assessment Mitigation measures report.
5.4.2 Alnwick
A total of four junctions have been considered in Alnwick. These are identified on Figure 16 below. The traffic data for these junctions has been sourced from a Transport Assessment supporting a residential development at Greensfield (app reference 13/03109). This application provides traffic data sourced in 2013.
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Figure 16 – Alnwick Junction Plan
The junctions identified above include:
1. A1068 / A1 Slip / Shilbottle Road priority junction;
1a. Improved A1068 / A1 Slip / Shilbottle Road priority junction featuring a ghost island right turning lane for traffic turning into Shilbottle Road. This is a committed scheme being implemented as part of a planning consent for the nearby McDonalds restaurant with work due to start on site in January 2016
2. A1068 / Willowburn Avenue roundabout junction;
3. Willowburn Avenue / Weavers Way roundabout junction; and
4. B6346 / B1340 priority junction.
Table 25 below provides a summary of junction performance based on the three scenario tests described in Section 2.3. Junction performance has been categorised on a ‘traffic light’ basis, identified in Section 2.10.
Ref Junction Assessment Test 1 Assessment Test 2 Assessment Test 3
1 A1068 / A1 Slip / Shilbottle Road A1068 / A1 Slip / Shilbottle Road 1a committed improvement scheme 2 A1068 / Willowburn Avenue 3 Willowburn Avenue / Weavers Way 4 B6346 / B1340
Table 25 – Alnwick Junction Performance Summary
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The junction capacity assessment results highlight that the impact of Core Strategy development in Alnwick is generally expected to be limited with all but one junction expected to operate within capacity in all three scenario test assessments. With the implementation of the A1068 / A1 Slip / Shilbottle Road committed improvement scheme, all junctions are expected to operate within capacity.
5.4.2.1 Mitigation
As a committed improvement scheme is currently in place, no further junctions requiring mitigation measures have been identified. However, it should be noted that the traffic flows for a recently opened McDonald’s fast food outlet could not be sourced and therefore these have not been included in the analysis.
5.4.3 North Delivery Area Summary
Jacobs has considered the impact of Core Strategy development in two key settlements in the Northern Delivery Area, notably Alnwick and Berwick.
Junction capacity modelling has been undertaken at 9 key junctions in aforementioned settlements.
Initial capacity modelling undertaken at individual junctions highlight that the impact of Core Strategy development traffic in Alnwick and Berwick is focussed on two specific junctions. The most constrained junction is that located in Berwick, which breaks down in both assessment scenario tests.
Mitigation options for Berwick will be set out in the forthcoming Transport Assessment Mitigation report.
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6. Western Delivery Area
6.1 Overview
The Western Northumberland Delivery Area straddles the southern area of Northumberland National Park and includes the Kielder area, the North Tyne Valley, South Tyne Valley and parts of the North Pennines Area of Outstanding Natural Beauty (AONB). The Delivery Area includes the main town of Haltwhistle as well as the smaller service centres of Haydon Bridge, Allendale and Bellingham.
It is the most sparsely populated area of Northumberland and generally, development pressure in this area is considered to be low. Haltwhistle provides the main housing, employment and retail centre hub whilst the smaller service centres provide important local functions for the rural hinterlands that they support.
6.2 Base Transport Network Review
The main transport links to the area follow the Tyne Valley in the form of the Tyne Valley rail line and the A69 trunk road connecting settlements of Haltwhistle and Haydon Bridge with Carlisle and the Tyneside conurbation. Areas to the north and south, in the North and South Tyne Valleys areas are less well connected by road. Generally, due to the sparse population, there are not a significant number of residual issues in the western area that require consideration. It is acknowledged that specific localised pinch points exist in areas such as Haltwhistle, however the quantum of additional development being proposed in the western areas is unlikely to exacerbate these fundamentally, relative to the larger impacts that are anticipated to be observed in other areas of the County.
6.2.1 Settlement Analysis
Notwithstanding the above, Jacobs has undertaken Census Journey to Work analysis of residents of the main settlements located within the Western Delivery Area to establish the main commuter / travel patterns and likely impacts. The Core Strategy proposes that the following housing allocations are allocated for the main settlements in the Western Delivery Area, including: - Haltwhistle (400 dwellings); - Allendale (100 dwellings); - Bellingham (280 dwellings); - Haydon Bridge (200 dwellings); - Rest of Delivery Area (370 dwellings).
A total of 1350 dwellings are allocated for the Western Delivery Area, representing 5.5% of the total Core Strategy provision of 24,320 new houses.
The ‘Edge of Town’ trip rates derived from TRICS are the most robust rates and are therefore considered the most suitable to adopt for the rural villages of the Western Delivery Area, which are likely to be more dependent on private car trips and therefore likely to exhibit relatively higher trip rates that better connected towns and settlements in other areas of Northumberland.
Applying these trip rates to the housing allocations across the Western Delivery Area provides the following traffic generation, summarised in Table 26 below.
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AM Peak PM Peak Housing Trip Rates (per dwelling) / Settlement Arrivals Departures Total Arrivals Departures Totals
Residential Trip Rates 0.165 0.383 0.548 0.378 0.173 0.551
Haltwhistle (400 dwellings) 66 153 219 151 69 220
Allendale (100 dwellings) 17 38 55 38 17 55
Bellingham (280 dwellings) 46 107 153 106 48 154
Haydon Bridge (200 dwellings) 33 77 110 76 35 110
Rest of Delivery Area (370 61 142 203 140 64 204 dwellings)
Western Delivery Area Total 223 517 740 511 233 743
Table 26 – Western Delivery Area Trip Generation
The data highlights the generation of a total of 740 two-way trips during the AM peak and a total of 743 two-way trips during the PM peak period. In order to provide some context as to where these trips are likely to route, Jacobs has interrogated the 2011 Census resident Journey to Work data for the main settlements identified in Table 26 above. This information provides the origin and destination of trips made by residents of each settlement, providing proportions of the main destinations – and therefore - particular routes that are likely to be impacted by additional development at these locations.
Table 27 below summarises this information. The data identifies the proportion of traffic originating in each settlement within the Western Delivery Area destined for the main settlements of Northumberland and neighbouring Local Authorities.
Western Delivery Area Settlements
Destination Allendale and Rest of Delivery Haltwhistle Bellingham Haydon Bridge Area (Average)
Ashington 0.39% 0.84% 0.58% 0.60%
Blyth 0.28% 0.33% 0.34% 0.32%
Cramlington 0.43% 0.98% 0.89% 0.80%
Morpeth 1.58% 3.59% 1.50% 2.04%
Hexham 16.61% 16.60% 25.11% 20.86%
Newcastle 6.07% 14.50% 15.92% 13.10%
Gateshead 2.25% 2.66% 4.30% 2.99%
North Tyneside 0.87% 3.22% 2.73% 2.78%
Cumbria 18.90% 0.89% 2.32% 6.11%
Table 27 – Summary of Destination Proportions (Western Delivery Area)
Table 27 above highlights a reasonable degree of variation between individual settlements in the west of the County, however, as would be expected, the impact of trips from these areas is very low on the main towns and settlements of South East / Central Northumberland. A very low proportion of trips are anticipated to route to Ashington, Blyth, Cramlington and Morpeth and therefore the impact of trips on the local road network in these settlements resulting from housing allocations in the Western Delivery Area can be considered to be negligible.
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The main impacts associated with trips generated in the Western Delivery Area can be expected to be seen in Hexham, due to its proximity as the most accessible key market town and employment attraction. On average, Hexham would be anticipated to draw approximately 20% of traffic from settlements in the Western Delivery Area. Therefore, in order to ensure a robust assessment, the volume of trips from each settlement has been quantified (using an average of the four settlements for the ‘Rest of Delivery Area’) and will be assigned to the local road network in Hexham and included in any individual junction assessments undertaken.
Traffic routing to locations beyond Hexham to the east, such as Tyneside and other areas of Northumberland from the Western Delivery Area has also been quantified and will be included on any junction capacity assessments of the A69 / B6531 junction and cross-boundary traffic analysis summarised in Section 7.0.
Table 28 below provides a summary of trip volumes between settlements in the Western Delivery Area and key destinations.
Western Delivery Area Settlements
Destination Rest of Haydon Haltwhistle Allendale Bellingham Delivery Area TOTAL TRIPS Bridge (Average)
Two-Way Trips AM PM AM PM AM PM AM PM AM PM AM PM
Ashington 1 1 0 0 1 1 1 1 1 1 4 4
Blyth 1 1 0 0 1 1 0 0 1 1 2 2
Cramlington 1 1 0 0 2 2 1 1 2 2 6 6
Morpeth 3 3 1 1 6 6 2 2 4 4 16 16
Hexham 36 37 14 14 25 26 28 28 42 43 145 146
Newcastle 13 13 9 9 22 22 17 18 27 27 88 89
Gateshead 5 5 2 2 4 4 5 5 6 6 22 22
North Tyneside 2 2 1 2 5 5 3 3 6 6 17 17
Cumbria 41 42 1 1 1 1 3 3 12 12 59 59
Table 28 – Summary of Traffic Volumes (Western Delivery Area)
The figures in Table 28 above reinforce the observation that Hexham and main conurbations of Newcastle, Gateshead and North Tyneside will observe the largest impact in relation to trips originating in settlements located within the Western Delivery Area. It is acknowledged that no specific settlements / junctions in the Western Delivery Area have been included as a result of the sifting test and assessment hierarchy outlined in Section 2.2 of this report. However, ensuring that traffic associated with the settlements referenced above are included in any individual junction capacity analysis in Hexham and within the wider cross-boundary traffic impacts on neighbouring Local Authorities will ensure that the cumulative traffic impacts associated with the Western Delivery Area are fully accounted for in the Transport Assessment report.
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7. Cross-Boundary Traffic
7.1 Introduction
Given the prominence of Newcastle / Gateshead as a regional hub and the various employment areas located in business parks in North Tyneside, all within easy commuting distances from much of South-East Northumberland, there is a well-established commuting relationship between these areas. As part of the Local Plan consultation process, there is a ‘Duty to Cooperate’ requirement placed upon Local Authorities. To this end, NCC has engaged with Newcastle City Council, Gateshead Council and North Tyneside Council with the intention of sharing evidence, data and studies to provide a basis for engagement and discussion. The outputs provided in this study will play an important role in establishing the potential impact on neighbouring Local Authority highway networks and a vital step in sharing data and understanding regional cross-boundary traffic impacts.
Jacobs has undertaken analysis of cross boundary flows, which is based solely on the Census data that has underpinned the development of the residential traffic distribution profiles and the employment gravity models for each of the 12 towns considered within the study. The trip generation associated with the development quantum being proposed has then been assigned to the origin / destination proportions established from the census data, which has then been translated into traffic volumes originating or destined in or to neighbouring Local Authorities. This has been refined to examine where trips originate and are destined in a neighbouring authority to allow expected traffic flows along the following key corridors: • A1; • A189; • A19; • A190; • A696; • B6324 Stamfordham Road; • A69; and • A695.
The results of the cross boundary analysis are set out in Appendix D alongside MSOA groupings. It should be noted that the figures include trips from Northumberland Core Strategy developments only and do not include trips associated with other developments in neighbouring Local Authority areas. Plans identifying the routing proportions for each origin-destination pair and total corridor movements are also provided in Appendix D.
7.2 Methodology
In order to undertake a detailed corridor based analysis of cross-boundary flows, Jacobs interrogated the 2011 Travel to Work Census data for residents of all 41 Middle Super Output Areas (MSOAs) in Northumberland. The appropriate MSOAs for each settlement being considered in this Transport Assessment were identified alongside those MSOAs that best represented the ‘Rest of Delivery Areas’. The destination MSOAs located in Newcastle, North Tyneside and Gateshead were then identified and grouped into a smaller number of key destinations that could generally be accessed from the same strategic routes; these were identified as: - Newcastle (Central, Western, Eastern and Northern); - Gateshead (Western, Central and Eastern); and - North Tyneside (North / Killingworth, East / Coast, Central / Silverlink and Wallsend / Royal Quays). This level of aggregation was considered to be of sufficient detail to accurately distinguish between key employment areas in Newcastle and Gateshead centres and other main trip attractors such as Team Valley, Regent Centre in Gosforth and the various business parks of North Tyneside. This methodology also ensured that all MSOAs were captured in the analysis in terms of trip origins and the MSOA destination groupings included all the MSOAs within Newcastle, Gateshead and North Tyneside to ensure all appropriate destinations were captured. This ensured that all cross-boundary demand between Northumberland and Newcastle, Gateshead and North Tyneside has been captured and appropriately assigned to a transport corridor.
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Analysis was then undertaken, for 16 areas of origin including all the settlements identified in the scope of this study as well as the ‘Rest of Delivery Areas’. In each case, the key routings between the centroid of each origin settlement / area and the centroid of each MSOA destination grouping above were established, based on the quickest journey time, The actual number of residents from each settlement / area, making a trip between each origin and destination as identified by the Census data was then assigned to the appropriate corridor to calculate the corridor assignment proportions for each origin-destination pairing.
The total housing trips destined for Newcastle, North Tyneside and Gateshead were established using the trip generation associated with each settlement origin and the Census analysis included in Table 11 of Section 2.8. These trip totals were then applied to the appropriate corridor proportions for each origin – destination pairing to generate corridor specific trip volumes associated with potential new housing developments coming forward in Northumberland.
The analysis also considered the impact of inbound cross-boundary employment related trips from residents of Newcastle, Gateshead and North Tyneside accessing new employment areas in Northumberland. The gravity models that were developed to determine traffic distributions for employment sites in individual settlements were interrogated. These gravity models, using the 2011 Census data, provided a proportion of trips that would be generated from neighbouring areas based on population and distance. These proportions were then applied to total constrained employment trips being generated by new employment locations in Northumberland. The subsequent trip generations between each origin-destination pairing were then applied to the corridor routing proportions identified previously to assign employment trips to the correct corridor.
The subsequent two-way corridor trips are summarised in Table 29 to 32 below and are based on an arrival or departure to/from Northumberland. It should be noted however, that the flows are established with reference to the residential and employment trip rates summarised in Tables 8 and 9 of Section 2.7. The use of these trip rates, applied to the relevant Census information for neighbouring areas will provide accurate volumes of typical tidal peak hour traffic flows (i.e. residential departures or employment arrivals). However, the reverse traffic figures are likely to be much more reflective of local trips and therefore less applicable to longer distance cross- boundary commuting trips. Therefore, the use of local trip rates will generate an unrealistically high volume of residential arrival trips in the AM peak and residential departures in the PM peak. Similarly, employment departure trips in the AM and arrival trips in the PM will also be distorted. Therefore, in order to provide realistic two-way corridor traffic flows, the figures in the tables are based on the following breakdown;
- AM Departures = housing trip departures; - AM Arrivals = employment trip arrivals; - PM Departures = employment trip departures; and - PM Arrivals = housing trip arrivals.
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Newcastle Cross-Boundary Trips
Route Corridor
Test 1 Two-way Trips Test 2 Two-way Trips Test 3 Two-way Trips Total Two-way Trips
AM PM AM PM AM PM AM PM
Arr Dep Arr Dep Arr Dep Arr Dep Arr Dep Arr Dep Arr Dep Arr Dep
A1 0 195 187 0 24 378 369 19 6 64 64 4 29 638 620 23
A189 0 61 59 0 10 109 107 8 0 47 46 0 10 217 212 8
A19 0 45 43 0 7 92 90 6 1 18 18 1 8 156 151 6
A190 0 10 9 0 0 6 6 0 0 4 4 0 0 20 19 0
A69 0 17 16 0 0 142 140 0 13 31 30 10 13 190 186 10
A695 0 12 11 0 6 30 29 5 3 39 39 3 9 81 79 7
A696 0 34 33 0 0 61 58 0 19 50 39 16 19 144 130 16
B6324 Stamfordham 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Road
Table 29 – Cross-Boundary Traffic Flows (Northumberland and Newcastle)
The outputs highlight that approximately 45% of trips routing between Northumberland and Newcastle do so via the A1, with the majority of the remaining trips being fairly evenly split between the A189, A19, A696 and A69. This highlights the key attraction that Newcastle represents in the region with a number of transport corridors in numerous directions attracting a reasonable volume of cross-boundary trips.
North Tyneside Cross-Boundary Trips
Route Corridor
Test 1 Two-way Trips Test 2 Two-way Trips Test 3 Two-way Trips Total Two-way Trips
AM PM AM PM AM PM AM PM
Arr Dep Arr Dep Arr Dep Arr Dep Arr Dep Arr Dep Arr Dep Arr Dep
A1 0 0 0 0 0 10 10 0 0 0 0 0 0 10 10 0
A189 0 52 50 0 17 108 106 14 0 21 21 0 17 182 177 14
A19 0 154 149 0 39 243 238 31 5 69 68 4 44 466 455 35
A190 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A69 0 2 2 0 0 33 33 0 4 4 4 3 4 40 39 3
A695 0 2 2 0 1 5 5 1 1 7 7 0 1 14 13 1
A696 0 8 8 0 0 15 14 0 4 12 9 4 4 35 31 4
B6324 Stamfordham 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Road
Table 30 – Cross-Boundary Traffic Flows (Northumberland and North Tyneside)
In relation to North Tyneside, approximately 60% of trips between Northumberland and North Tyneside would be expected to do so via the A19; with this link representing the best route for optimum journey times to large
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areas of North Tyneside. Approximately 25% of trips would be expected to route via the A189, with relatively negligible trip volumes being assigned to all other corridors.
Gateshead Cross-Boundary Trips
Route Corridor
Test 1 Two-way Trips Test 2 Two-way Trips Test 3 Two-way Trips Total Two-way Trips
AM PM AM PM AM PM AM PM
Arr Dep Arr Dep Arr Dep Arr Dep Arr Dep Arr Dep Arr Dep Arr Dep
A1 0 45 43 0 7 88 86 6 1 20 20 0 8 153 149 6
A189 0 3 3 0 0 8 8 0 0 2 2 0 0 13 12 0
A19 0 10 10 0 1 16 16 1 0 2 2 0 0 13 12 0
A190 0 4 4 0 0 2 2 0 0 1 1 0 0 7 7 0
A69 0 4 4 0 0 40 39 0 7 7 7 6 7 51 50 6
A695 0 7 7 0 7 18 18 5 4 24 24 3 10 49 48 8
A696 0 8 8 0 0 14 13 0 5 11 9 5 5 33 30 5
B6324 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Stamfordham Road
Table 31 – Cross-Boundary Traffic Flows (Northumberland and Gateshead)
In relation to Gateshead, just under half of all trips routing between Northumberland and Gateshead do so via the A1, with approximately 15% routing via the A695 from the west and A69 respectively.
Total Cross-Boundary Trips
Route Corridor
Test 1 Two-way Trips Test 2 Two-way Trips Test 3 Two-way Trips Total Two-way Trips
AM PM AM PM AM PM AM PM
Arr Dep Arr Dep Arr Dep Arr Dep Arr Dep Arr Dep Arr Dep Arr Dep
A1 0 240 230 0 31 476 465 25 6 84 83 5 37 800 778 30
A189 0 116 112 0 27 225 221 22 0 69 68 0 27 411 401 22
A19 0 209 202 0 48 351 343 38 6 93 92 5 53 653 637 42
A190 0 13 13 0 0 9 9 0 0 5 5 0 0 27 27 0
A69 0 24 22 0 0 215 212 0 25 42 41 19 25 281 275 19
A695 0 22 20 0 14 53 52 11 7 70 69 6 21 144 140 16
A696 0 50 48 0 0 89 86 0 28 73 57 25 28 212 192 25
B6324 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Stamfordham Road
Table 32 – Total Cross-Boundary Traffic Flow
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In total, of all the cross-boundary trips identified between the various origin-destination pairings, the following breakdown of trips can be highlighted: - Newcastle – represents 57% of all cross-boundary trips; - North Tyneside – represents 30% of all cross-boundary trips; and - Gateshead – represents 13% of all cross-boundary trips. As a proportion of the total two-way cross-boundary trips calculated between Northumberland and neighbouring Local Authority areas, residential trips represent 85% and employment trips represent 15%, highlighting the logical approach being taken in respect to constraining employment trips to new housing coming forward within Northumberland in the first instance. In order to ensure current travel characteristics as observed from the 2011 Census are likely to be reflective of future travel patterns, Jacobs has reviewed the adopted joint Newcastle and Gateshead Core Strategy and Urban Core Plan as well as the North Tyneside Draft 2015 Local Plan. These documents outline where future employment and job creation is proposed. In terms of Newcastle and Gateshead, the main theme involves prioritising employment opportunities in well connected, sustainable locations (i.e. Newcastle / Gateshead centres) with specialised industries anticipated to come forward at: - Walker Riverside (marine and offshore engineering); - Team Valley (advanced manufacturing); - Ouseburn / Gateshead Quays (creative media and digital). In respect of North Tyneside, the Draft Local Plan identifies maintaining and enhancing employment opportunities In the Borough’s town centres as well as port related activity and advanced manufacturing / engineering coming forward at the former Swan Hunter shipyard. Additionally, the Draft Plan supports investment opportunities for employment uses along the A19 corridor including maintaining and developing the quality business park accommodation at Cobalt, Quorum, Balliol and Gosforth Business Parks. The emerging spatial distribution of employment destinations / opportunities across Newcastle, Gateshead and North Tyneside has been identified. The locations of employment opportunities in neighbouring Local Authorities is considered to generally align with those existing employment attractors on which the 2011 Census data is based and therefore the principal routings and associated proportions established from the Census data is unlikely to differ significantly.
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8. Strategic Road Network
8.1 Introduction
The development traffic flows for the following junctions on the SRN have been calculated and are included in the schematic diagrams in Appendix E.
The flows in Appendix E cover the following junctions: • A1 / North Road Roundabout Junction (North-west of Berwick); • A1 / A698 / Rotary Way Roundabout Junction (West of Berwick); • A1 / B6354 Priority Junction (South-West of Berwick); • A1 / A1167 Roundabout Junction (South of Berwick); • A1 / B1340 Interchange (North-East of Alnwick); • A1 / A1068 Interchange (South-East of Alnwick); • A69 / B6531 Priority Junction (North-West of Hexham); • A69 / A6079 Roundabout (North of Hexham); • A19 / B1318 / A1172 Dudley Lane (South of Cramlington); • A1 / A19 Seaton Burn Interchange; and • A19 / A189 Moor Farm Interchange
Given that the traffic impacts on the Highways England junctions at Hexham, Alnwick and Berwick is likely to be mainly local traffic (also including nearby settlements such as Corbridge in the case of Hexham), the traffic figures for these junctions have been determined based on the methodology used for the individual junction assessments in Section 4. As the traffic using the Seaton Burn and Moor Farm junctions is more strategic in nature, the methodology for the cross boundary flows in Section 7 has been used to determine the traffic impacts at these junctions.
8.2 Summary
8.2.1 Berwick The additional traffic being assigned to the A1 at Berwick is generally considered to be fairly modest, in the context of existing traffic movements and the extent of development coming forward. A large proportion of traffic demand (60%) remains within the settlement of Berwick, based on the Census data, and therefore external trips impacting on the SRN are reduced. It is not considered that there are any significant existing operational issues or constraints that would likely to be exacerbated by the additional traffic on the SRN in the vicinity of Berwick.
8.2.2 Alnwick The main impacts on the SRN at Alnwick are likely to be seen at the A1 / A1068 junction to the south-east of the town. The main impacts relate to the existing priority junction between Shilbottle Road and the existing A1 southbound merge on-slip, which is expected to observe a reasonably high increase in traffic in Scenario 3 attributable to the extension of the employment land at this location. Notwithstanding this, just under 50% of traffic demand is anticipated to remain within the settlement of Alnwick according to the 2011 Census data and therefore the impact of trips routing to/from the south and other areas via the SRN will be reduced.
8.2.3 Hexham Generally, the impact on the SRN is fairly limited at Hexham, with the exception of the B6351 / A69 junction to the north-west of Hexham in Scenario 3. This scenario involves additional employment and housing land
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coming forward on the western side of Hexham, the majority of traffic from these sites has been assumed to route via the B6351 / A69 junction. Additionally, due to the extent of existing and future delay at the A6079 / Station Road observed in the town centre, the routing assumptions for additional trips to/from the west and a proportion to/from the east have also been assigned to the B6351 / A69 junction to avoid the town centre with the alternative route using the B6351 is considered more realistic. The additional traffic does not result in any capacity issues at the junction, which currently benefits from good queuing capacity. Furthermore, it is understood that HE currently do not have any plans to upgrade this junction as part of their existing investment strategy, therefore, on the basis that there is not a priority to improve the junction or an existing residual safety concern, no further consideration has been given to mitigation requirements.
8.2.4 A19 Corridor The largest impact on the SRN in terms of additional traffic is seen on the A19 corridor at Seaton Burn and Moor Farm junctions. The largest flow increases are observed on the A189 and A1 from the north. It is understood that Highways England (HE) has already undertaken detailed traffic modelling of the future growth aspirations of both Northumberland and North Tyneside on the A19 corridor to guide future investment strategies. Therefore, the intention of this analysis is to act as a first point of discussion between NCC and HE in regard to the methodology used to derive these flows and determine how they compare to those derived by the HE as part of their own modelling and forecasting undertaken to date. It is also understood that HE has now moved to a more strategic delivery method in which a longer term view is taken in terms of improvement schemes due to a more certain and flexible funding environment. As such, NCC is keen to engage with HE to determine any longer term contributions that may be required in respect of development impact on the SRN rather than adopt a piecemeal improvement strategy at specific locations.
A summary of the total additional traffic movements at the junctions identified above are provided in Table 33 below, with corresponding schematic diagrams of individual turning movements provided in Appendix E. These traffic flows represent the worst case flows associated with Test 3.
Total Strategic Road Network Traffic Junction Volumes (Test 3)
AM Peak PM Peak
A1 / North Road (Berwick) 189 186
A1 / A698 / Rotary Way (Berwick) 124 123
A1 / B6354 (Berwick) 168 167
A1 / A1167 (Berwick) 130 151
A1 / B1340 (Alnwick) 0 0
A1 / A1068 (Alnwick) 358 352
A69 / B6531 (Hexham) 182 181
A69 / A6079 (Hexham) 386 385
A19 / B1318 / A1172 Dudley Lane 1409 1522 (Cramlington)
A1 / A19 Seaton Burn Interchange 1988 2339
A19 / A189 Moor Farm Interchange 2321 2693
Table 33 – Summary of SRN Junction Flows at Key Junctions
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It can be seen that the largest increases in traffic are observed on the A19 corridor with relatively modest increases in traffic observed elsewhere on the Strategic Road Network.
It should be noted however, that the cross-boundary traffic flows and SRN turning movements identified in Section 7 and 8 represent an absolute worst case of all origin-destination pairs that have been analysed, as well as local trips between origins and destinations within Northumberland. Therefore, given the variations in shift times, working patterns and travel times between particular origins and destinations, the flows identified in this report will be diluted and also spread over a longer period than a typical morning or evening ‘peak hour’.
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9. Summary and Conclusions
9.1 Summary
This Transport Assessment Report has provided a detailed and comprehensive assessment of the traffic implications of the Core Strategy growth aspirations to the end of the Plan period in 2031 in Northumberland. A total of 12 towns in Northumberland have been considered in detail, which has included the development of bespoke individual traffic distribution and assignment profiles for proposed residential and employment development within each town to accurately assess the local and strategic traffic impacts associated with the countywide development.
In order to ensure a robust assessment, the cumulative impact associated with cross-settlement traffic has been considered, as well as the traffic impacts associated with settlements and areas not specifically included in this report through the use of appropriate traffic growth adjustment factors.
Additionally, the impact of any committed transport infrastructure improvements and any potential modal shift has also been accounted for, specifically in relation to the committed Morpeth Northern Bypass scheme and proposed Ashington, Blyth, Tyne rail line. At the request of NCC, Jacobs has also considered the impact of the Core Strategy growth aspirations on neighbouring Local Authorities, specifically Newcastle, North Tyneside and Gateshead given their proximity. This analysis has incorporated interrogation of key road transport corridors between Northumberland and Newcastle, North Tyneside and Gateshead and identifies the potential tidal two- way corridor traffic flows following analysis of Census origin and destination Travel to Work data.
Based on the methodology outlined in this report, a number of junction capacity assessments have been undertaken at key junctions in the 12 settlements included within the scope of the study. This has identified a number of existing and future network pinch points that are likely to require mitigation improvement schemes to enable Core Strategy development traffic to be accommodated. However, mitigation schemes may depend on the precise location of new development.
A summary of the junctions identified as amber and/or red is set out below and identifies those which will form the focus of the Transport Assessment Mitigation Report.
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Delivery Settlement Junction Test 1 Test 2 Test 3 Area Alnwick A1068 / Shilbottle Road Northern A1167 / Marygate / Tweed Bridge Berwick A1167 / Walkergate / Castlegate No overcapacity junctions Amble identified B1334 / A189 / Ashwood Drive Newbiggin Road / Milburn Road Ashington A196 / North Seaton Road /
Newbiggin Road Newbiggin Road / College Road A193 Front Street / Church Street
Bedlington / Vulcan Place South A1068 / B1334 Eastern A1061 / B1523 A1061 / A192 / A1061 Blyth A193 Cowpen Road / Coniston
Road A1171 / Dudley Lane / Hebron
Drive Cramlington A1172 / A1171 / Station Road A1172 / Lancastrian Way /
Northumbrian Road
Seaton A192 / A190 / The Avenue Delaval A192 / Double Row A6079 / Station Road Hexham A6079 / Ferry Road A696 / North Road Ponteland Central A696 / Callerton Lane Front Street / Station Road Prudhoe A695 / B6395 Proposed
Roundabout Morpeth Refer to SATURN modelling results
Table 34 – Junctions Pinchpoint Summary
These results will be used to identify a range of deliverable and affordable mitigation options. These are subject to on-going assessment work and a final list of options alongside associated costs will be presented in the final Transport Assessment Mitigation report, due to be published in December 2015.
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9.2 Conclusion
This report has provided a thorough and robust assessment of the anticipated traffic and transport impacts associated with the Northumberland Core Strategy aspiration of delivering 24,320 new homes and 10,000 new jobs by 2031. In doing so, a thorough understanding of the areas likely to be most impacted by new development has been considered on the local road network, whilst appropriate consideration has been given to traffic volumes in relation to the Strategic Road Network and cross-boundary impacts with neighbouring Local Authorities.
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Appendices
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Appendix A. Uncertainty Logs Site Land Areas
Scenario 1 - Core Strategy Deliverable Allocations Scenario 2 - Core Strategy Maximum Growth Remaining Trips / Capacity After Max Growth B1a office (sqm) B1c light industrial (sqm) B2 (sqm) B8 (sqm) B1a office (sqm) B1c light industrial (sqm) B2 (sqm) B8 (sqm) B1a office (sqm) B1c light industrial (sqm) B2 (sqm) B8 (sqm)
Alnwick Sawmill 520 sqm B1a/ B8 Mix 650 650 Lionheart Business Park B1c, B2, B8 Extension to South East 42,744 42744 21,372 Alnwick Alnwick West Cawledge 11,000sqm B1c B2 6,000 5000 Lionheart Business Park (Ph 2) 7,500 sqm B1 c/ B8 3,750 3,750 Alnwick Greensfield 6,700 sqm B1a, B1c 3,000 3,700 Tweedmouth 400 sqm B1c 400 Berwick Tweedside 1,900 sqm B8 1,900 Ramparts Business Park 12,000 sqm of B1a, B2 6,000 6000 Amble Amble Coquet Enterprise Park 3,200 sqm B1 c/ B2 / B8 Mix 1,067 1,067 1,067 North Seaton Industrial Estate 13000 sqm B1c B2 B8 6,000 5000 2000 Ashington Wansbeck Business Park 11,000 sqm B1c B2 9,000 2000 Ashwood Business Park Full site build out. 50,000 sqm B1 / B2 / B8 64520 48390 32260 Riverside Business Park (Cowley Road) 6,300 sqm B1c 6,300 Riverside Business Park (Coniston Road) 9,000 sqm B2 9,000 Harbour South 1,500 sqm B2 / B8 750 750 Blyth Bates Colliery 5000 sqm B1 c/ B2 2,500 2,500 Cambois West Sleekburn Industrial Estate 1,500 sqm B2 1,500 Strategic Employment Site (Blyth) 104.000 sqm B1 c/ B2 / B8 Mix 2,333 100,000 2,333 Bassington Industrial Estate 13,000 sqm B2 13,000 Northumberland Business Park 9,800 sqm B1a 16,333 12,320 12,320 Nelson Park West 25,000 sqm B1 c/ B2 12,500 12,500 Cramlington Nelson Park 800 sqm B1 c/ B2 400 400 Crosland Park 3,500 sqm B1c / B2 1,750 1,750 West Hartford (single employer) 60,000 sqm B1 60,000 South Nelson 1,500 sqm B1a 1,500 Ellington / Widdrington Alcan Site 19,200 sqm B2 19,200 Hexham East of Egger 10ha 39,308 39308 19654 Coopies Lane 600 sqm B1c 600 Morpeth Fairmoor Full site build out. 78,000 sqm of B1c, B2, B8 34,840 26,130 17,420 Ponteland Land east of Callerton Lane 13476 sqm B1a 13,476 Low Prudhoe Industrial Estate 20,400 mixed B1c, B2, B8 11,250 38,500 1,250 0 2,856 818 408 Prudhoe New Industrial Land 29,180sqm B1s / B2 / B8 0 14,875 7,440 2,480
Assumed GFA coverage 60% 40% 40% 40% 60% 40% 40% 40% 60% 40% 40% 40%
Site Gross Floor Areas
Scenario 1 - Core Strategy Deliverable Allocations Scenario 2 - Core Strategy Maximum Growth Remaining Trips / Capacity After Max Growth Scenario 1 Scenario 2 B1a office (sqm) B1c light industrial (sqm) B2 (sqm) B8 (sqm) B1a office (sqm) B1c light industrial (sqm) B2 (sqm) B8 (sqm) B1a office (sqm) B1c light industrial (sqm) B2 (sqm) B8 (sqm) AM Peak PM Peak AM Peak PM Peak Arrivals Departures Totals Arrivals Departures Totals Arrivals Departures Totals Arrivals Departures Totals Alnwick Sawmill 520 sqm B1a/ B8 Mix 0 260 0 260 0 0 0 0 0 0 0 0 2 1 2 1 2 2 0 0 0 0 0 0 Lionheart Business Park B1c, B2, B8 Extension to South East 0 0 0 0 0 17,098 17097.6 8,549 0 0 0 0 0 0 0 0 0 0 190 99 289 78 188 266 Alnwick Alnwick West Cawledge 11,000sqm B1c B2 0 2,400 2000 0 0 0 0 0 0 0 0 0 24 12 36 10 23 33 0 0 0 0 0 0 Lionheart Business Park (Ph 2) 7,500 sqm B1 c/ B8 0 1,500 0 1,500 0 0 0 0 0 0 0 0 9 5 14 4 9 13 0 0 0 0 0 0 Alnwick Greensfield 6,700 sqm B1a, B1c 1,800 1,480 0 0 0 0 0 0 0 0 0 0 35 10 45 8 29 37 0 0 0 0 0 0 Tweedmouth 400 sqm B1c 0 160 0 0 0 0 0 0 0 0 0 0 1 0 1 0 1 1 0 0 0 0 0 0 Berwick Tweedside 1,900 sqm B8 0 0 0 760 0 0 0 0 0 0 0 0 1 0 1 0 1 1 0 0 0 0 0 0 Ramparts Business Park 12,000 sqm of B1a, B2 0 2,400 2400 0 0 0 0 0 0 0 0 0 26 13 39 10 25 36 0 0 0 0 0 0 Amble Amble Coquet Enterprise Park 3,200 sqm B1 c/ B2 / B8 Mix 0 427 427 427 0 0 0 0 0 0 0 0 5 3 7 2 5 7 0 0 0 0 0 0 North Seaton Industrial Estate 13000 sqm B1c B2 B8 0 2,400 2000 800 0 0 0 0 0 0 0 0 24 13 37 10 24 34 0 0 0 0 0 0 Ashington Wansbeck Business Park 11,000 sqm B1c B2 0 3,600 800 0 0 0 0 0 0 0 0 0 24 12 36 10 23 33 0 0 0 0 0 0 Ashwood Business Park Full site build out. 50,000 sqm B1 / B2 / B8 0 25,808 19,356 12,904 0 0 0 0 0 0 0 0 252 132 384 104 249 354 0 0 0 0 0 0 Riverside Business Park (Cowley Road) 6,300 sqm B1c 0 2,520 0 0 0 0 0 0 0 0 0 0 14 7 21 5 13 19 0 0 0 0 0 0 Riverside Business Park (Coniston Road) 9,000 sqm B2 0 0 3,600 0 0 0 0 0 0 0 0 0 19 10 29 8 19 27 0 0 0 0 0 0 Harbour South 1,500 sqm B2 / B8 0 0 300 300 0 0 0 0 0 0 0 0 2 1 3 1 2 3 0 0 0 0 0 0 Blyth Bates Colliery 5000 sqm B1 c/ B2 0 1,000 1,000 0 0 0 0 0 0 0 0 0 11 6 16 4 11 15 0 0 0 0 0 0 Cambois West Sleekburn Industrial Estate 1,500 sqm B2 0 0 600 0 0 0 0 0 0 0 0 0 3 2 5 1 3 4 0 0 0 0 0 0 Strategic Employment Site (Blyth) 104.000 sqm B1 c/ B2 / B8 Mix 0 933 40,000 933 0 0 0 0 0 0 0 0 221 113 334 89 216 305 0 0 0 0 0 0 Bassington Industrial Estate 13,000 sqm B2 0 0 5,200 0 0 0 0 0 0 0 0 0 28 14 42 11 27 39 0 0 0 0 0 0 Northumberland Business Park 9,800 sqm B1a 9,800 0 4,928 4,928 0 0 0 0 0 0 0 0 178 48 226 40 147 187 0 0 0 0 0 0 Nelson Park West 25,000 sqm B1 c/ B2 0 5,000 5,000 0 0 0 0 0 0 0 0 0 54 28 81 22 53 74 0 0 0 0 0 0 Cramlington Nelson Park 800 sqm B1 c/ B2 0 160 160 0 0 0 0 0 0 0 0 0 2 1 3 1 2 2 0 0 0 0 0 0 Crosland Park 3,500 sqm B1c / B2 0 700 700 0 0 0 0 0 0 0 0 0 8 4 11 3 7 10 0 0 0 0 0 0 West Hartford (single employer) 60,000 sqm B1 0 0 24,000 0 0 0 0 0 0 0 0 0 129 66 195 52 126 178 0 0 0 0 0 0 South Nelson 1,500 sqm B1a 0 600 0 0 0 0 0 0 0 0 0 0 3 2 5 1 3 4 0 0 0 0 0 0 Ellington / Widdrington Alcan Site 19,200 sqm B2 0 0 7,680 0 0 0 0 0 0 0 0 0 41 21 63 17 40 57 0 0 0 0 0 0 Hexham East of Egger 10ha 0 0 0 0 0 15,723 15723.2 7861.6 0 0 0 0 0 0 0 0 0 0 175 91 266 72 172 245 Coopies Lane 600 sqm B1c 0 240 0 0 0 0 0 0 0 0 0 0 1 1 2 1 1 2 0 0 0 0 0 0 Morpeth Fairmoor Full site build out. 78,000 sqm of B1c, B2, B8 0 13,936 10,452 6,968 0 0 0 0 0 0 0 0 136 71 208 56 135 191 0 0 0 0 0 0 Ponteland Land east of Callerton Lane 13476 sqm B1a 0 0 0 0 13,476 0 0 0 0 0 0 0 0 0 0 0 0 0 204 43 247 37 160 197 Low Prudhoe Industrial Estate (east of site) 51,000 mixed B1c, B2, B8 0 4,500 15,400 500 0 0 0 0 107 55 163 43 105 148 0 0 0 0 0 0 Prudhoe New Industrial Land (by Adam and Eve pub) 0 0 0 0 0 1,142 327 163 0 0 0 0 0 0 8 4 12 3 8 11 New Industrial Land (by Hammerite) 29,180sqm B1s / B2 / B8 0 0 0 0 0 5,950 2,976 992 0 0 0 0 0 0 0 0 0 0 49 25 74 20 48 68 Deliverable SHLAA sites (10 Year Housing Delivery to Maximum Core Committed Developments Trip Generations Build Out since Supply) Strategy Allocation (Uncertain Sites) Ashington, Blyth Site SHLAA Reference 2011 (Revised and Tyne line Baseline) Factor Scenario 1 Scenario 2 Scenario 3 Scenario 1 Scenario 2 Scenario 3 Delivery AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Area Settlement Test: Scenario 1 Only Test: Scenario 1&2 Test: Scenario 1,2 &3 56 Arrivals Departure Totals Arrivals Departure Totals Arrivals Departure Totals Arrivals Departure Totals Arrivals Departure Totals Arrivals Departure Totals 2442 12 1 257527000000000000 2498 16 1 369639000000000000 6853 5 26 1 4 10 14 10 4 14 0 0 0 0 0 0 0 0 0 0 0 0 2344 90 22 1 15 34 49 34 16 50 4 8 12 8 4 12 0 0 0 0 0 0 2345 41 1 0 0 0 0 0 0 7 12 19 9 9 18 0 0 0 0 0 0 2343 43 1 7 13 20 10 9 19 0 0 0 0 0 0 0 0 0 0 0 0 2467 42 1 0 0 0 0 0 0 7 16 23 16 7 23 0 0 0 0 0 0 6854 41 1 7 16 22 15 7 23 0 0 0 0 0 0 0 0 0 0 0 0 2076 32 1 0 0 0 0 0 0 0 0 0 0 0 0 5 12 18 12 6 18 2580 31 1 0 0 0 0 0 0 5 12 17 12 5 17 0 0 0 0 0 0 6771 452 1 0 0 0 0 0 0 0 0 0 0 0 0 75 173 248 171 78 249 6928 12 1 246335000000000000 6577 5 1 122112000000000000 Hexham 6929 7 1 123223000000000000 2579 43 1 7 16 24 16 7 24 0 0 0 0 0 0 0 0 0 0 0 0 2374 5 1 000000123213000000 2554 6 1 000000123113000000 6934 6 1 000000123213000000 2736 8 1 000000124224000000 8042 8 1 000000134314000000 2739 10 1 000000235224000000 6937 17 1 000000379639000000 6903 28 1 0 0 0 0 0 0 5 11 15 11 5 15 0 0 0 0 0 0 2258 and 2497 36 1 0 0 0 0 0 0 6 14 20 14 6 20 0 0 0 0 0 0 2615 6 1 000000000000123213 2492 8 1 000000000000134314 Total CS Allocation 720 295 260 498 49 108 157 101 54 155 43 94 138 88 48 136 82 191 273 188 86 274 97 1 000000000000000000 3152 69 20 1 3 8 11 8 3 11 0 0 0 0 0 0 0 0 0 0 0 0 3326 60 1 10 18 28 14 13 26 0 0 0 0 0 0 0 0 0 0 0 0 3050 90 150 15 1 15 34 49 34 16 50 25 57 82 57 26 83 2 6 8 6 3 8 3079 132 93 1 22 51 72 50 23 73 15 36 51 35 16 51 0 0 0 0 0 0 3397 120 150 105 1 20 46 66 45 21 66 25 57 82 57 26 83 17 40 58 40 18 58 3188 200 196 1 33 77 110 76 35 110 32 75 107 74 34 108 0 0 0 0 0 0 Morpeth 3007 200 1 33 77 110 76 35 110 0 0 0 0 0 0 0 0 0 0 0 0 3074 300 400 1 0 0 0 0 0 0 50 115 164 113 52 165 66 153 219 151 69 220 CENTRALDELIVERY AREA 3031 29 1 5 11 16 11 5 16 0 0 0 0 0 0 0 0 0 0 0 0 3067 52 1 9 20 28 20 9 29 0 0 0 0 0 0 0 0 0 0 0 0 3290 69 1 11 26 38 26 12 38 0 0 0 0 0 0 0 0 0 0 0 0 6915 138 1 23 53 76 52 24 76 0 0 0 0 0 0 0 0 0 0 0 0 Total CS Allocation 2100 1110 889 520 183 420 604 410 195 605 147 340 487 336 154 490 86 199 285 197 90 287 78 1 000000000000000000 2494 60 150 194 1 10 23 33 23 10 33 25 57 82 57 26 83 32 74 106 73 34 107 2038 55 19 1 3 7 10 7 3 10 0 0 0 0 0 0 0 0 0 0 0 0 2633 60 15 1 10 18 28 14 13 26 3 5 7 3 3 7 0 0 0 0 0 0 2645 30 1 5 11 16 11 5 17 0 0 0 0 0 0 0 0 0 0 0 0 2049 22 1 0 0 0 0 0 0 0 0 0 0 0 0 4 8 12 8 4 12 Prudhoe 2634 36 1 0 0 0 0 0 0 0 0 0 0 0 0 6 14 20 14 6 20 6849B 27 1 0 0 0 0 0 0 4 10 15 10 5 15 0 0 0 0 0 0 2337 53 1 0 0 0 0 0 0 9 20 29 20 9 29 0 0 0 0 0 0 8006 70 250 1 0 0 0 0 0 0 12 27 38 26 12 39 41 96 137 95 43 138 2550 32 1 0 0 0 0 0 0 5 12 18 12 6 18 0 0 0 0 0 0 6849c 35 1 0 0 0 0 0 0 6 13 19 13 6 19 0 0 0 0 0 0 Total CS Allocation 900 169 382 502 28 60 88 55 32 87 63 145 208 142 67 209 83 192 275 190 87 277 115 1 000000000000000000 6007 18 1 358448000000000000 6595 30 1 5 11 16 11 5 17 0 0 0 0 0 0 0 0 0 0 0 0 3427 60 150 53 1 10 23 33 23 10 33 25 57 82 57 26 83 9 20 29 20 9 29 6589 21 17 1 379639000000000000 Ponteland 6913 187 1 0 0 0 0 0 0 31 72 102 71 32 103 0 0 0 0 0 0 8004 9 1 135325000000000000 3189 120 66 1 20 46 66 45 21 66 11 25 36 25 11 36 0 0 0 0 0 0 6911, 6912, 3086 400 1 0 0 0 0 0 0 0 0 0 0 0 0 68 121 189 90 86 176 3645 58 1 0 0 0 0 0 0 10 18 27 13 12 26 0 0 0 0 0 0 Total CS Allocation 900 254 461 453 42 96 138 93 45 138 76 172 248 165 82 248 77 141 218 110 95 206 149 1 000000000000000000 1297 19 1 369448000000000000 1288 20 1 3 8 11 8 3 11 0 0 0 0 0 0 0 0 0 0 0 0 1264 10 1 235224000000000000 1260 11 1 235225000000000000 8074 45 1 7 17 25 17 8 25 0 0 0 0 0 0 0 0 0 0 0 0 1116 71 1 12 21 34 16 15 31 0 0 0 0 0 0 0 0 0 0 0 0 1543 40 90 20 1 15 34 49 34 16 50 3 8 11 8 3 11 0 0 0 0 0 0 1411 120 16 1 20 46 66 45 21 66 3 6 9 6 3 9 0 0 0 0 0 0 1541 22 36 1 6 14 20 14 6 20 0 0 0 0 0 0 0 0 0 0 0 0 1067 100 88 1 17 38 55 38 17 55 15 34 48 33 15 48 0 0 0 0 0 0 Berwick 1017 10 1 245426000000000000 1046 52 1 9 16 25 12 11 23 0 0 0 0 0 0 0 0 0 0 0 0 1278 11 1 246426000000000000 1019 30 1 5 9 14 7 6 13 0 0 0 0 0 0 0 0 0 0 0 0 1391 28 5 1 123213000000000000 1539 8 1 000000124224000000 1407 12 1 000000246335000000 6908 16 1 000000369639000000 6769 54 1 0 0 0 0 0 0 9 21 30 20 9 30 0 0 0 0 0 0 1055 60 43 1 10 23 33 23 10 33 7 16 24 16 7 24 0 0 0 0 0 0 1167 27 1 0 0 0 0 0 0 5 8 13 6 6 12 0 0 0 0 0 0 Total CS Allocation 900 690 284 0 115 249 363 231 127 359 47 105 152 100 51 151 0 0 0 0 0 0 124 1 000000000000000000 0284 202 69 1 33 77 111 76 35 111 11 26 38 26 12 38 0 0 0 0 0 0 0037 73 36 1 6 14 20 14 6 20 0 0 0 0 0 0 0 0 0 0 0 0 NORTHERNDELIVERY AREA 0282 72 1 0 0 0 0 0 0 12 28 39 27 12 40 0 0 0 0 0 0 0231 25 1 0 0 0 0 0 0 4 10 14 9 4 14 0 0 0 0 0 0 0382 29 1 5 11 16 11 5 16 0 0 0 0 0 0 0 0 0 0 0 0 0323 31 1 5 9 15 7 7 14 0 0 0 0 0 0 0 0 0 0 0 0 0280 15 1 268638000000000000 0324 33 1 6 10 16 7 7 15 0 0 0 0 0 0 0 0 0 0 0 0 0035 32 1 0 0 0 0 0 0 5 12 18 12 6 18 0 0 0 0 0 0 Alnwick 0038 100 150 1 0 0 0 0 0 0 17 38 55 38 17 55 25 57 82 57 26 83 0230 20 1 0 0 0 0 0 0 3 8 11 8 3 11 0 0 0 0 0 0 8081 18 1 0 0 0 0 0 0 3 7 10 7 3 10 0 0 0 0 0 0 0384 15 1 000000268638000000 8062 33 1 0 0 0 0 0 0 5 13 18 12 6 18 0 0 0 0 0 0 8064 69 1 0 0 0 0 0 0 11 26 38 26 12 38 0 0 0 0 0 0 0034 12 1 000000257527000000 Shilbottle sites 150 1 0 0 0 0 0 0 25 57 82 57 26 83 0 0 0 0 0 0 Alnmouth sites 100 1 0 0 0 0 0 0 17 38 55 38 17 55 0 0 0 0 0 0 Total CS Allocation 1100 346 715 150 57 127 185 121 63 184 118 274 392 270 124 394 25 57 82 57 26 83 39 1 000000000000000000 0145 46 1 8 14 22 10 10 20 0 0 0 0 0 0 0 0 0 0 0 0 0350 150 110 1 25 57 82 57 26 83 18 42 60 42 19 61 0 0 0 0 0 0 0144 12 1 257527000000000000 0013 54 1 0 0 0 0 0 0 9 21 30 20 9 30 0 0 0 0 0 0 Amble 0014 16 1 000000369639000000 0053 120 1 0 0 0 0 0 0 20 46 66 45 21 66 0 0 0 0 0 0 0002 13 1 000000257527000000 0001 150 1 0 0 0 0 0 0 0 0 0 0 0 0 25 57 82 57 26 83 0351 17 1 358447000000000000 Total CS Allocation 600 225 313 150 37 81 119 75 42 117 52 120 172 118 54 172 25 57 82 57 26 83 265 1 000000000000000000 5144 172 100 100 200 1 16 38 54 37 17 54 16 38 54 37 17 54 33 76 108 75 34 109 5168 90 7 1 15 34 49 34 15 49 1 3 4 3 1 4 0 0 0 0 0 0 5080 104 1 17 30 47 22 21 44 0 0 0 0 0 0 0 0 0 0 0 0 5078 150 490 1 0 0 0 0 0 0 24 57 81 56 26 82 80 185 265 183 84 267 Ashington 5145 169 125 36 1 20 47 68 47 21 68 6 14 19 13 6 20 0 0 0 0 0 0 6784 140 1 0 0 0 0 0 0 23 53 76 52 24 76 0 0 0 0 0 0 6755 150 120 1 0 0 0 0 0 0 24 56 80 55 25 81 19 45 64 44 20 64 5153 110 1 0 0 0 0 0 0 18 41 59 41 19 59 0 0 0 0 0 0 Total CS Allocation 1800 419 693 810 68 149 217 140 75 215 112 261 373 257 118 375 132 306 438 302 138 440 62 1 000000000000000000 5106 13 1 257527000000000000 5158 195 1 32 74 106 73 34 107 0 0 0 0 0 0 0 0 0 0 0 0 6744 179 1 0 0 0 0 0 0 30 69 98 68 31 99 0 0 0 0 0 0 5172 111 1 0 0 0 0 0 0 18 42 60 41 19 60 0 0 0 0 0 0 5094 97 1 0 0 0 0 0 0 16 37 52 36 17 53 0 0 0 0 0 0 6851 30 1 0 0 0 0 0 0 5 11 16 11 5 17 0 0 0 0 0 0 Bedlington 5136 19 1 3 7 10 7 3 10 0 0 0 0 0 0 0 0 0 0 0 0 5151 33 1 5 13 18 12 6 18 0 0 0 0 0 0 0 0 0 0 0 0 6774 60 1 10 23 33 23 10 33 0 0 0 0 0 0 0 0 0 0 0 0 5155 102 1 17 39 56 39 18 56 0 0 0 0 0 0 0 0 0 0 0 0 6775 60 120 1 10 23 33 23 10 33 20 46 66 45 21 66 0 0 0 0 0 0 5122 182 1 0 0 0 0 0 0 0 0 0 0 0 0 30 69 98 68 31 99 5094 97 1 0 0 0 0 0 0 16 37 52 36 17 53 0 0 0 0 0 0 Total CS Allocation 1280 482 634 182 79 184 264 182 83 265 104 241 345 238 109 347 30 69 98 68 31 99 754 1 000000000000000000 4755 38 268 1 44 102 146 101 46 147 0 0 0 0 0 0 0 0 0 0 0 0 4542 205 3 1 012112000000000000 4694 90 150 35 1 14 33 48 33 15 48 24 56 80 55 25 80 6 13 19 13 6 19 4696 58 1 9 22 31 22 10 31 0 0 0 0 0 0 0 0 0 0 0 0 4668 38 1 6 14 21 14 6 21 0 0 0 0 0 0 0 0 0 0 0 0 6474 25 1 0 0 0 0 0 0 4 9 13 9 4 14 0 0 0 0 0 0 4633 124 150 75 1 20 46 66 45 21 66 24 56 80 55 25 80 12 28 40 28 13 40 6580 39 17 1 369639000000000000 4760 113 250 250 49 1 41 95 136 94 43 137 41 95 136 94 43 137 8 19 27 18 8 27 4663 38 10 1 6 14 21 14 7 21 2 4 5 4 2 5 0 0 0 0 0 0 4573 150 107 1 0 0 0 0 0 0 24 57 81 56 26 81 17 40 58 40 18 58 Blyth SOUTH EAST DELIVERYSOUTHEAST AREA 4622 150 262 1 0 0 0 0 0 0 24 56 80 55 25 80 42 97 139 96 44 140 4775 26 1 4 10 14 10 4 14 0 0 0 0 0 0 0 0 0 0 0 0 4736 49 1 8 19 27 19 8 27 0 0 0 0 0 0 0 0 0 0 0 0 4726 100 1 0 0 0 0 0 0 16 37 53 37 17 53 0 0 0 0 0 0 4570 51 1 0 0 0 0 0 0 8 19 28 19 9 28 0 0 0 0 0 0 4671 30 1 0 0 0 0 0 0 5 11 16 11 5 16 0 0 0 0 0 0 6686 23 1 0 0 0 0 0 0 4 9 13 9 4 13 0 0 0 0 0 0 4647 25 1 0 0 0 0 0 0 4 9 13 9 4 13 0 0 0 0 0 0 4791 15 1 000000268638000000 8037 11 1 000000246426000000 1 000000000000000000 Total CS Allocation 3100 961 1140 528 157 363 520 359 164 523 184 428 612 422 193 615 85 197 282 195 89 284 153 1 000000000000000000 4652 120 586 1 20 46 66 45 21 66 97 224 321 222 101 323 0 0 0 0 0 0 4612 11 1 246426000000000000 4580 36 19 1 3 7 10 7 3 10 0 0 0 0 0 0 0 0 0 0 0 0 4783 17 1 379639000000000000 4703 330 1670 1 54 126 181 125 57 182 276 640 915 631 289 920 0 0 0 0 0 0 4701 150 330 1 26 45 71 34 32 66 56 100 156 75 71 146 0 0 0 0 0 0 6037 118 1 20 36 56 27 25 52 0 0 0 0 0 0 0 0 0 0 0 0 6778 60 132 1 10 23 33 23 10 33 22 51 72 50 23 73 0 0 0 0 0 0 Cramlington 6943 24 1 4 9 13 9 4 13 0 0 0 0 0 0 0 0 0 0 0 0 6940 26 1 4 8 12 6 6 11 0 0 0 0 0 0 0 0 0 0 0 0 4581 34 1 6 13 19 13 6 19 0 0 0 0 0 0 0 0 0 0 0 0 4754 5 1 000000123213000000 4655 7 1 000000134314000000 4578 9 1 000000135325000000 4713 13 1 000000257527000000 4702 30 1 0 0 0 0 0 0 5 11 16 11 5 17 0 0 0 0 0 0 Total CS Allocation 3820 909 2782 0 151 324 476 299 170 469 461 1039 1499 1001 495 1497 0 0 0 0 0 0 243 1 000000000000000000 4587 4 1 122112000000000000 4664 70 1 11 26 38 26 12 38 0 0 0 0 0 0 0 0 0 0 0 0 4629 148 1 24 56 81 56 26 81 0 0 0 0 0 0 0 0 0 0 0 0 4627 60 150 76 1 10 23 33 23 10 33 25 57 82 56 26 82 12 29 41 29 13 42 Seaton Delaval 4630 49 1 0 0 0 0 0 0 0 0 0 0 0 0 8 18 26 18 8 27 4602 66 1 0 0 0 0 0 0 11 25 36 25 11 36 0 0 0 0 0 0 6944 36 1 6 14 19 13 6 20 0 0 0 0 0 0 0 0 0 0 0 0 4802 12 1 257527000000000000 Total CS Allocation 780 330 216 125 54 125 179 124 57 180 35 82 118 81 37 118 20 47 68 47 21 68 Corbridge 54 195 87 1 9 21 30 20 9 30 32 75 107 74 34 107 14 33 48 33 15 48 Guidepost/Stakeford/Choppingto 300 200 1 0 0 0 0 0 0 50 115 164 113 52 165 33 77 110 76 35 110
Areas n
Additional Additional Newbiggin-by-the-Sea 350 1 0 0 0 0 0 0 58 134 192 132 61 193 0 0 0 0 0 0
TOTALS 6190 8769 3918 1022 2286.9 3308.8 2190.9 1105.1 3296 1442.8 3301.2 4744 3221 1531.6 4752.7 643.8 1457.4 2101.2 1409.5 689.72 2099.2
Appendix B. Routing Assumptions Summary
Document No. All routing has been based on the quickest route identified on Google maps unless otherwise stated. Assumptions in individual settlements are set out in the following sections.
Residential Routing Assumptions
Settlement Assumptions
Hexham • 43% of commuting remains within the settlement, 10% travels via the A69 to the East, 7% travels via the A69 to the west, 10% uses the A695 to the east;
• Of the commuting trips remaining within Hexham, half were assumed to go to the Egger Industrial Estate on Ferry Road and half were assumed to go to the town centre car park off Alemouth Road;
• All traffic from sites on the eastern side of Hexham (e.g. 2344, 6853) heading on the A69 would travel via Peth Head, Station Road and A6079 to the main A69 junction;
• All traffic from sites on the western side of Hexham (2580, 6771) heading west would use the western junction with the A69. Owing to existing congestion within the town centre it was assumed that 75% of traffic heading east of the A69 would use the western junction with the A69 and 25% would travel through the town centre via Eilansgate.
Morpeth • All routing in Morpeth was determined using the AECOM SATURN model trip distributions
Prudhoe • 26% of commuting remains within the settlement, 51% travels via the A695 to the east, 20% would route onto the A695 to the west (and onto the A69), 3% would head directly north and is assumed to cross the River Tyne at Wylam.
• Of the commuting trips within Prudhoe, 75% are assumed to go to the Princess Way Industrial Estate and 25% are assumed to go the proposed town centre development situated off Station Road
• All additional traffic generated within the town assumed to use the B6395 to pass through the town and exit onto the A695 bypass at the eastern extent (near the Prudhoe Hospital development site) or the western extent ( west of Beaumont Way) as appropriate. Traffic assumed to travel north to cross the River at Wylam was added to flows using the eastern junction of the A695 and B6395.
Ponteland • 21% of commuting remains within Ponteland, 72% leaves Ponteland via the A6956 towards the airport, 2% leaves Ponteland via the A696 to the west and 5% routes along Callerton Lane to join the A69 to the south;
• All commuting within Ponteland has been directed towards the employment area at Meadowfield off West Road; and
• It has been assumed that Ponteland Middle School and Ponteland High School have been relocated to a site near to the junction of the A695 and B6545 Rotary Way (near the garden centre). Trips have thus been redistributed around the network based on a first principles methodology considering the number of pupils who live in an area where the route would be diverted and the modal split from school travel plan surveys. Trips from the Eland View and North Road residential areas to the north have been redistributed as have trips from the Darras Hall junction to now go via the Callerton Lane – Rotary Way junction.
Berwick • 60% of commuting remains within Berwick, 13% leaves via the A1 to the north and 27% leaves via the A1 to the south;
• All commuting within Berwick has been distributed evenly between the town centre car park (located off Walkergate), the Ramparts Business Park and the Tweedside Industrial Estate;
Document No. • Trips to the A1 north and Rampart Business Park routed through the town centre (Royal Tweed Bridge) for Sites 1297, 1288, 1264, 1260, 1046, 1543, 1116, 1411 and 1019. Sites 1541, 1067, 11/03407/OUT, 1017 and 1278 routed via the A1, accessing the A1 via their nearest respective junctions.
Alnwick • 47% of commuting remains in Alnwick, 21% heads north on the A1, 31% heads south on the A1 and 2% heads south on the B6341;
• All commuting with Alnwick is split 50:50 between the town centre and Lionheart Business Park;
• For traffic heading north on the A1, the following sites utilised the northern A1 junction: 382, 37, 324, 323, 280, 231, 282, 35 and 38. Site 284 utilises the southern A1 junction to head north;
• Traffic generated by the sites in Alnmouth and Shillbottle and going south and north on the A1 is not expected to use the junctions at Alnwick;
Amble • 22% of commuting remains in Amble, 24% heads north on the A1068, 52% heads south on the A168 and 2% heads south on the B6345
• All commuting within Amble is split 50:50 between Queen Street and Amble Coquet Business Park
Ashington • 36% of trips remain within Ashington, 7% head north on the A189, 42% head south on the A189, 15% head west on the A197. For site 5080, the 15% of traffic heading west uses the A196 instead.
• Employment has been distributed evenly between the town centre (Woodhorn Road), Ashwood Business Park, Jubilee Business Centre, Wansbeck Business Park and Lintonville Enterprise Park;
• Trips from all sites north of Woodhorn Road to Ashwood Business Park have gone via the A197 and A189 and avoided going along the A196.
Bedlington • 17% of commuting remains within Bedlington, 14% heads north on the A189, 57% heads south on the A189 and 12% heads north on the A192.
• All commuting within Bedlington is routed to Schalksmuhle Road;
• All traffic from sites 5094 and 5172 for the A189 uses the northern A189 junction. For all other sites traffic heading north on the A189 uses the northern A189 junction and traffic heading south on the A189 uses the southern A189 junction;
Blyth • 34% of commuting remains within Blyth, 12% heads onto the A189 North, 43% heads onto the A189 south, 9% travels to Cramlington and 2% travels to Bedlington;
• All commuting within Blyth was split evenly between Blyth Riverside Business Park, Port of Blyth North Harbour and Port of Blyth South Harbour;
Cramlington • 28% of employment remains within Cramlington, 2% routes to the A1 heading north, 10% heads onto the A189 heading north, 2% heads onto the B1326 heading east, 14% head south on the A1, 25% head to Newcastle via the A189, 4% head north on the A192 and 15% go to North Tyneside via the A19;
• 60% of commuting within Blyth is assumed to go to the Nelson Park employment area, 20% is assumed to go to Northumberland Business Park and 20% is assumed to go to the Manor Walks Shopping Centre.
• For the Southwest sector sites, trips towards Newcastle, the south and the west have been
Document No. assumed to travel via the A1068 and use the Seaton Burn junction. Trips towards North Tyneside have been assumed to travel via the B1319 / A19 junction and use the Moor Farm junction.
Seaton • 12% of commuting is assumed to remain within Seaton Delaval (routed towards the P&G Delaval site), 4% is assumed to travel north along the A190, 39% is assumed to travel south on the A190, 16% is assumed to travel north on the A192 and 29% is assumed to travel south on the A192 towards North Tyneside
Employment Routing Assumptions
Settlement Assumptions
Hexham • 86% travels via the A69 to the East, 7% travels via the A69 to the west and 7% uses the A695 to the east; and
• All traffic from the west of Hexham employment site heading west would use the western junction with the A69. Owing to existing congestion within the town centre it was assumed that 75% of traffic heading east of the A69 would use the western junction with the A69 and 25% would travel through the town centre via Eilansgate.
Morpeth • All routing in Morpeth was determined using the AECOM SATURN model trip distributions
Ponteland • 96% travels via the A6956 to the East, 1% leaves Ponteland travels via the A696 to the west and 3% routes along Callerton Lane to join the A69 to the south; and
• All traffic to the A696 routes via Callerton Lane, B6545 Rotary Way and A696.
• All traffic to the A69 routes via B6545 Rotary Way and Callerton Lane.
Berwick • 33% travels via the A1 to the north and 67% travels via the A1 to the south;
Alnwick • 30% of traffic travels via the A1 North, 67% of traffic travels via via the A1 south and 3% of traffic travels via the B6341
Amble • 9% travels via the A1068, 89% travels via the A168 and 2% travels via the B6345
Ashington • 15% travels via the A189 to the north, 50% travels via the A1 to the south, 31% travels in the direction of Morpeth and 4% heads south on the A1068
Blyth • 11% of employment travels via the A189 to the north, 58% travels via the A189 to the south, 14% travels to Cramlington, 10% travels to Bedlington and 7% travels to Seaton Delaval;
• All traffic to the Riverside Business Park was assumed to travel via Coniston Road from the junction with Cowpen Road
Cramlington • 4% travel to Morpeth, 6% travel on the A189 to the north, 10% travel via the A1, 13% travel via the A19, 27% travel from North Tyneside 22% travel from Newcastle, 11% travel from Seaton Delaval and 7% travel from Blyth
Prudhoe • 96% travel towards the A696 to the east, 3% travel towards the A69 to the west and 1% would travel north to the A69.
Document No.
Document No.
Appendix C. Double Counting Employment Trips Summary
Document No. TEST 2 - Inc Employment Scenario 1 TEST 3 - Inc Employment Scenario 1 & 2 AM Peak PM Peak AM Peak PM Peak Settlement Arrivals Departures Totals Arrivals Departures Totals Arrivals Departures Totals Arrivals Departures Totals Alnwick Total Employment Trip Generation 70 28 97 22 63 86 190 99 289 78 188 266 Employment Trips Drawn from Settlement 40.9% 28 11 40 9 26 35 78 41 118 32 77 109 % Commuter Flow Change 4.1% 3 1 4 1 3 3 8 4 12 3 8 11 Sub Total 31 13 44 10 28 38 86 45 130 35 84 120
Revised Net Employment Trips 38 15 54 12 35 47 105 55 159 43 103 146
Ashington Total Employment Trip Generation 300 157 457 124 296 420 0 0 0 0 0 0 Employment Trips Drawn from Settlement 49.9% 150 78 228 62 148 210 0 0 0 0 0 0 % Commuter Flow Change 5.0% 15 8 23 6 15 21 0 0 0 0 0 0 Sub Total 165 86 251 68 163 230 0 0 0 0 0 0
Revised Net Employment Trips 136 71 206 56 134 190 0 0 0 0 0 0
Blyth Total Employment Trip Generation 270 139 408 109 263 372 0 0 0 0 0 0 Employment Trips Drawn from Settlement 52.6% 142 73 215 57 139 196 0 0 0 0 0 0 % Commuter Flow Change 5.3% 14 7 21 6 14 20 0 0 0 0 0 0 Sub Total 156 80 236 63 152 216 0 0 0 0 0 0
Revised Net Employment Trips 114 58 172 46 111 157 0 0 0 0 0 0
Cramlington Total Employment Trip Generation 402 162 564 130 365 495 0 0 0 0 0 0 Employment Trips Drawn from Settlement 43.1% 173 70 243 56 157 213 0 0 0 0 0 0 % Commuter Flow Change 4.3% 17 7 24 6 16 21 0 0 0 0 0 0 Sub Total 190 77 267 62 173 234 0 0 0 0 0 0
Revised Net Employment Trips 211 85 297 69 192 261 0 0 0 0 0 0
Hexham Total Employment Trip Generation 0 0 0 0 0 0 175 91 266 72 172 245 Employment Trips Drawn from Settlement 42.6% 0 0 0 0 0 0 74 39 113 31 73 104 % Commuter Flow Change 4.3% 0 0 0 0 0 0 7 4 11 3 7 10 Sub Total 0 0 0 0 0 0 82 43 125 34 81 115
Revised Net Employment Trips 0 0 0 0 0 0 93 48 142 38 92 130
Ponteland Total Employment Trip Generation 0 0 0 0 0 0 204 43 247 37 160 197 Employment Trips Drawn from Settlement 11.3% 0 0 0 0 0 0 23 5 28 4 18 22 % Commuter Flow Change 1.1% 0 0 0 0 0 0 2 0 3 0 2 2 Sub Total 0 0 0 0 0 0 25 5 31 5 20 24
Revised Net Employment Trips 0 0 0 0 0 0 179 38 216 33 140 173
Amble Total Employment Trip Generation 5 3 7 2 5 7 0 0 0 0 0 0 Employment Trips Drawn from Settlement 14.0% 1 0 1 0 1 1 0 0 0 0 0 0 % Commuter Flow Change 1.4% 0 0 0 0 0 0 0 0 0 0 0 0 Sub Total 1 0 1 0 1 1 0 0 0 0 0 0
Revised Net Employment Trips 4 2 6 2 4 6 0 0 0 0 0 0
Berwick Total Employment Trip Generation 27 14 41 11 27 38 0 0 0 0 0 0 Employment Trips Drawn from Settlement 61.5% 17 9 25 7 16 23 0 0 0 0 0 0 % Commuter Flow Change 6.1% 2 1 3 1 2 2 0 0 0 0 0 0 Sub Total 18 10 28 8 18 26 0 0 0 0 0 0
Revised Net Employment Trips 9 5 13 4 9 12 0 0 0 0 0 0
Prudhoe Total Employment Trip Generation 107 55 163 43 105 148 57 29 86 23 56 79 Employment Trips Drawn from Settlement 24.8% 27 14 40 11 26 37 14 7 21 6 14 20 % Commuter Flow Change 2.5% 3 1 4 1 3 4 1 1 2 1 1 2 Sub Total 29 15 44 12 29 40 15 8 23 6 15 21
Revised Net Employment Trips 78 40 118 32 76 108 41 21 63 17 40 57
Morpeth Total Employment Trip Generation 138 72 209 57 136 193 0 0 0 0 0 0 Employment Trips Drawn from Settlement 42.9% 59 31 90 24 58 83 0 0 0 0 0 0 % Commuter Flow Change 4.3% 6 3 9 2 6 8 0 0 0 0 0 0 Sub Total 65 34 99 27 64 91 0 0 0 0 0 0
Revised Net Employment Trips 73 38 111 30 72 102 0 0 0 0 0 0
Appendix D. Cross Boundary Trips Plans
Document No. Total Corridor Traffic Volumes A1 A189 Legend A19 No Traffic A190 Departures Arrivals
A696
B6324
A69
A695 Seaton Delaval Routing Proportions
A19 (48%)
A190 (19%)
A189 (33%) Rest of West Routing Proportions
A69 (100%) Rest of North Routing Proportions A1 (65%)
A19 (35%) A1 (23%) Rest of South East Routing Proportions
A19 (44%)
A189 (33%) Rest of Centre Routing A1 (10%) Proportions
A19 (35%)
A696 (31%) A189 (24%) Prudhoe Routing Proportions
A695 (100%) Ponteland Routing Proportions
A19 (9%)
A696 (91%) A1 (75%) Morpeth Routing Proportions
A19 (25%) Hexham Routing Proportions
A69 (100%) A1 (44%) Cramlington Routing Proportions
A19 (34%)
A189 (22%) A1 (23%) Blyth Routing Proportions
A19 (44%)
A189 (33%) A1 (60%) Berwick Routing Proportions
A19 (40%) A1 (47%) Bedlington Routing Proportions
A19 (34%)
A189 (19%) A1 (9%) Ashington Routing Proportions
A19 (37%)
A189 (54%) A1 (48%) Amble Routing Proportions
A19 (44%)
A189 (8%) A1 (57%) Alnwick Routing Proportions
A19 (43%) Scenario 1 Scenario 2 Scenario 3 AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Gateshead A1 Alnwick-Gateshead Gateshead A1 Amble-Gateshead Gateshead A1 Ashington-Gateshead Gateshead A1 Berwick-upon-Tweed-Gateshead Gateshead A1 Blyth-Gateshead Gateshead A1 Cramlington-Gateshead Gateshead A1 Morpeth-Gateshead 0 0 0 0 0 0 7 16 24 15 6 21 1 1 2 1 0 2 Gateshead A189 Blyth-Gateshead 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 Gateshead A19 Alnwick-Gateshead Gateshead A19 Amble-Gateshead Gateshead A19 Ashington-Gateshead Gateshead A19 Blyth-Gateshead Gateshead A19 Cramlington-Gateshead Gateshead A19 Morpeth-Gateshead 0 0 0 0 0 0 1 3 5 3 1 4 0 0 1 0 0 1 Gateshead A69 Hexham-Gateshead 0 0 0 0 0 0 0 0 0 0 0 0 7 14 21 14 6 20 Gateshead A695 Prudhoe-Gateshead 0 0 0 0 0 0 7 13 20 13 5 18 4 7 10 7 3 10 Gateshead A696 Ponteland-Gateshead 0 0 0 0 0 0 0 0 0 0 0 0 5 25 30 19 5 24 Newcastle A1 Alnwick-Newcastle Newcastle A1 Amble-Newcastle Newcastle A1 Berwick-upon-Tweed-Newcastle Newcastle A1 Blyth-Newcastle Newcastle A1 Cramlington-Newcastle Newcastle A1 Morpeth-Newcastle 0 0 0 0 0 0 24 54 77 50 19 69 6 11 17 11 4 15 Newcastle A189 Amble-Newcastle Newcastle A189 Ashington-Newcastle Newcastle A189 Blyth-Newcastle Newcastle A189 Cramlington-Newcastle 0 0 0 0 0 0 10 20 29 19 8 27 0 0 0 0 0 0 Newcastle A19 Alnwick-Newcastle Newcastle A19 Amble-Newcastle Newcastle A19 Ashington-Newcastle Newcastle A19 Berwick-upon-Tweed-Newcastle Newcastle A19 Blyth-Newcastle Newcastle A19 Cramlington-Newcastle 0 0 0 0 0 0 7 16 23 15 6 20 1 2 3 2 1 3 Newcastle A69 Hexham-Newcastle 0 0 0 0 0 0 0 0 0 0 0 0 13 25 38 25 10 35 Newcastle A695 Prudhoe-Newcastle 0 0 0 0 0 0 6 12 18 11 5 16 3 6 9 6 3 9 Newcastle A696 Ponteland-Newcastle 0 0 0 0 0 0 0 0 0 0 0 0 19 89 108 70 16 86 North TynesideA189 Ashington-North Tyneside North TynesideA189 Blyth-North Tyneside North TynesideA189 Cramlington-North Tyneside 0 0 0 0 0 0 17 38 55 36 14 49 0 0 0 0 0 0 North TynesideA19 Alnwick-North Tyneside North TynesideA19 Amble-North Tyneside North TynesideA19 Ashington-North Tyneside North TynesideA19 Berwick-upon-Tweed-North Tyneside North TynesideA19 Blyth-North Tyneside North TynesideA19 Cramlington-North Tyneside North TynesideA19 Morpeth-North Tyneside 0 0 0 0 0 0 39 84 123 80 31 111 5 9 13 9 4 12 North TynesideA69 Hexham-North Tyneside 0 0 0 0 0 0 0 0 0 0 0 0 4 8 12 8 3 11 North TynesideA695 Prudhoe-North Tyneside 000000123213111101 North TynesideA696 Ponteland-North Tyneside 0 0 0 0 0 0 0 0 0 0 0 0 4 20 24 15 4 19 Gateshead Scenario 1 Scenario 2 Scenario 3 TOTAL AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Route Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals A1 0 45 45 43 0 43 7 88 95 86 6 92 1 20 20 20 0 20 8 153 160 149 6 155 A1 315 44% A189 0 3 3 3 0 3 0 8 8 8 0 8 0 2 2 2 0 2 0 13 13 12 0 13 A189 25 4% A19 0 10 10 10 0 10 1 16 17 16 1 17 0 6 6 5 0 6 2 31 33 31 1 32 A19 65 9% A190 044404022202011101 077707 A190 15 2% A69 0 4 4 4 0 4 0 40 40 39 0 39 7 7 15 7 6 13 7 51 59 50 6 56 A69 115 16% A695 0 7 7 7 0 7 7 18 25 18 5 23 4 24 27 24 3 26 10 49 59 48 8 56 A695 115 16% A696 0 8 8 8 0 8 0 14 14 13 0 13 5 11 17 9 5 14 5 33 39 30 5 35 A696 73 10% B6324 000000000000000000 000000 B6324 0 0% Newcastle 724 Scenario 1 Scenario 2 Scenario 3 TOTAL AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Route Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals A1 0 195 195 187 0 187 24 378 402 369 19 388 6 64 70 64 4 68 29 638 667 620 23 643 A1 1310 44% A189 0 61 61 59 0 59 10 109 119 107 8 115 0 47 47 46 0 46 10 217 226 212 8 220 A189 446 15% A19 0 45 45 43 0 43 7 92 99 90 6 95 1 18 20 18 1 19 8 156 164 151 6 157 A19 321 11% A190 0 10 10 9 0 9 0 6 6 6 0 6 0 4 4 4 0 4 0 20 20 19 0 19 A190 39 1% A69 0 17 17 16 0 16 0 142 142 140 0 140 13 31 44 30 10 41 13 190 203 186 10 196 A69 399 13% A695 0 12 12 11 0 11 6 30 36 29 5 34 3 39 43 39 3 41 9 81 91 79 7 86 A695 177 6% A696 0 34 34 33 0 33 0 61 61 58 0 58 19 50 69 39 16 55 19 144 163 130 16 146 A696 309 10% B6324 000000000000000000 000000 B6324 0 0% North Tyneside 3002 Scenario 1 Scenario 2 Scenario 3 TOTAL Route AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals A1 0 0 0 0 0 0 0 10 10 10 0 10 0 0 0 0 0 0 0 10 10 10 0 10 A1 19 1% A189 0 52 52 50 0 50 17 108 126 106 14 119 0 21 21 21 0 21 17 182 199 177 14 190 A189 389 24% A19 0 154 154 149 0 149 39 243 282 238 31 269 5 69 74 68 4 72 44 466 510 455 35 490 A19 1000 63% A190 000000000000000000 000000 A190 0 0% A69 0 2 2 2 0 2 0 33 33 33 0 33 4 4 8 4 3 7 4 40 44 39 3 42 A69 86 5% A695 0 2 2 2 0 2 1 5 6 5 1 6 1 7 7 7 0 7 1 14 15 13 1 15 A695 30 2% A696 0 8 8 8 0 8 0 15 15 14 0 14 4 12 16 9 4 13 4 35 39 31 4 35 A696 74 5% B6324 000000000000000000 000000 B6324 0 0% 1599
TOTAL CROSS BOUNDARY TIDAL TRAFFIC FLOWS Scenario 1 Scenario 2 Scenario 3 TOTAL Route AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals A1 0 240 240 230 0 230 31 476 507 465 25 489 6 84 90 83 5 88 37 800 837 778 30 808 A1 1645 31% A189 0 116 116 112 0 112 27 225 253 221 22 242 0 69 69 68 0 68 27 411 438 401 22 423 A189 861 16% A19 0 209 209 202 0 202 48 351 399 343 38 381 6 93 99 92 5 97 53 653 707 637 42 679 A19 1386 26% A190 0 13 13 13 0 13 0 9 9 9 0 9 0 5 5 5 0 5 0 27 27 27 0 27 A190 54 1% A69 0 24 24 22 0 22 0 215 215 212 0 212 25 42 67 41 19 61 25 281 306 275 19 295 A69 600 11% A695 0 22 22 20 0 20 14 53 66 52 11 62 7 70 77 69 6 75 21 144 165 140 16 157 A695 322 6% A696 0 50 50 48 0 48 0 89 89 86 0 86 28 73 102 57 25 82 28 212 240 192 25 216 A696 457 9% B6324 000000000000000000 000000 B6324 0 0% 5324.899 Scenario 1 Scenario 2 Scenario 3 AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Arrivals DeparturesTotals Gateshead A1 Morpeth-Gateshead Gateshead A1 Berwick-upon-Tweed-Gateshead Gateshead A1 Alnwick-Gateshead Gateshead A1 Ashington-Gateshead Gateshead A1 Bedlington-Gateshead Gateshead A1 Blyth-Gateshead Gateshead A1 Cramlington-Gateshead Gateshead A1 Rest of Central Area -Gateshead Gateshead A1 Rest of Northern Area -Gateshead Gateshead A1 Amble-Gateshead 0 0 16 37 53 35 24 67 48 78 99 83 30 93 7 15 22 15 Gateshead A189 Blyth-Gateshead Gateshead A189 Seaton Delaval -Gateshead Gateshead A189 Rest of Central Area -Gateshead 0 0 1 1 2 1 3 7 7 5 3 8 0 1 0 1 1 1 Gateshead A19 Morpeth-Gateshead Gateshead A19 Alnwick-Gateshead Gateshead A19 Ashington-Gateshead
Gateshead Gateshead A19 Bedlington-Gateshead Gateshead A19 Blyth-Gateshead Gateshead A19 Cramlington-Gateshead Gateshead A19 Seaton Delaval -Gateshead Gateshead A19 Amble-Gateshead 0 0 4 8 12 8 4 12 6 14 21 14 7 21 2 5 7 5 Gateshead A190 Seaton Delaval -Gateshead 0 0 2 4 5 4 2 5 1 2 3 2 1 3 1 1 2 1 Gateshead A69 Rest of Central Area -Gateshead Gateshead A69 Rest of South East Area-Gateshead Gateshead A69 Western Area-Gateshead 0 0 2 4 6 4 18 42 54 40 22 56 2 5 3 7 10 7 Gateshead A695 Prudhoe-Gateshead 0 0 3 7 11 7 4 11 8 18 26 18 8 26 10 24 34 24 Gateshead A696 Ponteland-Gateshead 0 0 3 8 11 8 4 11 6 14 20 13 7 20 6 11 18 9 Newcastle A1 Morpeth-Newcastle Newcastle A1 Berwick-upon-Tweed-Newcastle Newcastle A1 Alnwick-Newcastle Newcastle A1 Amble-Newcastle Newcastle A1 Bedlington-Newcastle Newcastle A1 Blyth-Newcastle Newcastle A1 Cramlington-Newcastle Newcastle A1 Rest of Central Area -Newcastle Newcastle A1 Rest of Northern Area -Newcastle 0 0 78 175 254 168 109 309 211 354 457 371 140 431 23 54 77 53 Newcastle A189 Amble-Newcastle Newcastle A189 Ashington-Newcastle Newcastle A189 Bedlington-Newcastle Newcastle A189 Blyth-Newcastle Newcastle A189 Cramlington-Newcastle Newcastle A189 Seaton Delaval -Newcastle Newcastle A189 Rest of Central Area -Newcastle 0 0 17 37 54 35 27 75 57 81 95 89 27 86 15 34 48 33 Newcastle A19 Berwick-upon-Tweed-Newcastle Newcastle A19 Alnwick-Newcastle Newcastle A19 Amble-Newcastle Newcastle Newcastle A19 Ashington-Newcastle Newcastle A19 Bedlington-Newcastle Newcastle A19 Blyth-Newcastle Newcastle A19 Cramlington-Newcastle Newcastle A19 Seaton Delaval -Newcastle Newcastle A19 Rest of Northern Area -Newcastle 0 0 15 34 50 32 20 56 42 79 107 80 34 104 5 12 18 12 Newcastle A190 Seaton Delaval -Newcastle 0 0 4 10 14 9 4 14 3 6 9 6 3 9 2 4 5 4 Newcastle A69 Hexham-Newcastle Newcastle A69 Rest of Central Area -Newcastle Newcastle A69 Rest of South East Area-Newcastle Newcastle A69 Western Area-Newcastle 0 0 8 17 25 16 64 152 189 140 80 197 8 22 13 31 44 30 Newcastle A695 Prudhoe-Newcastle 0 0 6 12 18 11 7 18 13 30 43 29 14 43 17 39 56 39 Newcastle A696 Ponteland-Newcastle 0 0 15 34 49 33 16 49 27 61 87 58 29 87 27 50 77 39 North Tyneside A1 Rest of Central Area -North Tyneside 0 0 0 0 0 0 4 10 14 10 4 14 0 0 0 0 0 0 North Tyneside A189 Ashington-North Tyneside North Tyneside A189 Bedlington-North Tyneside North Tyneside A189 Blyth-North Tyneside North Tyneside A189 Cramlington-North Tyneside North Tyneside A189 Seaton Delaval -North Tyneside North Tyneside A189 Rest of Central Area -North Tyneside 0 0 18 39 57 37 23 66 51 93 124 95 39 119 6 14 20 14 North Tyneside A19 Morpeth-North Tyneside North Tyneside A19 Berwick-upon-Tweed-North Tyneside North Tyneside A19 Alnwick-North Tyneside North Tyneside A19 Amble-North Tyneside North Tyneside A19 Ashington-North Tyneside North Tyneside A19 Bedlington-North Tyneside North Tyneside A19 Blyth-North Tyneside
North Tyneside North North Tyneside A19 Cramlington-North Tyneside North Tyneside A19 Seaton Delaval -North Tyneside 0 0 51 114 165 110 62 182 103 196 266 199 84 259 21 48 69 47 North Tyneside A69 Hexham-North Tyneside North Tyneside A69 Rest of Central Area -North Tyneside North Tyneside A69 Rest of South East Area-North Tyneside North Tyneside A69 Western Area-North Tyneside 0 0 1 2 3 2 15 35 46 33 17 47 1 3 2 4 6 4 North Tyneside A695 Prudhoe-North Tyneside 0 0 1 2 3 2 1 3 2 5 7 5 2 7 3 7 10 7 North Tyneside A696 Ponteland-North Tyneside 0 0 4 8 12 8 4 12 6 15 21 14 7 21 7 12 19 9 0 0 248 555 803 531 414 1134 893 1274 1512 1399 442 1361 169 372 541 352 300 674 973 648 323 971 620 1419 2038 1386 657 2043 196 437 633 416 214 630 Western Gateshead
Central Gateshead
Eastern Gateshead
Newcastle Central
Western Newcastle
Eastern Newcastle
Northern Newcastle
North NT and Killingworth
East North Tyneside/ Coast
Central North Tyneside/ Silverlink
Wallsend and Royal Quays
Appendix E Strategic Road Network Schematics 2693
0 0 0 0 0 0 0 0 0 0 AM Tempro PM Tempro 0 A189 0 Commuting Ratio 142 0 Modal Shift 126 0 449 0 204 17 155 167 385 108 217 1 516 0 194 5 309 237 423 165 436 0 0 0 0 2 61 345 0 0 0 0 0 453 0 0 356 2 77 268 40 402 0 230 0 0 460 1 47 155 0 0 20 0 0 1 A19
0 242 153 0 296 0 250 0 0 182 0 0 0 0 0 10 32 0 491 0 0 212 0 0 0 0 0 25 68 0 513 5 462 156 455 703 0 0 14 544 341 673 525 432 0 10 37 B1318 507 31 8 0 B1319 10 34 45 0 304 0 0 0 28 8 55 0 281 0 0
Increase in traffic on Highways England network around Seaton Burn and Moor Farm Junctions (all FIGURE XX scenarios) 11.72 9.162 2.708 Windmill Way A1 26.76 15.79 1.092
1.389 21.02 14.09 Walkergate 2.642 47.03 24.48 AM Tempro 27.12 47.72 2.033 PM Tempro 12.31 21.28 4.658 Commuting Ratio Modal Shift 4.72 18.26 28.29 2.132 10.73 16.53 North Road TRAFFIC FLOWS FROM 2008 Source: The Mount Spittal Point Application (12/00512) Castlegate Site 1017
Site 1264 Union Park Road Site 1046
Site 1260
TRAFFIC FLOWS FROM 2012 Site 1297 A1 Source: Setton Hall Application (11/03407)
A698 Ord Drive Marygate
Main Street
Site 1411 Site 1019 0 32.13 5.331 B6435 0 0 67.45 8.475 Site 1116 0 B6354 0 Rotary Way 16 0 0 8.539 0 5.482 0 0 Site 1541 6.518 A1 3.059 Billendean Terrace 0 68.33 2.889 0 32.76 6.423 20.56 47.1 Etal Road 18.09 23.41 0 0 47.72 0 40.13 21.56 0 18.13 A1167
5.936 0 0 0 13.6 13.78 48.05 Site 1543 0 0 0 17.29 12.16 6.224 27.03 39.61 9.811 23.5 A1 17.63 0 0 27.01 23.48 51.01 42.64
Increase in traffic on Highways England network around Berwick (all development) FIGURE XX 40 79 15 18 32 8 44 85 81 41 A69 33 9 4 A69 16 4 9 8 86 159 18 45 76 71 153
Ferry Road AM Tempro PM Tempro
Commuting Ratio Modal Shift Ferry Road
Station Road
Site 2580
Site 6771
Station Road
Alemouth Road Haugh Lane
Site 2343
Hallstile Bank
Dean Street B6305 Battle Hill
Site 6853 Site 2442
B6305 Site 2345
A695
Site 2344 Site 2498 TRAFFIC FLOWS FROM 2013 Source: Craneshaugh Resi Application (13/01208) Site 2458 Site 2076 Site 2344 Site 2347
Increase in traffic on Highways England network around Hexham (all development) FIGURE XX A1
0 0 0 0 0 0 0 B1340 0 0 B6346 0 0 Site 0280 0 0 0 B1340 0 0 0 0 0 0 0 0 0 0
B6346 B1340
Site 0035
Alnmouth Sites Site 0324
Site 0038
B6346
Alnmouth Road Site 0231 ` A1
Site 0282 Site 0323 Wagon Way Site 0382 Site 0037 Road B6341
A1068
A1
0 0 AM Tempro 158.2 PM Tempro 100.9 0 0.141 60.83 Willowburn Avenue 22.97 0 0.264 27.95 Commuting Ratio 14.41 Modal Shift
13.74 161.6 TRAFFIC FLOWS FROM 2013 48.99 13.2 89.69 30.94 151.4 Source: Greenfields Resi Application (13/03109) 82.24 29.15 36.9 56.32 114.9 88.93 63.01 Site 0284 20.68 193.8 39.14 102.8
15.23 74.91 46.7 22.54 136.3 88.37 39.72 16.34
Shilbottle Sites
Increase in traffic on Highways England network around Alnwick (all development) FIGURE XX
Appendix F. SATURN Traffic Flow Summary
Document No. AM PM Absolute Absolute Absolute Absolute Absolute Absolute DS2032_Old DS2032_New DM2032 Difference AM Difference AM DS2032_Old DS2032_New DM2032 Difference AM Difference AM Site_ID Site_Description Direction Link_ID Difference AM Difference AM Actual Flow Actual Flow Actual Flow (DS2032_New - (DS2032_Old - Actual Flow Actual Flow Actual Flow (DS2032_New - (DS2032_Old - (New - Old) (New - Old) DM) DM) DM) DM) 1 A192 NB 759_121 527 528 565 1 -37 -39 415 418 446 4 -27 -31 1 A192 SB 121_759 372 373 417 1 -44 -45 499 482 525 -17 -43 -26 2 A196 WB 166_121 287 288 357 1 -69 -70 472 474 528 2 -54 -56 2 A196 EB 121_166 462 467 476 4 -9 -13 253 255 266 2 -11 -13 3 A192 Shields Road NB 272_125 806 811 879 5 -68 -73 817 849 875 32 -25 -57 3 A192 Shields Road SB 125_272 751 771 792 20 -20 -41 900 887 911 -13 -24 -11 4 A197 WB 125_160 751 756 830 6 -74 -80 595 634 701 39 -66 -106 4 A197 EB 160_125 621 668 745 47 -77 -124 881 917 960 36 -43 -79 5 A192 Wansbeck Bridge NB 158_126 939 979 1147 40 -168 -209 1123 1167 1273 43 -107 -150 5 A192 Wansbeck Bridge SB 126_158 1019 1040 1151 21 -112 -132 990 990 1114 -1 -125 -124 6 A192 Bridge Street WB 126_127 416 434 460 18 -27 -44 499 507 589 8 -82 -89 6 A192 Bridge Street EB 127_126 513 514 509 0 5 4 493 491 516 -2 -25 -23 7 A197 Damside WB 176_126 672 701 722 28 -21 -50 550 565 646 15 -81 -96 7 A197 Damside EB 126_176 705 719 727 14 -8 -23 713 729 679 15 50 34
All Dev+Bypass Just Bypass All Dev+Bypass Just Bypass AM PM % Difference % Difference % Difference % Difference DS2032_Old DS2032_New DM2032 % Difference AM AM DS2032_Old DS2032_New DM2032 % Difference AM AM Site_ID Site_Description Direction Link_ID Actual Flow Actual Flow Actual Flow AM (New - Old) (DS2032_New - (DS2032_Old - Actual Flow Actual Flow Actual Flow AM (New - Old) (DS2032_New - (DS2032_Old - DM) DM) DM) DM) 1 A192 NB 759_121 527 528 565 0.20% -7.1% -7.3% 415 418 446 0.86% -6.5% -7.4% 1 A192 SB 121_759 372 373 417 0.29% -11.9% -12.2% 499 482 525 -3.47% -9.0% -5.3% 2 A196 WB 166_121 287 288 357 0.36% -24.0% -24.5% 472 474 528 0.39% -11.4% -11.8% 2 A196 EB 121_166 462 467 476 0.94% -1.9% -2.8% 253 255 266 0.84% -4.1% -5.0% 3 A192 Shields Road NB 272_125 806 811 879 0.60% -8.4% -9.1% 817 849 875 3.74% -3.0% -7.0% 3 A192 Shields Road SB 125_272 751 771 792 2.64% -2.7% -5.4% 900 887 911 -1.47% -2.7% -1.2% 4 A197 WB 125_160 751 756 830 0.73% -9.8% -10.6% 595 634 701 6.17% -10.5% -17.7% 4 A197 EB 160_125 621 668 745 7.05% -11.6% -20.0% 881 917 960 3.93% -4.7% -9.0% 5 A192 Wansbeck Bridge NB 158_126 939 979 1147 4.11% -17.2% -22.2% 1123 1167 1273 3.71% -9.2% -13.4% 5 A192 Wansbeck Bridge SB 126_158 1019 1040 1151 2.00% -10.7% -13.0% 990 990 1114 -0.07% -12.6% -12.5% 6 A192 Bridge Street WB 126_127 416 434 460 4.07% -6.1% -10.6% 499 507 589 1.49% -16.1% -17.9% 6 A192 Bridge Street EB 127_126 513 514 509 0.06% 0.9% 0.8% 493 491 516 -0.50% -5.1% -4.6% 7 A197 Damside WB 176_126 672 701 722 4.04% -3.0% -7.4% 550 565 646 2.66% -14.4% -17.5% 7 A197 Damside EB 126_176 705 719 727 2.01% -1.1% -3.2% 713 729 679 2.12% 6.8% 4.8%
-8.2% -10.5% -7.3% -9.0%
Appendix G. Housing Completions Data
Document No. Net completions on sites of 5 units or more *Some sites have substituted plots hence discrepancies between the description and capacity of site Ashington Bedlington Blyth Seaton Delaval Alnwick Morpeth Cramlington Hexham Ponteland Prudhoe Berwick Amble 2602 To Remove fom Scenario 1 To Add to Scenario 1 174 -8 745 233 122 184 138 7 102 71 148 63 Planning Ref Address Description Settlement / Location Net Capacity of Site* Total 07/00434/REM Land at West Blyth accessed from Chase FarmReserved Drive, Blyth Matters application for proposed residentialBlyth development. (443 dwellings) 713 167 47 120 0 0 167 0 0 0 0 0 0 0 0 0 00/00009/REMA Seaton Vale, Land at Summerhouse Lane (LandAmended south oflayout Wansbeck for the General erection Hospital), of 622 dwellings, Ashington localAshington shops centre, associated roadworks, open 657 spaces and landscaping 68as per amended plans 31 received 28th August 37 2004 68 0 0 0 0 0 0 0 0 0 0 0 12/01747/REM Land Of The Former Wellesley School, Links ReservedRoad, Blyth Matters applications for application no.10/S/00605/VARYCOBlyth - Approval of the details of 395 the siting, design and external 127 appearances of the buildings, the means 127 of access and the 0 landscaping 0of the site. 127Erection of 394 residential 0 units. 0 0 0 0 0 0 0 0 00/00213/FUL Former NCB Workshops, Ellington Road, AshingtonResidential (aka development Portland Park) (approx 8.1 hectares) Ashington 357 94 67 27 94 0 0 0 0 0 0 0 0 0 0 0 CM/20080874 Land To The Rear Of St Mary's Hospital, StanningtonErection of 73 dwellings and associated landscaping andMorpeth access arrangements 288 53 53 0 0 0 0 0 53 0 0 0 0 0 0 05/00462/FUL South Shore, Links Road, Blyth Residential development for 216 units comprising 107Blyth houses, 40 townhouses and 69 apartments 234 and associated roads, infrastructure 137 and landscaping. 88 49 0 0 137 0 0 0 0 0 0 0 0 0 12/03825/FUL Land To The Rear Of Wheatfields, Seaton DelavalDevelopment of 190 dwellings with associated access,Seaton parking, Delaval open space and landscaping. 190 42 42 0 0 0 42 0 0 0 0 0 0 0 0 07/00076/RES Land at Wheatridge Park, Seaton Delaval Residential development. Erection of 170 dwellings (Substitution,Seaton Delaval adjustment and updating of house 189 types); Erection of doctors 106 surgery and associated 27 parking, access 79 to the development 0 and into land 0 set aside for 0 retail development 106 plus childrens 0 recreati 0 0 0 0 0 0 0 A/1998/0379 Addycombe (land at) , Whitton View, RothburyErection of 97 dwellings Land at Addycombe North of B6341Townfoot to Knocklaw Bank Rothbury97 28 000000000000 11/03200/FUL Phase 2 Wheatridge Park Development Site,Proposed Astley Road, residential Seaton developmentDelaval for the erection ofSeaton 96no. Delavaldwellings along with associated access, 96 roadways, parking and 26landscaping. 26 0 0 0 26 0 0 0 0 0 0 0 0 07/B/1058 Raynham Close (Land to the South of), Belford,Erection of 92 dwellings, including 26 affordable dwellings for housing assoc 92 11 000000000000 05/D/0603 The Kylins (former council offices), Loansdean,Demo Morpeth of existing buildings and erection of 88x dwellingsMorpeth (inc 40 flats) 89 69 21 48 0 0 0 0 0 69 0 0 0 0 0 0 07/00353/RES Land at area 2A Chase Farm Drive, Blyth Residential development of 94 units Blyth 83 43 24 19 0 0 43 0 0 0 0 0 0 0 0 0 CM/20060668 Welbeck Terrace (former) land adj LonghirstErection Road/Butchers of (78x) Lane,2, 3 & Pegswood 4 bed houses, carparking, garages and access road (resubmission of 78 61 000000000000 A/2010/0074 Land At Willoughbys Bank, Clayport Bank, AlnwickResidential development of 76 no. dwellings with associatedAlnwick landscaping and infrastructure (resubmission 73 of A/2009/0033) 40 40 0 0 0 0 40 0 0 0 0 0 0 0 12/02066/FUL Former Wensleydale School, Dent Street, BlythDevelopment of 68 dwellings, 3 football pitches and Blythassociated parking, access and landscaping. 68 68 68 0 0 68 0 0 0 0 0 0 0 0 0 12/03715/FUL Land East Of Cottingwood Green, South NewshamErection Road, of 66 Blyth dwellings Blyth 66 66 66 0 0 66 0 0 0 0 0 0 0 0 0 A/2005/0595 Percy Mews, Mews Towers, Park View, Park61 View no. (Windsor new build Park), dwellings Alnwick comprising 14 terraced houses,Alnwick 18 flats, 28 sheltered apartments and 1 61 detached cottage 2 000020000000 12/03854/FUL Former Blyth Tynedale Middle School, TynedaleErection Drive, of Blyth60 dwellings Blyth 60 60 60 0 0 60 0 0 0 0 0 0 0 0 0 20110069 Land at Prudhoe Hospital Prudhoe Demolition of existing former hospital buildings and constructionPrudhoe of new hospital, care village and 60residential dwellings, with 55 associated car parking, 22 access and landscaping 33 0 0 0 0 0 0 0 0 0 55 0 0 CM/20090787 Ponteland County First School/Clinic (former)Extra North Care Road Accommodation for the Frail Elderly (x59)Ponteland plus ancillary facilities (loss of caretaker house) 59 60 60 0 0 0 0 0 0 0 0 60 0 0 0 07/B/0158 Etal Road (Land adjacent/Hiveacres), Berwick-upon-TweedProposed Residential Development of 58 Dwellings - BerwickRevised Plans & Description 58 22 22 0 0 0 0 0 0 0 0 0 0 22 0 10/B/0176 Fenton Grange, Cottage Road, Wooler Residential development comprising 54 dwellings (inc 10 affordable) & associated infrastructure 55 38 000000000000 11/01033/FUL Former Cragside County First School, CateranDemolition Way, Cramlington of existing primary school and associatedCramlington buildings and the construction of 55no. Dwellings 55 for residential purposes 55 and associated 36 works. 19 0 0 0 0 0 0 55 0 0 0 0 0 A/2007/0481 Formerly Blackshaws Garage (Alnwick) Ltd andCreation Castle of Service 55 sheltered Station, apartments 26 Bondgate for Without, elderly including AlnwickAlnwick house managers apartment, ancillary facilities 55 and 420m2 retail floorspace 1 000010000000 07/00538/REM Former Northumberland College (Welbeck &Reserved Hawthorn Matters Annexe) Application & 30-36 Seventh for the development Avenue, Ashington ofAshington 40No.residential dwellings together with garages 51 & associated works 41 (Amended plans for 41 47 dwellings received on 21.02.2008) 41 0 0 0 0 0 0 0 0 0 0 0 A/2007/0012 Lagny Street (land west side of), Alnwick Demolition of existing buildings to create a mixed useAlnwick development of ground floor retail (A1) and 5151 no. residential units (C3) 51 with 51 car parking 51 spaces. 0 0 0 0 51 0 0 0 0 0 0 0 11/S/00002/FUL Former Kramel County First School, Clifton Road,Development Cramlington of 49 units, with associated garages, parkingCramlington and new road network. 49 49 49 0 0 0 0 0 0 49 0 0 0 0 0 13/03307/FUL Land South Of Dandsfield Square, Charles Road,Erection Amble of 48 affordable dwellings and associated landscaping.Amble 48 36 36 0 0 0 0 0 0 0 0 0 0 0 36 04/00465/FUL The Carrs, Manor Drive, Newbiggin-by-the-SeaResidential development 44 No. dwellings comprising 2, 3, 4 No. bedroom houses with associated 48roads, garages and parking 1 spaces 000000000000 06/B/1119 Broad Road (Land east of), Seahouses Reserved Matters Application for the Erection of 42 no Dwellings )affordable = 4x1 bed, 3 x 2 bed and42 2 x 3 bed) 21 000000000000 A/2007/0261 Former AMC Ford & Carpet Warehouse, StonewellErection Lane, of 42 Alnwick flats, with 29 no. car parking spaces onAlnwick application site and 7 no. spaces on adjacent 42 land, including demolition 25 of existing warehouse 25 0 0 0 0 25 0 0 0 0 0 0 0 CM/20070062 Land at former American Air Filters, Linton Erection of 41 no. dwellings with access, landscaping, and associated works 41 12 000000000000 13/00759/FUL Land South Of Featherstone Grove, Hazelmere,Construction Bedlington of 41 new dwellings including associatedBedlington infrastructure, landscaping and car parking 41and a new 0.2 acre area 28of public open space 28 0 28 0 0 0 0 0 0 0 0 0 0 13/00589/FUL Land East Of Springhill Sunnyside TweedmouthHybrid planning application consisting of full planningBerwick application for the erection of 40 no. affordable 40 housing units as phase 40 1 with associated landscaping, access and40 parking. Outline application 0 for 0110 residential 0 units as phase 0 2-4 with considerati 0 0 0 0 0 0 40 0 11/01114/FUL Longhirst Hall Hotel, Longhirst Change of use and conversion of 36 (6 bedroom) studentMorpeth houses and ancillary buildings (use class 40C2) to 40 dwelling houses 40 (use class C3) with associated car parking 36and boundary treatment 0 0 0 0 0 40 0 0 0 0 0 0 10/S/00701/FUL Land At Glebe Hostel And Glebe Court, BedlingtonDemolition of Glebe Hostel and Glebe Court and the Bedlingtonerection of a new sheltered housing scheme comprising 39 39 flats and communal -43 areas, and 2no wheelchair bungalows complete with0 all landscaping -43 and external 0 works. 0 0 0 0 0 0 0 0 0 79/B/0419 Meadow Grange, Berwick Erection of dwellinghouse Berwick 39 8 8 000000000080 08/B/0905 Longbeach Drive (Land to North of - CardinalResidential Point), Beadnell development of 38 no dwellings with new access to north of Longbeach 38 24 000000000000 12/01935/FUL Self Unlimited, North Road, Ponteland Demolition of existing buildings and redevelopment ofPonteland the site for 38 dwellings, open space and associated 38 access and engineering 21 works. 21 0 0 0 0 0 0 0 0 21 0 0 0 06/D/0419 County Hall (south of) and Southgate WoodDemo (north exisiting east of) (see assoc record) and erection (37x) Morpethdwellings (inc 1x replacement) 37 5 5 000005000000 07/00512/REM Cowpen House, Cowpen Road, Blyth Construction of 36 no 2 bedroom flats, four storey (followingBlyth demolition of existing buildings) including36 parking and refuse 26stores. 26 0 0 26 0 0 0 0 0 0 0 0 0 10/S/00194/REM Scarborough Court, Alexandra Way, CramlingtonApproval of all reserved matters for residential developmentCramlington based on outline consent. (06/00019/OUTM) 34 34 34 0 0 0 0 0 0 34 0 0 0 0 0 07/B/0367 West Hope (Land at), Castle Terrace, Berwick-upon-TweedReserved matters for erection of 25no dwellings + 2 (09/B/0481)Berwick + 1 (11/B/0132) 29 17 1 16 0 0 0 0 0 0 0 0 0 0 17 0 13/01823/FUL Blyth Valley Borough Council, Avenue Road,Demolition Seaton Delaval of existing two story building and associatedSeaton outbuildings Delaval and erection of 28 no. two story 28 dwellings and associated 28 car parking and landscaping. These comprise28 13no. 2 bed 0houses, 13 3 bed 0 houses and 0 2no. 1 bed apartments. 28 0 0 0 0 0 0 0 0 10/S/00587/REM Land At Crofton Mill Industrial Estate, Blyth Reserved matters application for Phase 1 consisting ofBlyth 28 units, 2 and 3 bed dwellings with associated28 parking and highways 28 28 0 0 28 0 0 0 0 0 0 0 0 0 13/00296/FUL Land South Of New Barns Court New Barns WayChange Warkworth of use of agricultural land and construction ofAmble 27 affordable homes, private gardens, service 27 roads and new public open 27 spaces. 27 0 0 0 0 0 0 0 0 0 0 0 27 13/02253/FUL Land North Of Car Dealership, Corbridge Road,The Hexham development of 26 affordable dwellings and associatedHexham access, car parking and landscaping 26 5 000000050000 CM/20090076 Stobhill Working Mens Club Choppington RoadDemolition Morpeth of existing social club, and re developmentMorpeth of land consisting of 26no residential units (only 26 24 built) 15 15 0 0 0 0 0 15 0 0 0 0 0 0 13/00377/FUL Land South Of Harecross Longframlington Development of 25no. affordable residential properties (Use Class C3) including associated landscaping25 and highways works. 25 000000000000 13/01102/FUL Former Allotments East Of Dene WorkshopsProposed West Road development Mickley of 22 new family dwellings (19 for social rent and 3 shared ownership), with22 two parking spaces within 22 each curtilage, including new vehicular and pedestrian access000000000000 20090948 Land adjacent to Forstersteads Allendale Construction of 22 affordable dwellings 22 22 000000000000 CM/20100585 The Willows Public House, Widdrington StationResidential development (22x affordable) ( Appearance; Landscaping; Layout and scale) for residential22 development approved 22 through 000000000000 03/D/736 Land adjacent to & including Peel House, MainConversion Street, Ponteland of part existing building (where not proposedPonteland for demolition) to two flats and erection 21of nineteen newbuild flats 21 with asssociated external works. 21 0 0 0 0 0 0 0 0 21 0 0 0 A/2005/0410 Rock Farms Ltd, Rock, Alnwick Proposed conversion of redundant farm buildings to Alnwick9 residential units and construction of 10 new 19 dwellings (inclusive of 4 3affordable dwellings) 2 as enabling development to the historical000030000000 assets at Rock Farms Ltd) ENCP739 The Orchard Cottage Tyne Green Construction of 18 flats approved on 20030550. Appeal dismissed on 940263. 950606 outline permission18 lapsed. 0.8 car spaces 18 per dwelling 000000000000 03/B/0301 Tughall Farm, Chathill Demolition of existing modern farm buildings and conversion of traditional farm buildings into 15 no.17 units of residential accommodation 7 000000000000 12/02766/FUL Cavil Head, Acklington Conversion of traditional farm buildings to 11 no. residential units (in conjunction with 4 no. new build15 affordable units) 4 000000000000 09/B/0230 Land South Of Mill Road, Chatton Construction of 15 houses (including private and affordable housing). 15 3 000000000000 A/2002/0692 Springfield (land at), Christon Bank Erection of 15 new houses (reserved matters) Berwick 15 2 1 000000000020 13/02078/FUL The Elizabethan, North Road, Berwick-Upon-TweedDemolition of existing public house/ flat and replacementBerwick with 16no 2 bedroom apartments and external 15 works, with associated 15 parking and external works 16 0 0 0 0 0 0 0 0 0 0 15 0 ENCP64 2 Princes Street, Corbridge Contruction of 14 units 14 14 000000000000 98/B/0646 East Ord Gardens, East Ord, Berwick-upon-TweedDwellings X 14 (outline appn - used for monitoring siteBerwick completion) 14 1 000000000010 11/01920/FUL Land At Former Delaval House Site, Station Road,Erection Seaton of 14no. Delaval Dwellings with associated landscape,Seaton access Delaval and parking 14 14 14 0 0 0 14 0 0 0 0 0 0 0 0 13/01103/FUL Land North Of The George Hotel HumshaughProposed development of 14no dwellings each with 2 parking spaces and 6no visitor parking spaces14 14 000000000000 20090149 Land south of Nursery Gardens Wapping HaltwhistleConstruction of 14 dwellings and associated works 14 13 000000000000 09/B/0413 The Old School House (Land to the South East),Change Beadnell of use of land to residential & construction of 14 new dwellings with associated highway, including14 access alterations, 14 landscaping, parking and diversion of footpath 000000000000 12/03265/FUL Allotment Gardens Foxton Road Alnmouth Change of use of land and construction of 13 residential dwellings (including 7 affordable homes), 13car parking, gardens and 11 road and 12 improved allotment plots with woods area retained000000000000 20090862 Land Adjacent to Briar Hill Bellingham Construction of 13 no. two, three and four bedroomed affordable dwellings 13 13 000000000000 08/B/0173 Pier Road Maltings, Pier Road, Berwick-upon-TweedConversion of grade 2 Listed Building to create 13 ResidentialBerwick Units 13 8 4 4 0 0 0 0 0 0 0 0 0 0 8 0 07/B/1030 5-7 Woolmarket, Berwick upon Tweed Erect new structure to rear to provide 12 no residentialBerwick units after removal of temporary structure, 12 and conversion of existing 12 building. 12 0 0 0 0 0 0 0 0 0 0 12 0 04/B/1106 Glororum Farm Steading, Bamburgh, NE697AWConversion and alterations of agricultural buildings toBerwick create 12 no. dwellings and covered garage 12 9 9 000000000090 A/2006/0373 Bank House Farm (land at) Conversion, subdivision and alteration of vacant buildings to create 11 no. permanent holiday cottages11 11 000000000000 05/D/0522 Coningsby House, Salisbury Street, MorpethErection of (11x) dwellings (3 bed semi detached 2 &Morpeth 3 storey houses) 11 2 2 000002000000 07/B/0658 2 Chapel Street, Berwick-Upon-Tweed Conversion of existing building to 10 no apartments Berwick 10 9 9 000000000090 13/00213/FUL Astley House, 1-2 Hartley Gardens, Seaton DelavalChange of use to form 10 residential apartments, withSeaton the conversion Delaval of the loft space, a small single 10 storey extension, the 10conversion of the existing outbuildings and10 a first floor extension 0 to the rear. 0 The creation 0 of a new access 10 from Park road 0 provi 0 0 0 0 0 0 0 07/00324/RES Delaval House, Station Road, Seaton DelavalDemolition of existing house and garages and constructionSeaton of Delaval 10no. Detached dwellings and new access 10 road -1 0 0 0 -1 0 0 0 0 0 0 0 0 03/B/0321 Ellingham Hall (within grounds), Ellingham Renewal of planning permission ref. 98/B/0151/P, for the erection of 10 no. dwellings. 10 4 000000000000 06/D/0129 Former Denecroft Care Home, Park Road, LynemouthErection of ten flats. 10 10 000000000000 12/02325/FUL Former Glebe Court, Bedlington Erection of 10 new bungalows for rent on the formerBedlington site of Glebe Court. Glebe Court is approved 10for demolition via previous 10 planning approval 10 10/S/00701/FUL. 0 10 0 0 0 0 0 0 0 0 0 0 11/02786/COU Former Seafield Restaurant, Seahouses Change of use of restaurant to residential and 10no new build 2 bedroom apartments 10 10 000000000000 03/B/0535 Heathery Tops Farm, Scremerston, Berwick-upon-TweedConv farm steading (site plot inc record) farmhouse to 10 dwellings (2Berwick new build - barn fell down) + (08/B/0573) barn 10 conv to dwelling + (10/B/0499) 1 1 into 2 du = 12du less 1 ) 000000000010 A/2004/0512 Old Mart Site Station Road Rothbury Residential development consisting of ten flats and nine houses and construction of new access road10 (re-submission A/2003/0686) 5 000000000000 13/02527/FUL Prudhoe Health Centre Adderlane Road WestDemolition Wylam Prudhoe of existing health clinic and bus shelter andPrudhoe construction of eight bungalows for affordable 10 rent and two bungalows 10 for shared ownership with associated 10parking and landscaping 0 0 0 0 0 0 0 0 0 10 0 0 10/S/00696/FUL Site Of Bedlington Terrier, Stead Lane, BedlingtonErection of 10 no. 2bed/3person bungalows with associatedBedlington car parking and provision of 5no. visitor 10 parking spaces 10 10 0 10 0 0 0 0 0 0 0 0 0 0 A/2009/0016 Wellfield, Northumberland Street, AlnmouthVariation of design and layout of approval APP/Q2908/A/06/2007280 10 10 000000000000 13/03156/FUL Land And Buildings On The North West Side ErectionOf Nordale of 9Way, new Blythdwellings for market rent comprisingBlyth 6no. 1 bed 2 person flats, 2no. 3 bed 5 person9 houses and 1no. 2 bed 9 4 person house, together with associated9 car parking 009000000000 ECCP369 Middle Farm East Acres Silver Birches CottageCOU Broomley to form 9Village dwellings 9 9 000000000000 20091017 11-22 Holmdale Hexham Demolition of twelve bungalows and construction of six three bedroomHexham houses and two four bedroom houses with associated parking8 and landscaping -4 0 0 0 0 0 0 0 -4 0 0 0 0 06/00284/FUL 202-204 Milburn Road, Ashington Demolish part of existing building (the converted chapel),Ashington renovate the existing end terrace house and 8 erect 8 no. two bedroom 2 apartments with parking area (Further plans received 14 200000000000October 2006) A/2010/0462 Albert House, Front Street, Rothbury Change of use of building from offices on the ground floor and 2 no. flats on the upper floor to 6 no.8 flats (all one bed) including 4 new window and rooflights to the rear. 000000000000 11/00705/REM Former Seaton Terrace Nursery, Fontburn Road,Approval Seaton of reservedDelaval matters of application 10/S/00354/OUTSeaton Delaval - Outline planning application for up 8to 12 residential dwellings 8 (amended @ 23.6.11) 8 000800000000 20100517 Plot 90 Leslies Drive Willow Green OtterburnVaria on of condi on no. 3 a ached to planning permission 20031214 Construc on of 8 dwellings 8 1 000000000000 10/S/00672/FUL Blyth Comrades Club Car Park, 91 Wright Street,Construction Blyth of 4no. 3 bedroom and 3no. 2 bedroomBlyth terraced houses with associated parking, fences,7 gardens and 6 parking 7 bays in front of Comrades Club at Wright7 Street 007000000000 12/01012/FUL Custom House, 32 Ridley Street, Blyth Change of use of former commercial premises into 7no.Blyth self containted flats, 1no carer's overnight 7accommodation and office. 7 7 007000000000 09/B/0553 Former Thorburns Yard, South Street, SeahousesDemolition of existing storage buildings and boundary walls and the construction of 7 no. private dwellings7 4 000000000000 ENRP85 Gilsland Auction Mart Site, Gilsland Development of former auction mart site 7 4 000000000000 07/00111/FUL Land to the rear of 234 Woodhorn Road, AshingtonConstruction of 7 no terraced houses with integral garagesAshington and parking as amended by letter and plans 7 received by the Local 4 Planning Authority on 7th June 2007. 400000000000 07/00412/FUL 246 Hawthorn Road, Ashington Erection of 4 two bed houses and 2 one bed flats Ashington 6 1 100000000000 06/B/0871 30 West Street, Belford Coversion of hostel to 3 dwellings and erection of 2 dwellings + 1du re 07/B/0331 6 1 000000000000 04/D/0710 Angerton Home Farm, High Angerton, HartburnConv. Farm buildings to (6x) dwellings plus garage for farmhouse 6 4 000000000000 12/03181/FUL Land to the rear of 1 to 17 Radcliffe Road HexhamConstruction of new access road and six, three bedroomHexham dwellings for rent by a registered social landlord 6 and alterations to 6 highway junction between Springfield Road/Maidens Walk and000000060000 Radcliffe Road. 14/00462/FUL Northumberland Care Trust 18 South Road PrudhoeConversion of existing stone built commercial propertyPrudhoe (Northumbria Care Trust clinic) into 4 flats and 6 construction of 2 Storey 6 new build dwelling comprising 2 flats within6 grounds of Nomis 000000000600 House 13/01819/FUL Stocksfield Snooker Club Ridley Mill Road StocksfieldDemolition of former snooker club, construction of two bungalows and four flats with associated parking6 and landscaping. 6 000000000000 CM/20090477 West Fenwick Farm, Fenwick Conversion of existing farm buildings to create six residential units with associated garaging, and other6 external works, to include 2 new sewage treatment plant 000000000000 08/B/0937 Bewick Folly Farm Steading, Old Bewick Change of use of redundant farm buildings to residentialBerwick with associated conversion works 5 4 4 000000000040 A/2011/0065 Farm Steading at South East Farm, RenningtonExtension of time on A/2010/0312 for conversion, COU & demolition of agricultural sheds to create5 5 dwellings 4 000000000000 12/02367/VARYCO Ferney Chesters, Middleton Removal of condition no. 7 relating to planning permission 97/D/325 5 5 000000000000 A/2010/0484 Newton Hall, Newton-On-The-Moor Listed building consent demo of north wing flat and ancillary accommodation of Newton Hall together5 with conversion of adjoining 2 stables and detached barn to create 5 no. dwellings with000000000000 associated garages, driveway alterations and replacement septic tank ECCP409 Stelling Farm Corbridge 20040754 was permission to convert agricultural buildings to form 5 dwellings. 20080952 seeks to 5make amendments to permission 5 but not changing the fact it’s a conversion to 5 dwellings.000000000000 ECRP232 Well House Farm, Colwell Conversion to form 2 three bed dwellings, 3 four bed dwellings and 1 two bed dwelling 5 5 000000000000 13/03671/FUL Wheatsheaf Hotel 10 Market Place Wooler Change of use from Hotel/Public House to provide a 4200ft2 Ground Floor Food Retail unit and 15 5car parking spaces, with 55no. affordable one and two bedroom residential units on first000000000000 floor. 20110034 Trinity Court Roman Way Corbridge Demolition of existing building and construction of residentialCorbridge development comprising sixteen self -9 contained apartments -9 000000000000 12/01146/FUL Land To The South And East Of Etal House, MoorhouseThe demolition Estate, of Flats Ashington to 1-36 Eslington Mews. The Ashingtonproposed erection of 26no. dwellings consisting -10 of 10 no. 2 bedroom bungalows, -36 2 no. 4 bedroom bungalows, 4 no. 2 bedroom houses,-36 8 no. 3 bedroom 0 houses 0 & 2 no. 4 bedroom 0 houses with 0 associated 0 hard and 0 0 0 0 0 0 12/02396/COU 11 And 19-30 The Oval, Bedlington Demolition of nos.19 - 30 The Oval and change of useBedlington of existing ground floor bedsit at No.11 into -13retail unit, including the -13installation of shopfront 0 -13 0 0 0 0 0 0 0 0 0 0
Appendix H. Schematics
A1
B1340 Site 0034
B6346
Site 0280
B1340
B6346 B1340
Site 0035
55.5 Alnmouth 72.85 43.06 92.54 Sites Site 0324 407 38.26 69.11 544 Site 0038
92.32 151.8 B6346 558.5 540.5 Alnmouth Road Site 0231 ` A1
Site 0282 Site 0323 Wagon Site 0384 Site 0382 Way Site 0037 Road 43.61 279 3.19 B6341 103.8 111.9 269.3 6.445 74.46 2.127 A1068 Site 8081 1.074 138.4 10.63 65.76 6.445 A1 0 0 8.508 4.254 7.519 169.1 5.371 186.9 AM Tempro 202.3 199.4 PM Tempro 313.2 250.5 132.9 45.73 268 57.78 Willowburn Avenue 35.06 203 42.97 343.7 Commuting Ratio 137.4 52.31 Modal Shift
162.7 TRAFFIC FLOWS FROM 2013 126.3 263.7 61.68 171.9 Source: Greenfields Resi Application (13/03109) 160.7 197.6 16.11 122 249.5 193.3 359.9 Site 0284 32.97 225.3 20.41 250.5
79.17 288.5 30.84 62.98 261.3 40.82 32.97 27.93
Shilbottle Sites
ALNWICK ‐ Scenario 1FIGURE XX A1
B1340 Site 0034
B6346
Site 0280
B1340
Site 0230
B6346 B1340
Site 0035
71.24 Alnmouth 81.51 51.43 98.89 Sites Site 0324 474.6 53.84 83.66 593.9 Site 0038
Site 8064 108.8 Site 8062 162.5 B6346 64 607.6 607 Alnmouth Road Site 0231 ` A1
Site 0282 Site 0323 Wagon Site 0384 Site 0382 Way Site 0037 Road 46.52 350.6 3.19 B6341 110.5 118.6 318.9 6.445 77.51 2.127 A1068 Site 8081 1.074 158.1 10.63 74.64 6.445 A1 0 0 8.508 4.254 7.519 169.1 5.371 186.9 AM Tempro 241.9 289.3 PM Tempro 379.5 318.6 132.9 45.88 297.9 66.25 Willowburn Avenue 42.24 203 43.25 357.7 Commuting Ratio 156.8 59.88 Modal Shift
170.7 TRAFFIC FLOWS FROM 2013 158.7 269.4 81.24 189.6 Source: Greenfields Resi Application (13/03109) 206.1 209.5 24.12 158.6 308.3 238.4 396.7 Site 0284 37.46 306 28.92 303.8
87.99 328.1 40.99 69.91 325.6 60.04 41.63 31.47
Shilbottle Sites
ALNWICK ‐ Scenario 2FIGURE XX A1
B1340
Site 0034 B6346
Site 0280
B1340
B6346 B1340
Site 0035
71.24 Alnmouth 81.51 51.43 104 Sites Site 0324 480.9 53.84 95.33 608.4 Site 0038
Site 8064 120.7 Site 8062 167.8 B6346 622.3 613.6 Alnmouth Road Site 0231 ` A1
Site 0282 Site 0323 Wagon Site 0384 Site 0382 Way Site 0037 Road 46.52 350.6 3.19 B6341 110.5 118.6 318.9 6.445 77.51 2.127 A1068 Site 8081 1.074 158.1 10.63 74.64 6.445 A1 0 0 8.508 4.254 7.519 169.1 5.371 186.9 AM Tempro 241.9 289.3 PM Tempro 379.5 318.6 132.9 45.88 328.8 66.25 Willowburn Avenue 42.24 203 43.25 371.7 Commuting Ratio 156.8 59.88 Modal Shift
176.5 TRAFFIC FLOWS FROM 2013 158.7 277 156.9 202.8 Source: Greenfields Resi Application (13/03109) 206.1 226.8 55.28 158.6 325.8 238.4 404.6 Site 0284 54.92 395 61.94 341
87.99 351.3 80.4 69.91 371.9 134.6 75.12 45.28
Shilbottle Sites
ALNWICK ‐ Scenario 3FIGURE XX A1068 AM Tempro PM Tempro
Commuting Ratio Site 0145 Modal Shift
A1068 Site 0351
226.2 125.1 190.1 173.2 Morwick Road
118.2 128.1 20 220 39.87 40.86 214.5 65.87 Guilden Road
Site 0053
Site 0014
Gloster Hill Site 0013 TRAFFIC FLOWS FROM 2007 Source: Persimmon Resi Application 238.1 8.112 221.8 9.142 Gloster Hill
15.21 11.17 90.89 116.3 244.7 131.2 269.2 163
124.9 98.64 258.8 Site 6823 127.2 141.4 245.4 92.76 45.81
57.92 251 84.82 305 B6345 Site 0350
Site 0144 2.229 1.115 Employment 8.917 4.459 Site 0002 Site 0001 Site 0022 336.4 26.26 272.9 36.18
Site 0146
43.31 244.3 109 51.83 341.7 172.9 170.4 161.6
AMBLE Scenario 1FIGURE XX A1068 AM Tempro PM Tempro
Commuting Ratio Site 0145 Modal Shift
A1068
Site 0351
277.4 133.2 222.3 176.9 Morwick Road
121.7 136.1 22.02 251.5 44.56 45.49 265.3 67.99 Guilden Road
Site 0053
Site 0014
Gloster Hill Site 0013 TRAFFIC FLOWS FROM 2007 Source: Persimmon Resi Application 291.4 8.112 258.7 9.142 Gloster Hill
15.21 11.17 90.89 116.3 280.8 131.2 322.2 163
124.9 98.64 312 Site 6823 127.2 141.4 282.3 93.15 46.54
58.67 287.1 85.22 358 B6345 Site 0350
Site 0144 2.229 1.115 Employment 8.917 4.459 Site 0002 Site 0001 Site 0022 398.2 27.05 304.2 38
Site 0146
45.16 274.3 110.1 52.67 402.3 175.4 172.9 162.8
AMBLE ‐ Scenario 2FIGURE XX A1068 AM Tempro PM Tempro
Commuting Ratio Site 0145 Modal Shift
A1068
Site 0351
283.5 133.2 236.2 176.9 Morwick Road
121.7 136.1 24.78 265.5 50.96 51.81 271.7 70.89 Guilden Road
Site 0053
Site 0014
Gloster Hill Site 0013 TRAFFIC FLOWS FROM 2007 Source: Persimmon Resi Application 300.2 8.112 278.8 9.142 Gloster Hill
15.21 11.17 90.89 116.3 301.3 131.2 331.4 163
124.9 98.64 320.8 Site 6823 127.2 141.4 302.5 93.52 47.39
59.52 307.6 85.61 367.2 B6345 Site 0350
Site 0144 2.229 1.115 Employment 8.917 4.459 Site 0002 Site 0001 Site 0022 428 27.05 317.6 38
Site 0146
45.16 287.1 110.1 52.67 431.7 175.4 172.9 162.8
AMBLE ‐ Scenario 3FIGURE XX 14.27 6.608 8.409 A1068 18.88 Site 6784 0 4.154 5.461 0 7.182 Site 5145 0 9.294 2.467 0 23.54 11.59 10.91 A189 Ellington and 12.18 A197 Lynemouth A197 14.24 8.191 0 0 5.776 A197 Sites 11.92 3.7 0 0 0 30.94 0 28.18 00 00 00 00 Site 6755 0 0
Site 5078
Site 5153 Woodhorn Site 5168 Road
b 0 22.21 Site 5144 0 0 14.2 2.851 34.33 5.049 273.5 190.2 a0 23.22
Station Road ‐0.12 c 11 218.3 A1068 0 22.55 5.564 0 AM Tempro 13.13 222.4 75.65 29.28 A189 PM Tempro 3.132 d 135.4 Commuting Ratio Newbiggin Modal Shift A196 Sites North Seaton Road
Site 5080 Milburn Ashington Drive Road 134.226 85.50536 67.74 212.5 College Road 92.0063 84.89 165.7 197.0555 217.2 559.1 487.1 625.4309 171.6 40.98 907.7 19.21 187.7 133.5 208.5 561.9 102.1 18.2 124.4 486.1 173.5 11.12 181.7 591.882 147.5 8.755 978.7 83.87 456 193 214.6 35.39 89.94 27.28 109.1 19.21 198 23.24 190.7 19.3416 B1334 470.5 30.32 41.43 6.547599
A196
228.1 73.81 255.2 114.2 227.4 53.59 15.17 48.53 88.93 20.22 15.17 25.28 244.8 102.1 345.1 29.31 15.16 33.35 524.1 9.095 2.021 7.074 430.5 24.47 12.54 2.022 8.088 83.92 A196 475.9 633.5 581 41.02 44.84 12.13 49.52 66.7 27.3 10.11 16.18 43.45 40.42 1.011 193.1 Nursery 85.93995 593.8 861.8 140.5 163.7 A1147 Park North seaton ind est 10.10541 642.4 869.6 238.5
A1068 TRAFFIC FLOWS FROM 2013 Source: New Seaton Ind Estate Application (14/03715)
ASHINGTON ‐ Scenario 1FIGURE XX 14.76 7.386 72.76 A1068 91.68 Site 6784 0 7.475 8.003 0 29.72 Site 5145 0 16.9 3.452 0 99.72 48.77 33.37 A189 Ellington and 14.13 A197 Lynemouth A197 32.74 12 0 0 22.19 A197 Sites 47.05 5.179 0 0 0 89.97 0 132.7 00 00 00 00 Site 6755 0 0
Site 5078
Site 5153 Woodhorn Site 5168 Road
0b 22.21 Site 5144 0 0 34.43 22.35 a 34.33 5.049 288.1 199 0 23.22
Station Road 8.28 237.5 A1068 0 36.47 5.564 0 c AM Tempro 13.13 239.8 75.65 29.28 A189 PM Tempro 3.132 d 135.4 Commuting Ratio Newbiggin Modal Shift A196 Sites North Seaton Road
Site 5080 Milburn Ashington Drive Road 147.0161 101.4679 67.74 425.1 College Road 92.0063 84.89 331.4 197.0555 233.2 635.5 559.2 646.0155 188.5 85.84 1027 19.21 209.9 158.6 230.9 603.6 102.1 18.2 124.4 526.1 173.5 11.12 181.7 605.7208 160.2 28.3 1103 83.87 510 209.9 224.7 35.39 89.94 27.28 109.1 23.51 198 23.24 190.7 68.95024 B1334 502.2 30.32 43.19 27.24068
A196
237.8 73.81 255.2 114.2 249.4 53.59 15.17 48.53 88.93 22.45 15.17 29.36 244.8 102.1 382.3 29.31 15.16 33.35 570.9 13.32 2.021 14.8 475 49.94 33.57 2.022 41.06 83.92 A196 529.5 709.2 652.4 90.01 89.12 12.13 111.8 66.7 27.3 17.97 16.18 43.45 43.64 1.011 193.1 Nursery 149.0373 607.3 910.9 140.5 163.7 A1147 Park North seaton ind est 36.1863 662.1 996.6 238.5
A1068 TRAFFIC FLOWS FROM 2013 Source: New Seaton Ind Estate Application (14/03715)
ASHINGTON ‐ Scenario 2FIGURE XX 21.52 7.841 117.2 A1068 148.6 Site 6784 0 9.418 14.28 0 32.21 Site 5145 0 21.35 3.817 0 108.3 60.32 40.2 A189 Ellington and 18.47 A197 Lynemouth A197 46.75 21.41 0 0 26.71 A197 Sites 58.13 5.726 0 0 0 144.2 0 179.1 00 00 00 00 Site 6755 0 0
Site 5078
Site 5153 Woodhorn Site 5168 Road
0b 22.21 Site 5144 0 0 46.91 27.68 a 34.33 5.049 292.9 201.5 0 23.22
Station Road 10.58 11 242.8 A1068 0 57.59 5.564 0 AM Tempro 13.13 246.1 75.65 29.28 c A189 PM Tempro 3.132 d 135.4 Commuting Ratio Newbiggin Modal Shift A196 Sites North Seaton Road
Site 5080 Milburn Ashington Drive Road 160.4072 132.1457 67.74 425.1 College Road 92.0063 84.89 331.4 197.0555 254.3 648.9 572.6 646.0155 219.6 122.3 1159 19.21 216.2 171.1 230.9 634.3 102.1 18.2 124.4 556.8 173.5 11.12 181.7 605.7208 174.2 44.75 1170 83.87 523.4 214.6 224.7 35.39 89.94 27.28 109.1 23.51 198 23.24 190.7 68.95024 B1334 532.8 30.32 43.19 27.24068
A196
237.8 73.81 255.2 114.2 249.4 53.59 15.17 48.53 88.93 22.45 15.17 29.36 244.8 102.1 413.4 29.31 15.16 33.35 602 13.32 2.021 14.8 506.1 49.94 49.26 2.022 41.06 83.92 A196 543.5 723.2 666.5 90.01 125.1 12.13 111.8 66.7 27.3 17.97 16.18 43.45 43.64 1.011 193.1 Nursery 149.0373 607.3 975.5 140.5 163.7 A1147 Park North seaton ind est 36.1863 662.1 1134 238.5
A1068 TRAFFIC FLOWS FROM 2013 Source: New Seaton Ind Estate Application (14/03715)
ASHINGTON ‐ Scenario 3FIGURE XX AM Tempro PM Tempro
Site 5094 Commuting Ratio A189 Modal Shift A1068
Site 5172
A1147 A192 Barrington Road
Site 5122
Site 6775 Site 5158 Site 5154
Site 5151 Site 5155 Site 6610
Site 5106
343 196.9 193 17 113 348 357 112 282.5 66.56 18.63 159.1 257.9 371 361 208 148.2 15 220 78 332.2 255.5 181.3 470 A189 24.23 210.9 58.56 342.4 22 47.46 81 8 114 313 100 102.8 17.17 142.4 168.7 350.9 120 Site 5136 54 45 27 240 77 206 87 263.8 6.058 23.22 27.26 196.5 113.1 400.9 58.56 276 329.4 73 42 28 21 129 83.81 32.31 15.15 12.12 169.1 Site 6851 356 507.3 9 19.18
Site 6774
A192
A1068 B1505 A189
BEDLINGTON ‐ Scenario 1FIGURE XX AM Tempro PM Tempro
Site 5094 Commuting Ratio A189 Modal Shift A1068
Site 5172
A1147 A192 Barrington Road
Site 5122 Site 6775 Site 5158 Site 5154
Site 5151 Site 5155 Site 6610
Site 5106
356 204.9 202 20 119 389 401 120 299.7 72.05 21.15 177.4 284.6 379 361 208 151.8 16 237 78 349.5 255.5 181.3 503 A189 25.61 227.2 58.56 357.3 26 55.65 85 17 129 330 117 110.7 38 176.1 182.7 390.8 120 Site 5136 55 56 32 256 77 206 87 263.8 6.687 27.79 37.23 218 113.1 400.9 58.56 302 373.4 73 51 49 60 164 83.81 36.06 24.68 29.8 185.5 Site 6851 370 539.7 26 57.82
Site 6774
A192
A1068 B1505 A189
BEDLINGTON ‐ Scenario 2FIGURE XX AM Tempro PM Tempro
Site 5094 Commuting Ratio A189 Modal Shift A1068
Site 5172
A1147 A192 Barrington Road
Site 5122 Site 6775 Site 5158 Site 5154
Site 5151 Site 5155 Site 6610
Site 5106
358 206.9 204 20 119 389 401 120 301.8 72.05 21.15 177.4 284.6 381 361 208 151.8 16 239 78 354 255.5 181.3 503 A189 25.61 229.3 58.56 357.3 26 55.65 85 17 131 332 117 110.7 38 180.4 187.3 390.8 120 Site 5136 55 56 32 258 77 206 87 263.8 6.687 27.79 37.23 222.5 113.1 400.9 58.56 302 373.4 73 51 49 60 168 83.81 36.06 24.68 29.8 187.5 Site 6851 370 539.7 26 57.82
Site 6774
A192
A1068 B1505 A189
BEDLINGTON ‐ Scenario 3FIGURE XX 6.995 7.71 0 Windmill Way A1 16.02 13.62 0
0 10.87 11.98 Walkergate 0 24.89 21.16 AM Tempro 16.24 25.22 2.033 PM Tempro 7.334 11.39 4.658 80.35 46.12 Commuting Ratio 604.1 43.22 57.83 Modal Shift 4.72 15.61 24.25 812.4 111.8 190.4 2.132 8.993 13.97 North Road TRAFFIC FLOWS FROM 2008 Source: The Mount Spittal Point Application (12/00512) Castlegate Site 1017 208.3 463.4 207 102.9 767.5 235.3 Site 13917 592.2 698.9 Site 1278 Site 1264 Union Park Road Site 1046 680.2 37.94 665.8 Site 1260 29.86 331.5 Site 1539 TRAFFIC FLOWS FROM 2012 8.432 305.2 115 Site 1297 A1 Source: Setton Hall Application (11/03407) 8.532 136 0 262.2 57.16 Site 8074 1.066 222.1 84.94 166.6 Site 6908 228.1 123.9 169 A698 Ord Drive 413.4 542.8 Marygate
132.6 715.6 137.7 636.7 Main Street
214.7 136.4 376.3 203.5 172.5 632.9 Site 1411 19.06 Site 1019 0 18.17 4.41 B6435 30.15 0 0 36.59 6.458 Site 1116 0 B6354 0Rotary Way 16 0 48.72 702.8 Site 1167 06.49 115.2 486.3 0 4.502 0 12.71 0 35.54 14.83 158.8 173.9 Site 1541 4.74 3.177 24.77 330.4 305.4 A1 2.141 10.77 3.177 Billendean Terrace 0 37 2.042 12.92 0 18.88 4.678 10.58 Site 1055 24.23 Etal Road 404.5 12.34 22.24 321.2 118.2 298.6 Site 6769 14.5 14 250.9 132.9 3.177 0 5.384 0 24.55 0 20.64 136.5 11.09 0 9.325 122.6 A1167
4.857 0 0 0 11.13 11.27 40.26 Site 1543 0 0 0 8.894 7.478 5.092 22.35 20.38 3.378 14.5 A1 12.47 0 0 12.12 19.46 27.76 35.91
BERWICK ‐ Scenario 1 FIGURE XX 11.73 9.179 3.222 Windmill Way A1 26.77 15.8 1.3
1.653 21.57 14.09 Walkergate 3.144 48.08 24.48 AM Tempro 27.13 48.79 2.033 PM Tempro 12.32 21.71 4.658 80.35 46.12 Commuting Ratio 607.7 43.22 67.2 Modal Shift 4.72 18.27 28.29 817.9 111.8 210.3 2.132 10.75 16.53 North Road Site 1407 TRAFFIC FLOWS FROM 2008 Source: The Mount Spittal Point Application (12/00512) Castlegate Site 1017 229.2 476.3 207.7 113.1 791.8 236.2 598.9 703.2 Site 1264 Union Park Road Site 1046 705.6 37.94 679.3 Site 1260 Site 1539 29.86 332.2 TRAFFIC FLOWS FROM 2012 8.432 306.1 116.3 Site 1297 A1 Source: Setton Hall Application (11/03407) 8.532 136.9 0 264.1 58.31 1.066 223.6 85.75 Site 8074 168.7 Site 6908 232 125.6 171 A698 Ord Drive 425.8 565.9 Marygate
137 739.7 140.1 649.6 Main Street
228.8 142.4 384.6 209.9 186.5 646 Site 1411 19.06 Site 1019 0 32.68 5.342 B6435 30.15 0 0 68.5 8.482 Site 1116 0 B6354 0Rotary Way 16 0 48.72 717.2 Site 1167 0 8.547 115.2 495.3 0 5.496 0 12.71 0 35.54 14.83 161.8 180.8 Site 1541 6.536 3.177 24.77 334.6 315.4 A1 3.088 10.77 3.177 Billendean Terrace 0 69.41 2.912 Site 1067 12.92 0 33.2 6.438 20.56 Site 1055 47.1 Etal Road 415.8 18.66 22.24 325.4 120.2 306.1 Site 6769 24.49 14 253.6 136.2 3.177 0 5.384 0 47.72 0 40.13 140.4 21.56 0 18.13 125 A1167
5.936 0 0 0 13.6 13.78 48.07 Site 1543 0 0 0 17.29 12.72 6.224 27.06 39.61 10.89 24.6 A1 18.08 0 0 28.11 23.52 51.46 42.66
BERWICK ‐ Scenario 2 FIGURE XX Coniston Road
TRAFFIC FLOWS FROM 2013 Crawford Street 324 Source: Commissioners Quay Application (13/01351) 72.94 738.7 751.4 125.6 1.174 30.08 Site 4573 82.49 415.5 6.421 61.49 210.6
Front Street Cowpen Road
71.99 17.71 Site 248.9 3.403 16.87 764.8
184 0.174 20.49 763.9 4696 6.374 15.86 Chase Briardale Bridge Site 6580 and Farm Drive Road Street 4775 Tyndale Site 4663 Drive
145.4 181.8 40.16 Albion Way 178.5 354.1 22.23 Site 4569 160.7 Site 6783 152.9 29.24 Site 4760 20.85 83.89 91.94 Quay Road B1328
99.35 227.1 19.19 32.31 A189 85.08 210.4 13.7 29.15 29.96 17.27 20.9 24.48 Plessey TRAFFIC FLOWS FROM 2013 AM Tempro Broadway Road Source: Commissioners Quay PM Tempro Application (13/01351)
Commuting Ratio Modal Shift Site 4736 Site 4712
Links Road Site 4755
B1523
Site 4572 51.32 61.42 Rotary Site 4694 13.08 Way 6.041 522.9 Site 4622 Site 4672 308.5 1085 B1523 Site 6474 406.1 240.5 330.6 65.78 127.8 181.1 161 319.9 396.7 300.2 265.1 79.36 61.42 91.63 198.4 385.2 Site 4668 346.2 Site 4633 Site 4671 Laverick Hall 262.1 465.9 70.97 146.9 Road 546.4 221.4 51.75 Site 6474 Site 4668 93.64 558 358.2 907.1 237.8 84.58 TRAFFIC FLOWS FROM 2013 78.49 357.2 20.13 817.2 A1061 92.33 Source: Commissioners Quay Application (13/01351) 54.37 289 71.49 498.7 56.59 289.4 59.37 56.81 50.8 300.7 78.27 Links 361.2 43.3 768.5 161.1 359.7 146.3 Road 103.4 562.7 208.7 TRAFFIC FLOWS FROM 2014 and 2013 Source: Laverick Hall Road Application (14/01449)
BLYTH ‐ Scenario 1FIGURE XX Coniston Road
TRAFFIC FLOWS FROM 2013 Crawford Street 375.8 Source: Commissioners Quay Application (13/01351) 95.83 839 831.5 147.3 1.174 44.01 Site 4573 82.49 462.5 6.421 93.4 210.6
Front Street Cowpen Road
104.3 32.32 Site 288.8 3.403 16.87 832.2
202 0.174 20.49 852.3 4696 6.374 15.86 Chase Briardale Bridge Farm Drive Road Site 6580 Street Tyndale Site 4663 Drive
154.6 214.3 40.16 Albion Way 198.8 386.5 22.23 Site 4726, 4791 and Site 4569 181.7 8037 162.8 29.24 Site 4760 20.85 87.07 93.38 Quay Road B1328
107.6 259.3 19.19 32.31 A189 104 243.1 13.7 29.15 29.96 17.27 20.9 24.48 Plessey TRAFFIC FLOWS FROM 2013 AM Tempro Broadway Road Source: Commissioners Quay PM Tempro Application (13/01351) Site 6686 Commuting Ratio Site 4570 Modal Shift Site 4712
Links Road Site 4755
B1523 Site 4622 Site 4572 51.32 61.42 Rotary 13.08 Way 6.041 Site 4633 Site 4694 573.2 Site 4672 333 1200 B1523 Site 6474 429.1 263.2 338.4 65.78 127.8 181.1 161 364 457.3 324.5 282.3 79.36 61.42 91.63 198.4 428.2 Site 4668 Site 4671 374 Laverick Hall 280.6 508.8 85.68 146.9 Site 6474 Road 588.8 240.8 58.4 Site 4668 93.64 627.2 400.5 961.6 281.2 84.58 TRAFFIC FLOWS FROM 2013 78.49 357.2 20.13 933.9 A1061 92.33 Source: Commissioners Quay Application (13/01351) 54.37 289 71.49 551.5 62.93 315.7 59.37 71.33 50.8 302.5 80.11 Links 420.6 43.3 821.8 161.1 360.6 147.1 Road 105.3 631.1 209.5 TRAFFIC FLOWS FROM 2014 and 2013 Source: Laverick Hall Road Application (14/01449)
BLYTH ‐ Scenario 2 FIGURE XX Coniston Road
TRAFFIC FLOWS FROM 2013 Crawford Street 388.4 Source: Commissioners Quay Application (13/01351) 101.5 875.5 869.2 153 1.174 52.71 Site 4573 82.49 475.5 6.421 113.3 210.6
Front Street Cowpen Road
124.5 41.45 Site 315.5 3.403 16.87 860.7
214 0.174 20.49 878.4 4696 6.374 15.86 Chase Briardale Bridge Farm Drive Road Site 6580 Street Tyndale Site 4663 Drive
155.1 227.7 40.16 Albion Way 199.9 404.9 22.23 Site 4569 182.7 Site 6783 163.2 29.24 Site 4760 20.85 87.07 93.38 Quay Road B1328
112 277.8 19.19 32.31 A189 114 256.7 13.7 29.15 29.96 17.27 20.9 24.48 Plessey TRAFFIC FLOWS FROM 2013 AM Tempro Broadway Road Source: Commissioners Quay PM Tempro Application (13/01351)
Commuting Ratio Modal Shift Site 4712
Links Road Site 4755
B1523 Site 4622 Site 4572 51.32 61.42 Rotary 13.08 Way 6.041 Site 4633 Site 4694 604 Site 4672 333 1270 B1523 Site 6474 429.1 263.2 338.9 65.78 127.8 181.1 161 372.5 488.6 324.5 283.3 79.36 61.42 91.63 198.4 447.7 Site 4668 388.1 Laverick Hall 284.3 517.4 88.62 146.9 Road 597.3 244.7 59.73 93.64 655.6 420.3 974.4 290.2 84.58 TRAFFIC FLOWS FROM 2013 78.49 357.2 20.13 1005 A1061 92.33 Source: Commissioners Quay Application (13/01351) 54.37 289 71.49 583.8 64.2 329.2 59.37 74.24 50.8 303.6 81.17 Links 451.5 43.3 834 161.1 361 147.6 Road 106.3 659.1 210 TRAFFIC FLOWS FROM 2014 and 2013 Source: Laverick Hall Road Application (14/01449)
BLYTH ‐ Scenario 3FIGURE XX Site 4612 B1505 A192
A192 A192
A192 A1 TRAFFIC FLOWS FROM 2014 Source: Centre Point Application (14/04099)
TRAFFIC FLOWS FROM 2014 Source: Arcot Consortium, SWS Application (15/00901)
Site 6940 A1068 22.17 A1061 A1061 27.21 107.7 Site 4701 307.4 320.2 147.1 99.32 262.1 562.7 138.4 277.3 237.3 272.1 12.1 17.13 47.37 273.2 82.27 700.1 134.9 428.9 314.5 7.055 103.8 75.59Site 6037 250.9 119.2 436.3 147.8 83.38 A189 515.3 131.9 45.21 319.6 109.3 290.4 206.5 146 265.3 178.6 278.2 45.22 104.9 217.4 115.5 176.4 Site 4581 Site 6778
70.55 401 134.6 B1326 108 42.33 391.7 237 686.7 434.8 152.6 62.69 19.15 126.3 307.1 58.46 146.1 88.7 215.2 284.2 14.11 191.6 140.1 721.3 574 552 42.71 13.1 100.6 232.2 33.26 113.9 153.2 251.8 294.2 12.09 202 79.31 75.11 48.93 263.1 New Hartley 478.1 71.73 12.1 113 191.7 84.91 83.43 Sites 4672, 4629, 4753, 149.4 41.32 109.6 4587, 4664 Lane Langdale Drive 99.04 A192 104.4 A1 16.13 30.24 460.7 Site 4754 452.2 Site 4652 0 8.063 19.15 12.1 326.6 Site 4655 0 2.016 8.063 4.032 431.4 A1068 0 Site 4578 A189 0 0 0
12.1 511 413.2 Site 6943 19.15 429 402.2
Site 4703 124 55.44 35.28 704.6 102.8 87.69 50.4 634.7 206.6 33.26 Northumberian 79.63 Road 27.21 Lancastrian Road 91.72 83.66 36.29 30.24 671.3 138.4 52.41 TRAFFIC FLOWS FROM 2014 5.04 58.46 710.2 226.7 20.16 Source: Centre Point Application (14/04099) 300.4 21.17 129.5 21.17 0 8.063 806.5 62.39 2.016 28.22 612.1 78.51 30.24 6.047 Glenluce Close A1068 Ripley Drive 63.3 0 0 0 0 0 62.24 0 0 0 0 0 11.09 540.8 41.04 1.0 26.21 813.1 92.08 4.032 0 A189 93.1 0 44.05 1.601 TRAFFIC FLOWS FROM 2014 3.667 Source: Arcot Consortium, SWS Application (15/00901) 45.34 0 3.716 1.268 14.59 4.15 9.374 24.01 0 1.678 0.573 6.677 1.874 16.53 30.74 Site 4580 5.632 6.425 677.8 246.4 19.58 15.76 4.3 448.2 206.9 0 4.896 0 Site 4783 7.92 A19
A19 0 1.788 283.1 0 4.095 73.58 264.7 0 0 43.34 AM Tempro 9.936 302.5 38.3 9.763 0 0 PM Tempro 14.58 653.9 134.1 9.742 0.546 21.32 192.5 1.251 41.52 Commuting Ratio 94.74 0 0 B1318 Modal Shift 00 B1319 0.834 1.936 23.87 0 6.33 0 0 1.91 0.874 28.62 0 14.33 0 0
CRAMLINGTON ‐ Scenario 1FIGURE XX Site 4612 B1505 A192
A192 A192
A192 A1 TRAFFIC FLOWS FROM 2014 Source: Centre Point Application (14/04099)
Site 4702
TRAFFIC FLOWS FROM 2014 Source: Arcot Consortium, SWS Application (15/00901) Site 4713 A1068 22.17 A1061 A1061 27.21 289.3 Site 4701 324.8 730.5 236.1 102.5 269.1 757.8 139.9 284.6 246.8 281.1 12.1 17.13 47.37 276.7 86.62 704.1 189.8 442.9 331.5 7.055 103.8 75.59Site 4569 478.1 208.1 498.8 185.8 93.33 A189 522.9 257.5 100.1 422.3 290.7 351.1 234.3 177.9 272.7 179.7 278.4 170.9 118.9 220.8 116 176.9 Site 4581 Site 6778
70.55 591.4 169.9 B1326 235.3 42.33 798.9 271.7 694.4 461.8 210.1 190 19.15 527 324.8 58.46 146.1 88.7 313.1 337.2 14.11 195.1 140.6 724.4 595.1 578.7 100.2 13.1 281.6 243.9 33.26 113.9 153.2 476.1 342.1 12.09 203.6 100.6 75.59 50.24 263.3 New Hartley 506.8 244.4 12.1 141.4 192.8 87.91 93.51 Sites 4672, 4629, 4753, 544.9 41.32 114.1 4587, 4664 Lane Langdale Drive 102.1 A192 105.8 A1 16.13 Site 4754 30.24 698.6 Site 4655 591.4 Site 4652 0 8.063 19.15 14.18 326.6 Site 4578 0 2.016 8.063 4.974 431.4 A1068 0 A189 0 0 0
12.1 640.3 414.1 19.15 651 404.2 Site 6943 Site 4703 124 55.44 35.28 942.6 102.8 87.69 50.4 773.8 206.6 33.26 Northumberian 79.63 Road 27.21 Lancastrian Road 91.72 83.66 36.29 30.24 801.5 142.3 52.41 TRAFFIC FLOWS FROM 2014 5.04 58.46 934.2 235.6 20.16 Source: Centre Point Application (14/04099) 309.4 21.17 133.6 21.17 0 8.063 1056 62.39 2.016 28.22 756.3 78.51 30.24 6.047 Glenluce Close A1068 Ripley Drive 63.3 62.24 11.09 674.8 41.04 1.0 26.21 1046 92.08 4.032 A189 93.1 44.05 TRAFFIC FLOWS FROM 2014 Source: Arcot Consortium, SWS Application (15/00901) 9.374 16.53 Site 4580 9.154 6.425 734.5 438.8 23.83 4.3 479.3 320 22.64 Site 4783 14.7 A19
A19 392.9 445.1 AM Tempro 17.31 326.7 38.3 17.94 PM Tempro 34.4 706.4 134.1 13.43 192.5 Commuting Ratio 94.74 B1318 Modal Shift B1319
CRAMLINGTON ‐ Scenario 2FIGURE XX 540 556 3% 180 5 2% 110 Site 8042 2 Site 2467 2 5 520 3% 8% 610 A69 63 29 55 8% A69 214 38 32 0% 2 2% 0% 559 5 229 26 56
1030 198 760 112 Ferry Road AM Tempro PM Tempro
Commuting Ratio 119 Modal Shift 764 169 173 Ferry Road 1063 109 131 212
1% 5% 564 384 703 361 1% 3% Station Road
323 504 136 389 Site 2580 and 681 197 122 2374 and 2579 158 Site 6771
Station Road Site 2345
Alemouth Road Haugh Lane
Site 2343
Site 2736
Site 6937 Hallstile Bank Site 2739 Dean Street Site 2554 B6305 Battle Hill
Site 6853 1 Site 6903 Site 6854 6 Site 2442 160 5 99 274 4 240 Site 2345 B6305 Site 6929, 6577,2615, 2497,2258, 6928 A695
213 Site 2498 TRAFFIC FLOWS FROM 2013 117 Site 2344 Source: Craneshaugh Resi Application (13/01208) 361 Site 2492 207 Site 2076 Site 6934
HEXHAM ‐Scenario 1 FIGURE XX 574 632 3% 193 18 Site 8042 2% 139 8 Site 2467 44 85 598 3% 8% 646 A69 94 33 57 8% A69 228 40 36 0% 8 2% 0% 86 159 18 45 76 71 153
1074 240 848 200 Ferry Road AM Tempro PM Tempro
Commuting Ratio 209 Modal Shift 855 185 217 Ferry Road 1109 117 139 226
1% 5% 599 401 773 393 1% 3% Station Road
358 576 142 407 Site 2580 and 718 208 134 2374 and 2579 164 Site 6771
Station Road Site 2345
Alemouth Road Haugh Lane
Site 2343
Site 2736
Hallstile Bank Site 6937 Site 2739 Dean Street B6305 Battle Hill Site 2554
1 Site 6854 6 Site 2442 Site 6903 166 5 104 277 4 249 Site 2345 Site 6929, 6577,2615, B6305 2497,2258, 6928 A695
223 Site 2344 Site 2498 TRAFFIC FLOWS FROM 2013 122 Source: Craneshaugh Resi Application (13/01208) 364 Site 2492 213 Site 2076 Site 6934
HEXHAM Scenario 2 FIGURE XX 580 635 3% 193 18 2% 139 Site 8042 8 Site 2467 44 85 601 3% 8% 652 A69 94 33 57 8% A69 228 40 36 0% 8 2% 0% 86 159 18 45 76 71 153
1085 348 872 258 Ferry Road AM Tempro PM Tempro
Commuting Ratio 278 Modal Shift 880 189 323 Ferry Road 1121 119 140 230
1% 5% 606 406 790 405 1% 3% Station Road
370 593 143 412 Site 2580 725 212 138 166 Site 6771
Station Road
Site 2345 Alemouth Road Haugh Lane
Site 2343
Site 2736
Site 6937 Hallstile Bank Site 2739 Dean Street Site 2554 B6305 Battle Hill
1 Site 6903 Site 6854 6 Site 2442 167 5 110 277 4 263 Site 2345 B6305 Site 6929, 6577,2615, 2497,2258, 6928 A695
237 Site 2344 Site 2498 TRAFFIC FLOWS FROM 2013 128 Source: Craneshaugh Resi Application (13/01208) 365 Site 2492 213 Site 2076 Site 6934
HEXHAM ‐ Scenario 3 FIGURE XX Site 6589
Site 3427 North Road Berwick Hill Road AM Tempro PM Tempro Site 8004 Commuting Ratio Modal Shift
221 188 7 442 7 13 6 4 421 120 2 387 580 4 9 6 Site 3430 1 128 1 366 558 Site 6595 1 241 226
Site 6745 Site 6007 441 6 353.8 318 6 54 5 A696 0 0 0 330.9 226 2 64 443 0 0 0 364.8 494 5.04 54 6.07 61 Site 6911 and 6912 Site 3010 Site 6838 Site 3645 Site 3086
Site 3654 Site 3002 132 66 226 0012 A696 328 0 37 659 35 500 Site 6913 17 15 assumed new school locations 549 262 0 12 2 199 583 Look at background traffic data for turners to Dobbies 0 7 5 253 306 9 Middle 7 Site 3189 B6545 351 525 Drive 11 465 589 14 9 7 6 294 152 319 7 11 189 103 309 11 106 152 Site 6780 Callerton Lane
Stamfordham Road
B6323 Ponteland Road
PONTELAND ‐ Scenario 1FIGURE XX Site 6589
Site 3427 North Road Berwick Hill Road AM Tempro Site 8004 PM Tempro
Commuting Ratio Modal Shift
227 202 7 454 7 13 6 4 446 134 2 432 621 4 9 6 Site 3430 1 134 1 386 577 Site 6595 1 256 253
Site 6745 Site 6007 460 6 397.4 346 6 54 5 A696 0 0 0 357.3 242 2 64 461 0 0 0 377.8 534 5.04 54 6.07 61 Site 6911 and 6912 Site 3010 Site 6838 Site 3645 Site 3086
Site 3654 Site 3002 132 66 300 0054 A696 328 0 37 700 35 519 Site 6913 17 15 assumed new school locations 631 303 Look at background traffic data for turners to Dobbies 0 50 2 208 664 0 77 5 258 346 9 Middle 7 B6545 388 542 Site 3189 Drive 11 542 630 14 9 7 6 298 152 356 7 11 198 103 387 11 106 Site 6780 152
Callerton Lane
Stamfordham Road
B6323 Ponteland Road
PONTELAND ‐ Scenario 2FIGURE XX Site 6589
Site 3427 North Road Berwick Hill Road AM Tempro PM Tempro Site 8004 Commuting Ratio Modal Shift
229 206 7 471 7 13 6 4 467 138 2 447 636 4 9 6 Site 3430 1 136 1 393 583 Site 6595 1 274 274
Site 6745 Site 6007 466.7 6 412.8 375 6 54 5 A696 0 0 0 385.4 264 2 64 467 0 0 0 398.3 549 5.04 54 6.07 61 Site 6911 and 6912 Site 3010 Site 6838 Site 3645
Site 3086
Site 3654 Site 3002 132 66 432 0 0 261 A696 328 0 37 714 35 525 Site 6913 22 16 assumed new school locations 755 501 0 103 2 216 788 Look at background traffic data for turners to Dobbies 0 147 5 266 545 9 Middle 7 B6545 611 548 Drive 11 639 644 14 9 7 6 307 152 580 7 11 205 103 484 11 106 152 Site 6780 Callerton Lane
Stamfordham Road
B6323 Ponteland Road
PONTELAND ‐ Scenario 3FIGURE XX Station Road
45.29 88.57 11.92 117.8 101 197 41.41 57.57 219.4 200 25.16 A695 60.6 89.58 63.63 TRAFFIC FLOWS FROM 2010 143.9 Source: Prudhoe Town Centre Application A695 126.8 221.4 105.2 190.9 57.57 106.1 57.1 38.99 87.1
A695 Broomhouse Lane
Site 2049
Site 2645 Site 2633 Site 2614 TRAFFIC FLOWS FROM 2010 Station Road Source: Prudhoe Town Centre Application 160.9 117 233 187.4 40.36 106.9 A695 216.1 129.6 48.56 128.7 40.36 TRAFFIC FLOWS FROM 2013 12.08 7.046 5.033 7.046 59.69 B6395 Source: Prudhoe Hospital Application (14/04160) 14.14 15.15 11.11 15.15 226.9 West Road 106.4 7.533 234.3 143.5 6.082 73.84 188.4 342.1 3.959 381.4 B6395 47.28 274.2 294.4 10.52 420.8 29.19 32.29 15.13 31.28 30.27 Site 2434 23.23 Site 2614 65.76 69.8 39.45 53.62 B6395 188.5 Site 2634 Site 2018 289.1 A695 64.24 7.046 207.4 200.8 Oakfield 333 45.83 8.08 195.4 126.3 Terrace TRAFFIC FLOWS FROM 2013 346 Source: Prudhoe Hospital Application (14/04160) 279.6 424.2
Site 2494 AM Tempro PM Tempro Site 2634 Site 2337, Commuting Ratio 2550,8006, Modal Shift 6849b,6849c
Site 2038 Redwell Road
PRUDHOE ‐ Scenario 1FIGURE XX Station Road
45.29 88.57 11.92 117.8 101 197 41.41 57.57 259.6 276.4 25.16 A695 60.6 89.58 63.63 TRAFFIC FLOWS FROM 2010 222.1 Source: Prudhoe Town Centre Application A695 126.8 221.4 122.4 222.5 57.57 106.1 65.09 46.51 103.9
A695 Broomhouse Lane
Site 2049
Site 2645 Site 2633 Site 2614 TRAFFIC FLOWS FROM 2010 Station Road Source: Prudhoe Town Centre Application 183.2 127.5 282.8 197.7 40.36 111 A695 247.6 151.7 48.56 134.1 40.36 TRAFFIC FLOWS FROM 2013 12.08 7.046 5.033 7.046 59.69 B6395 Source: Prudhoe Hospital Application (14/04160) 14.14 15.15 11.11 15.15 239.4 West Road 111.5 18.8 262.4 147 11.17 73.84 219.2 420.6 8.812 421.6 B6395 47.28 323.7 330.5 21.63 497.2 29.19 32.29 15.13 31.28 30.27 Site 2434 23.23 Site 2614 65.76 69.8 39.45 53.62 B6395 217.2 Site 2634 Site 2018 302.3 A695 64.24 7.046 207.4 200.8 Oakfield 411.1 45.83 8.08 195.4 126.3 Terrace TRAFFIC FLOWS FROM 2013 377.6 Source: Prudhoe Hospital Application (14/04160) 313.7 501
Site 2494 AM Tempro PM Tempro
Site 2634 Site 2337, Commuting Ratio 2550,8006, Modal Shift 6849b,6849c
Site 2038 Redwell Road
PRUDHOE ‐ Scenario 2FIGURE XX Station Road
45.43 88.57 15.93 118 101.3 197 49.02 57.68 260.8 276.8 25.16 A695 60.6 97.35 66.79 TRAFFIC FLOWS FROM 2010 222.7 Source: Prudhoe Town Centre Application A695 126.8 221.4 145.5 223.7 57.57 106.1 75.54 56.48 126.7
A695 Broomhouse Lane
Site 2049
Site 2645 Site 2633 Site 2614 TRAFFIC FLOWS FROM 2010 Station Road Source: Prudhoe Town Centre Application 211.8 140.5 349.1 210 40.36 113.1 A695 290.5 180 48.56 138.9 40.36 TRAFFIC FLOWS FROM 2013 12.08 7.046 5.033 7.046 59.69 B6395 Source: Prudhoe Hospital Application (14/04160) 14.14 15.15 11.11 15.15 265.7 West Road 116.4 33.36 302.2 149.2 17.75 73.84 261 524.6 15.09 439.9 B6395 47.28 389.6 377.4 36.01 532 29.19 32.29 15.13 31.28 30.27 Site 2434 23.23 Site 2614 65.76 69.8 39.45 53.62 Site 2634 257.2 Site 2018 329.2 A695 64.24 7.046 207.4 200.8 Oakfield 454.4 45.83 8.08 195.4 126.3 Terrace TRAFFIC FLOWS FROM 2013 395.2 Source: Prudhoe Hospital Application (14/04160) 358.5 603.7
Site 2494 AM Tempro PM Tempro Site 2634 Commuting Ratio Site 2337, Modal Shift 2550,8006, 6849b,6849c
Site 2038 Redwell Road
PRUDHOE ‐ Scenario 3FIGURE XX employment site in out
Site 4627 A189
Double Row A190 The Avenue 56.86 78.73 A192 34.52 52.98
Double Row
65.41 32.73 TRAFFIC FLOWS FROM 2014 94 42.36 Source: New Hartley Bellway Application (14/01223) Lanercoast Park 167 396.8 346.7 223.6 Site 4629
Ambridge Way A190 The Avenue
B1326 14.15 392.1 7.071 B1326 9.115 461.3 12.54 Site 6944 Double Row Site 4630 7.073 26.51 5.052 65.3 9.115 9.69 0 26.8 15.45 18 A192 Site 4587 Site 4664 182.9 66.03 B1505 196.5 106.3 B1326 571.2 A192 595.1 94.86 159.9 AM Tempro Site 6778 110.7 142.7 PM Tempro 31.15 A190 The Avenue 69.8 56.17 Commuting Ratio 471.6 102.6 Modal Shift Site 4753 497.3 382 A189 177.8 103.1 413.2 194.5 134.1 4.042 606.9 1.013 641.8 A192 290.2 103.3 258 1.01 91.41 190.6 70.45 117.3 9.115 61.69
TRAFFIC FLOWS FROM 2012 Source: Bellway Wheatridge Park Application (11/03200) A192
146.4 107.8 84.02 0 66.47 293 244.4 136.5 7.089 94.55 416.5 B1505 512.9 Site 4589 96.03 89.03 A190 1.01 5.052 2.021 0 7.073 4.051 4.051 0 6.077 18.23
Site 4602 and 4802 A192
A190
A189
A190
SEATON DELAVAL ‐ Scenario 1FIGURE XX employment site in out
Site 4627 A189
Double Row A190 The Avenue 108.1 81.06 A192 57.66 54.03
Double Row
87.47 33.74 TRAFFIC FLOWS FROM 2014 144.6 44.66 Source: New Hartley Bellway Application (14/01223) Lanercoast Park 168.1 397.3 347.1 224.6 Site 4629
Ambridge Way A190 The Avenue
B1326 14.15 443.5 7.071 Site 6944 B1326 9.115 480.3 12.54 Site 4630 Double Row 7.073 26.51 5.052 65.3 9.115 9.69 0 26.8 31.44 18 A192 Site 4587 Site 4664 182.9 66.03 B1505 196.5 106.3 B1326 622.6 A192 614.1 94.86 160.5 AM Tempro Site 6778 110.7 144.2 PM Tempro 53.37 A190 The Avenue 87.51 60.13 Commuting Ratio 482.7 111.7 Modal Shift Site 4753 514.6 382 A189 177.8 104.6 413.2 194.5 134.8 4.042 633.2 1.013 661.3 A192 322.3 112.5 284.1 1.01 107.7 202 74.61 130 9.115 69.06
TRAFFIC FLOWS FROM 2012 Source: Bellway Wheatridge Park Application (11/03200) A192
165 119.9 91.22 0 73.5 309.1 270.2 139.8 7.089 110.7 416.5 B1505 512.9 Site 4589 99.14 96.15 A190 1.01 5.052 2.021 0 7.073 4.051 4.051 0 6.077 18.23
Site 4602 and 4802 A192
A190
A189
A190
SEATON DELAVAL ‐ Scenario 2FIGURE XX employment site in out
Site 4627 A189
Double Row A190 The Avenue 134 82.25 A192 69.38 54.57
Double Row
98.65 34.25 TRAFFIC FLOWS FROM 2014 170.2 45.83 Source: New Hartley Bellway Application (14/01223) Lanercoast Park 168.8 397.6 347.5 225.3 Site 4629
Ambridge Way A190 The Avenue
B1326 14.15 453.9 7.071 Site 6944 B1326 9.115 491.1 12.54 Double Row Site 4630 7.073 26.51 5.052 65.3 9.115 9.69 0 26.8 31.44 18 A192 Site 4587 Site 4664 182.9 66.03 B1505 196.5 106.3 B1326 632.9 A192 624.8 94.86 161 AM Tempro Site 6778 110.7 145.3 PM Tempro 61.07 A190 The Avenue 96.55 62.9 Commuting Ratio 485.7 116.6 Modal Shift Site 4753 515.9 387.3 A189 177.8 105.8 415.6 194.5 135.3 4.042 643.9 1.013 671.7 A192 337.7 117.5 297.1 1.01 116 208.9 77.47 135.8 9.115 72.8
TRAFFIC FLOWS FROM 2012 Source: Bellway Wheatridge Park Application (11/03200) A192
171.6 125.5 91.22 0 77.06 324.3 283 139.8 7.089 118.8 418.8 B1505 518.1 Site 4589 99.14 96.15 A190 1.01 5.052 2.021 0 7.073 4.051 4.051 0 6.077 18.23
Site 4602 and 4802 A192
A190
A189
A190
SEATON DELAVAL ‐ Scenario 3FIGURE XX