Contents
Executive Summary 2 1 Introduction 4
2 Reducing the Need to Travel 8 Spatial Strategy for Durham City 8 Strategic Development Sites 11
3 Alternatives to the Private Car 14 Changing Travel Behaviour 14 Walking and Cycling Infrastructure 17 Bus Services and Infrastructure 28 Rail Services and Infrastructure 37
4 Managing Traffic 40 Urban Traffic Control 41 Parking Management 44 Highway Improvements 47
5 Conclusions of DITA 52
List of Maps Map 1 Strategic Development Sites in Durham City 11 Map 2 Proposed Cycle Super Routes and Secondary Routes 19 Map 3 Cycling Routes across Durham City 20 Map 4 Proposed Re-route of National Cycle Network 14 21 Map 5 Potential Strategic Pedestrian and Cycling Links at Aykley Heads 24 Employment Site Map 6 Potential Strategic Pedestrian and Cycling Links at Sniperley Park 25 Map 7 Potential Strategic Pedestrian and Cycling Links at North of Arnison 26 Strategic Site Map 8 Potential Strategic Pedestrian and Cycling Links at Sherburn Strategic 27 Housing Site Map 9 The Bus Station Re-location Site will improve the Transport 30 Infrastructure in Durham City Map 10 Bus Routes In Close Proximity to Aykley Heads Strategic Employment 33 Site Map 11 Bus Routes Near Sniperley Park and North of Arnison Strategic 34 Development Sites Map 12 Bus Routes Near Sherburn Road Strategic Housing Site 35 Map 13 Highway Improvements Planned Acrosss Durham City 40 Map 14 Urban Traffic Control in Durham City 42 Map 15 Park and Ride Sites & Housing Sites 44 Map 16 Sniperley Park and Ride Extension 46 Map 17 Transit 15 projects on bus corridors to Durham City 47 Map 18 Highway Improvements Related to the County Durham Plan 50
Durham City Integrated Transport Approach Durham County Council Executive Summary
Executive Summary
While the Council believe that the growth of Durham City can help be a catalyst for achieving an 'Altogether Wealthier' County Durham, it is vital that traffic congestion and the transport systems around Durham City do not undermine the our attempts to grow the County's economy and enable a thriving Durham City.
This document is the 'Durham City Integrated Transport Approach' (DITA) which sets out some strategic Goals and a range of large and small projects to help the Council deal with the projected growth in car based travel. National traffic forecasting predicts that congestion and car use is set to rise. In addition to natural traffic growth, the County Durham Plan facilitates housing and employment growth in the City and provides for approximately 5000 new houses and a new strategic employment site in Durham City.
While infrastructure improvements need to be put in place, a long lasting improvement in reducing congestion will only be realised if we can break the trend of car dominance in the Durham City travel to work area. Using the car is not wrong but this integrated transport approach is about giving existing and new residents more options so that getting in the car is no longer the default position. The DITA seeks to change residents travel behaviour by setting out 'softer' and 'harder' sustainable transport measures such as;
Engaging in Workplace and School Travel Planning; Better Public Transport Information; More space for walkers and cyclists crossing Milburngate Bridge; Improvements to the National Cycle Network (Route 14) through the City Centre; Investment in 'intelligent' traffic signals to allow a smoother progression of vehicles and increase the reliability of public transport by giving priority to buses; Re-location of the bus station and removal of the roundabout at the top end of North Road, improving public transport accessibility and reducing the severance effect of the A690 for walkers; A bus priority corridor through Sniperley Park Strategic Housing Site; and Extensions to the Park and Ride facilities at Sniperley and Howlands Farm
The DITA is structured around 3 aims;
Reducing the Need to Travel (Durham City Spatial Strategy)
In the Reducing the Need to travel section, we will set out why Durham City is the most sustainable development area in County Durham from a transport perspective and why this strategy reduces the need to travel. We will then look at the Strategic Development Sites and examine why these sites are sustainable. We will then consider traffic growth implications of the Plan in 2021 and 2030 (without relief road interventions).
2 Durham County Council Durham City Integrated Transport Approach Executive Summary
Alternatives to the Private Car
The key chapter for DITA focuses on what projects can be developed to reduce the car dominance in Durham City. The chapter starts with a section on changing travel behaviour so residents are more attracted to using alternatives to the private car. We will then focus on some of the specific 'harder' infrastructure projects we are undertaking in different modes to facilitate sustainable transport in and across the City. Of particular importance, is the relationship between sustainable modes of transport and the Durham City Strategic Development Sites.
Managing Traffic
Transport modelling for Durham City demonstrates that modal shift to public transport and active travel will only partially alleviate the congestion problems and that traffic will continue to grow regardless of sustainable interventions. Therefore, in the final section of DITA, we will set out a number of traffic management measures that we are proposing around the City to facilitate the development proposed for Durham City and to mitigate the impact of traffic growth.
Delivery of significant levels of housing and employment in Durham City are partly dependent on this integrated package of measures. The DITA does contain some elements of strategy set, however, this version of DITA is more about practical actions that can reduce the need to travel, create alternatives to the private car and the highway interventions that can manage the residual traffic demand. The DITA is about large and small projects that can contribute to achieving these aims.
The DITA is the continuation of previous good work on transport action plans for Durham City such as the 2004 'A Flexible Transport Strategy for Durham City'. The DITA is also a living document and its renewal process will contribute to delivering a more integrated approach to transport within the City.
We would welcome comments from the public and from other stakeholders about how we can improve on the measures set out in DITA.
Durham City Integrated Transport Approach Durham County Council 3 1 Introduction
Introduction
Durham City Integrated Transport Approach
1.1 The purpose of this document is to demonstrate an Integrated Transport Approach so that transport mobility by all modes is a credible option for the residents travelling in, out and across Durham City. This approach is about spatial vision, behaviour change, specific projects, services and information that can improve transport accessibility in Durham City. The overarching aims of reducing the need to travel, alternatives to the private car and managing traffic demand are set within the context of natural traffic growth and the County Durham Plan spatial approach (details set out in Section 2). A vital element of DITA is to promote the connectivity across Durham City, particularly between the Strategic Sites and the City Centre.
1.2 As part of this paper, we will set out an overall integrated transport vision for the City. This is the first iteration of DITA so it sets the direction for an integrated approach to transport in Durham City and pulls together various projects that all need to be co-ordinated to improve transport accessibility in the City. All the projects set out in this document are at different stages of development. Some of the schemes in this document are well established projects while others such as the walking and cycling projects are only initial ideas that need more detailed consideration with partners who would help deliver them. The projects outlined in DITA need to be deliverable which means they have a reasonable prospect of being funded over the lifetime of the County Durham Plan.
What Travel Interventions Can DITA propose?
1.3 National Planning Policy Framework (NPPF) Para. 29 states that 'The transport system needs to be balanced in favour of sustainable transport modes, giving people a real choice about how they travel'.
1.4 While the transport evidence demonstrates that traffic congestion will grow and some major infrastructure interventions are required, we must also seek to enable residents to alter their travel behaviour in Durham City and take smarter travel choices when moving around the City.
1.5 We have sustainable transport policies emerging in the County Durham Plan(i) that encourage developments to connect to walking, cycling and bus routes, incorporate electric vehicles, promote car share and embed travel planning as part of all new developments. We also have officers at the County Council that are focusing on changing travel behaviour especially when it comes to travelling on those everyday journeys to work and to school. Some of the 'softer' travel interventions such as travel plans and better public transport information can have a significant impact on changing travel behaviour and reducing residents dependency on the private car.
Building on Past Success
1.6 We have, and will continue to plan and invest in a 'hard' (ii) sustainable transport infrastructure in Durham City. We have previously built three park and rides sites, invested in walking and cycling routes, allocated bus only lanes and have continuously been working with bus operators on our Transit 15 project to improve access and running times for buses on the 7 main corridors into Durham City. We now have plans to improve North Road and re-locate the bus station and we are committed to promoting modal shift for new and existing residents in Durham City. We have
i County Durham Plan Local Plan is now at Pre-Submission Stage (October 2013) ii hard interventions are physical infrastructure such as cycle paths while softer measures include better information regarding public transport systems etc
4 Durham County Council Durham City Integrated Transport Approach Introduction 1
also invested in Durham Railway Station to improve the gateway into the City and we are also drawing up plans for improved cycle routes through the city centre and across the wider County as part of our ‘Cycling Super Routes’ initiative.
1.7 On 'softer' measures, we have increased the number of bus stops in Durham City that have real time information but we need to get better at implementing other 'softer' measures. These measures include the implementation of work travel plans and rolling out real time information so residents can personalise there travel plans with real time information sent direct to hand held devices.
Mode Share in Durham City
1.8 One of the aims of DITA is to provide alternatives to the private car and to break the cycle of car dominance in the City and giving residents credible alternatives to help them switch to more sustainable modes of transport that are desirable from a health and environmental perspective as well as helping to reduce congestion on the City's roads.
1.9 Evidence from bus occupancy surveys shows that around 9,500 passengers enter the City via buses between 7am and 7pm, compared to 49,000 highway trips. (iii)The evidence from the 2013 Durham City transport model supports these findings. Figure 1 below is taken from the transport model and illustrates the 24 hour travel demand (Person Trips) being made to, from and within Durham City. In total, there are 1.35 million person in Durham City per 24 hours. The model splits the trips by the different travel modes - vehicles, public transport and walking and cycling.
Figure 1 No. of Trips by Mode Share in Durham City - 2013
iii Durham TIFF Study 2008 http://www.durham.gov.uk/Pages/Service.aspx?ServiceId=8233
Durham City Integrated Transport Approach Durham County Council 5 1 Introduction
1.10 While the modelling data supports the findings of the bus occupancy surveys that most people travel around the City by private car, it is also apparent that Durham City has a significant percentage of people either walking or cycling. The City is compact and attractive and there is a high demand for walking across the City. Non-motorised modes take a greater mode share than public transport within Durham; this is a function of the relatively small size of the city, where walking is often a viable option, and the large student population in the city, most of whose journeys are on foot. The low number of people of who use public transport is important as it demonstrates that even with significant investment, new subsidies and funding for bus transport, it is unlikely to create a step change away from residents being dependent on the car.
City Centre and Through Traffic
1.11 With car dominating the mode share in Durham City, the City has a significant issue of traffic congestion travelling through the City Centre. There are 60,000 vehicles per day crossing Milburngate Bridge. Furthermore, 30% of those vehicles do not stop in the City or use its facilities. This volume of traffic has a degenerative impact on congestion and air quality in the centre of the City. The gateways to the City are particularly busy and the data has identified the following congestion hot spots around the City Centre:
Milburngate Bridge suffers from congestion at most times of the day which has resulted in an air quality issue in Durham City Centre;
Western and Northern Approaches to the City - Sutton Street and Framwellgate Peth;
Finchale Road outbound at Framwellgate Moor;
Sniperley A691 and A167, the main route from Consett in the North to Darlington in the south. The build up of traffic on this route can lead to significant delays at peak time, which impacts on access to the nearby Park and Ride;
Nevilles Cross and Crossgate Peth often experience significant build ups of traffic which often stretch back as far as Brandon/Meadowfield impacting on these villages; and
Leazes Roundabout and A181 Gilesgate Bank.
1.12 In addition to these traffic hot spots, congestion across the City means that the network is very unstable and one traffic accident on the A167 or the A690 through the City Centre can gridlock the surrounding highway network. The City Centre is also linked to major North / South strategic routes in close proximity to the city centre (A167/ A1M). The County’s major bus hub and railway station are sited centrally and the compact nature of the network means that traffic is channelled into and through the City Centre.
1.13 If the City’s roads do not improve the overall impression to potential investors and visitors will be one of a poorly managed area with unreliable transport links.
6 Durham County Council Durham City Integrated Transport Approach Introduction 1
Natural Traffic Growth in Durham City 2021
1.14 A comparison of the modelled 2021 traffic forecasts (iv) and the present day levels demonstrate that traffic levels are expected to increase by around 30% during the peak periods by 2021. This will lead to traffic increases throughout the highway network, particularly on the main corridors through the centre of Durham City. The conditions brought about by natural traffic growth will cause increased congestion and longer journey times through Durham City.
1.15 By 2021, the transport modelling for Durham City projects an increase of around 155,500 vehicles(v) as a result of natural traffic growth, equating to an increase of 21.3% in terms of traffic growth. This is in line with the Department for Transports national traffic forecasts that predicts that traffic will grow by 43% by 2040(vi).The graph below shows the Department for Transport traffic forecasts until 2040.
Figure 2 National Traffic Forecasts from the Department of Transport
1.16 The graph above shows that after a dip in 2009/10 (due to the recession), the government's mid range prediction is for traffic growth of 40% by 2040 because of natural traffic growth. This national picture is replicated in the Durham City transport model which sets out a clear need for highway improvements to be introduced regardless of additional housing and employment development set out in the County Durham Plan.
iv Contained in the Durham Local Plan Option Appraisal August 2013. All scenarios in the Durham City transport model are compared to a Business as Usual scenario. This scenario is a ‘base scenario’ which includes background changes in housing, population and jobs with no transport network mitigations or improvements and no new strategic allocations in the City. v This increase is across the entire model area which covers a much wider area than the just the City network. The model area is based upon travel to work zones vi https://www.transportxtra.com/magazines/local_transport_today/news/?id=35386&StartRow=1
Durham City Integrated Transport Approach Durham County Council 7 2 Reducing the Need to Travel
Reducing the Need to Travel
2.1 The County Durham Plan seeks to set the policy framework until 2030 to support the development of a thriving economy in County Durham while at the same time protecting those things that are important to us all. With improved economic performance central to the Plan, it identifies development sites for new employment, new housing and new infrastructure in Durham City to accommodate the growth needed to achieve these ambitions.
Spatial Strategy for Durham City
2.2 Durham City is the most sustainable location(vii) for new housing and employment in the County. It also has the highest population (42,000) in the County, significantly more than Peterlee, which has the next highest (30,000). Durham City is a major asset for the County, but, the relatively limited scale and offer of the city as an employment and population centre prevents it from playing a much bigger role in the County economy. The city needs a critical mass of employment, population and visitors to build on its strengths and become a city of regional, national and international significance.
Picture 1 Durham City - A Desired Location with a World Heritage Setting
2.3 A central business core and a housing offer that complements economic growth and associated transport, retail, leisure and green infrastructure provision underpins our spatial approach in Durham City. The increased employment and resident population will in turn lead to and unlock other development opportunities such as Milburngate House. We believe confirms Durham City offers the best option to leverage in private sector investment and support the growth of employment numbers needed in the County.
Green Belt Release
2.4 Following an assessment of the landscape capacity,(viii) the historical evolution of the City and the housing and economic potential of the area, the County Durham Plan proposes the development of approximately 5000 homes and a new strategic employment site in Durham City.
vii Durham City top scored alongside Bishop Auckland in the 2012 Settlement Study http://www.durham.gov.uk/Pages/Service.aspx?ServiceId=8233 viii The Landscape Assessment forms part of the Green Belt Site Assessment III 2012 http://www.durham.gov.uk/Pages/Service.aspx?ServiceId=8233
8 Durham County Council Durham City Integrated Transport Approach Reducing the Need to Travel 2
2.5 Some of these new houses can be accommodated on sites within the City but we are also proposing three Strategic Development Sites which will accommodate around 3775 new homes and that will provide the opportunity to create new communities, benefiting from the existing infrastructure, environment and quality, for which the City is renowned. These sites will also support new schools and local facilities including the development of high quality landscaping and environment.
Transport Sustainability and Durham City
2.6 Durham City is the most sustainable settlement within the County from a transport perspective. The County taken as a whole has a dispersed settlement pattern which creates specific transport issues. The majority of it's residents do not live, work, shop or spend recreational time all in one place and the provision of public transport in the County is difficult and is often reliant on subsidies, especially in rural areas.
2.7 The City though has national, regional and local rail connections via the East Coast Mainline (ECML). Chester-le-Street is the only other settlement in the County which has a station on the ECML, but the service is much less regular.
2.8 Durham City is the key public transport hub in the County and is the centre of the County's bus network being the focus of seven strategic bus corridors from Birtley, Bishop Auckland, Consett, Coxhoe, Crook, Sherburn and Stanley. The National Cycle Network and the Great North Cycle Way connect the City with the wider region for cyclists while the City's small and compact urban form provides opportunities for walking and cycling for residents. The City also offers the widest range of shops and facilities in the County. Locating housing and employment growth in Durham City provides the best opportunity for residents to have a greater modal choice and take advantage of existing and new transport infrastructure.
2.9 We are also committed to encouraging modal switch by putting the right infrastructure in place to promote active travel with increasing emphasis on creating a comprehensive walking and cycling network into and through Durham City - particularly from the Strategic Sites.
Durham City Integrated Transport Approach Durham County Council 9 2 Reducing the Need to Travel
Spatial Strategy Tested
2.10 As part of the preparation of the County Durham Plan plan an alternative spatial approach was subject to transport modelling as a result of suggestions made during the preferred options in 2012. The suggestion made was that it would be more sustainable (from a transport perspective) to locate the housing proposed for the Green Belt Areas of Durham City in some of the surrounding villages so that the spatial approach was less Durham City centric.
2.11 This alternative 'Dispersed Developments' scenario was modelled and the development proposed for Durham City was distributed around villages in close proximity to the City i.e Ushaw Moor, Bowburn, Sacriston. The traffic modelling assessed the impacts of this scenario on travel demands, time travelling and carbon emissions. The modelling showed that this scenario results in higher travel demands, carbon emissions and extends journey times and congestion on the key corridors through the City. It would not negate the need for major transport mitigation.
2.12 The modelling demonstrated that dispersing the development away from the City would increase car journeys into the City exacerbating congestion. A more central approach to development will lead to less trips, commuting and carbon emissions. To summarise, the 'Dispersed Development' option has key negative impacts over and above those of developing the Green Belt areas for housing, specifically.
9% additional travel demands are generated;
68,000 extra person hours are spent travelling per annum; and
220 additional tonnes of Carbon emissions per annum during peak periods.
2.13 The modelling confirmed that a spatial approach focused on developing on the edge of Durham City was more sustainable from a transport perspective. Despite Durham City being the most sustainable location for new housing, the extra housing and employment being planned for in the County Durham Plan still means that traffic will grow beyond a 'business as usual' approach and the resultant increase in travel demand will need to be carefully managed and mitigated.
Traffic Growth Caused by the Plan
2.14 Transport modelling for Durham City examines what would happen on the roads if there was no County Durham Plan and then compares this to a scenario where the County Durham Plan is implemented but without the relief roads. (ix) The 'no plan' scenario still predicts significant increases in traffic if there was no County Durham Plan. This is in line with the National Traffic Model forecasts that traffic will grow significantly between 2010 and 2040(x). However, as a result of the plan, there will be an increase of 22,246 person trips in the Durham City 'journey to work area' over a 24 hour period. We set out some of the ways we propose to deal with these additional trips in the rest of the document.
ix All scenarios in the Durham City transport model are compared to a Business as Usual scenario. This scenario is a ‘base scenario’ which includes background changes in housing, population and jobs with no transport network mitigations or improvements and no new strategic allocations in the City. x http://www.transportxtra.com/magazines/local_transport_today/news/?id=35386&StartRow=1
10 Durham County Council Durham City Integrated Transport Approach Reducing the Need to Travel 2
Strategic Development Sites
2.15 This section describes why the Strategic Development Sites reduce the need to travel by the private car and in overall terms.
Map 1 Strategic Development Sites in Durham City
Aykley Heads Strategic Employment Site
2.16 Aykley Heads, on the existing County Hall site, is allocated as a Strategic Employment Site. This site seeks to develop a business location of strategic importance within Durham City. Opening up the site and its re-development provides the potential to create new jobs within the city.
2.17 Once developed the Aykley Heads site has the potential to deliver a total of 6,000 primarily private sector jobs. Aykley Heads is currently occupied by public sector organisations which could be located elsewhere in the City, and yet the site is one of the most desirable locations in the North. With this number of potential employees, it is vital that the employment site has excellent transport links.
2.18 Ourselves and our partners in the regional business community recognise that the Aykley Heads site is one of the best locations for office development in the County. Key assets of the site are:
Fast access to Newcastle International and Durham Tees Valley Airports;
Excellent road network - proximity to A1(M), A690 and A167;
Excellent public transport links including Durham Bus Station and Durham Railway Station which lies on the East Coast Mainline and is within walking distance;
Durham City Integrated Transport Approach Durham County Council 11 2 Reducing the Need to Travel
Well related to successful Durham Park and Ride Sites, including the nearby Sniperley Park and Ride site;
Proposals for both a Western Relief Road and the Northern Relief Road to provide more convenient access to the A1(M) and relieve congestion;
City centre facilities within walking distance;
Proximity to one of the Country's best universities;
Mature parkland setting and location within an historic city; and
Views from the site of the historic core and World Heritage Site.
2.19 The Aykley Heads site is a unique asset and from the list above you can see that the site has great transport links existing and proposed. We think its sustainable transport links and other assets will help us to realise its potential to attract new business and inward investment providing additional employment within Durham City for the benefit of the County.
Sniperley Park and North of Arnision
2.20 These 2 Strategic Development Sites to the North-West of Durham City sites will provide 3200 houses on the North-Western edge of Durham City within close proximity to the Arnison Centre, Framwellgate Moor Front Street and located adjacent to key transport corridors into the City Centre.
2.21 The Sniperley Park site is located to the north of the junction of the A691 and the A167. The A691 provides access by road south to Durham City and north to the villages of Sacriston and Witton Gilbert and on to Consett. The A167 provides direct access from the site northwards to the A1 via Chester-le-Street and southwards to Newton Aycliffe via Spennymoor
2.22 North of Arnison sits directly east of the A167. To the South of the site is Rotary Way and to the south of Rotary Way is the Arnison Centre. This district centre is a mixed commercial location but principally focused on retail, including both food and non-food shopping outlets. Other uses include a hotel.
2.23 Both Strategic Housing Sites are both located adjacent to the A167 which also incorporates key bus corridors from Newcastle as well as the Great North Cycle Route. The sites are both relatively flat, and is ideal for encouraging more people to cycle.
2.24 Regular bus services from Durham to Chester-le-Street, Newcastle and beyond operate along the A167 and along Framwellgate Moor Front Street. Similarly, regular bus services between Durham and Consett operate along the A691 to the South of the Sniperley Park Site. The Stanley to Durham City bus route bisects the site along the B6532.
2.25 Sniperley Park and Ride is sited at the junction of the A167 and the A691 immediately to the south of Sniperley Park site. The Park and Ride provides a frequent 10 minute daily service at peak times to Durham City for residents and commuters. The County Durham Plan policy for Sniperley Park also requires an extension to the Park and Ride to be provided as part of the development.
2.26 Both sites are within close proximity to existing schools, retail and employment in the Framwellgate Moor, Newton Hall, Pity Me and Aykley Heads area of North Durham. In addition to the Arnison centre and Framwellgate Front Street, their are also major non-retail employers
12 Durham County Council Durham City Integrated Transport Approach Reducing the Need to Travel 2
based on the Abbey Road Industrial Estate including NWL and the land registry. Durham Sixth Form Centre provides training and education opportunities at land adjoining the Sniperley Park site.
2.27 In addition to the existing facilities, their is new areas are proposed including a new local centre on Sniperley Park to include at least a primary school, health centre, community building and local retail. On North of Arnison site, a site of 3.5 hectares is identified for the provision of a new supermarket, including parking, servicing and a petrol filling station to meet current and future convenience shopping needs. It is also likely that a new primary school will be required.
Sherburn Road
2.28 The site is allocated for 475 houses and is located on the eastern edge of Durham City. The A181 Sherburn Road forms the northern boundary of the site. This serves as a significant artery and bus corridor for the City accessing Sherburn Village, Shotton and beyond to Teesside and the A19. Although the A1(M) forms the eastern boundary of the site it is not directly accessible, the nearest point of access being Junction 62 some 2km to the north. However, the route to the east via the A181 offers vehicle users access to the A1(M) at Bowburn following the completion of the Wheatley Hill link.
2.29 The local road network has experienced pressures in recent years, particularly as a result of the development of the retail uses along Dragon Lane. Improvements to the network are still being implemented and can be expected to continue in the future to help deal with projected traffic growth and new development including the possibility of a new link road through Sherburn Road Retail Park to the north of Damson Lane. In terms of active travel potential, Bent House Lane is an attractive cycle way forming part of National Cycle Route 14 that connects the site along a direct riverbank route to the City Centre.
Durham City Integrated Transport Approach Durham County Council 13 3 Alternatives to the Private Car
Changing Travel Behaviour
3.1 This section addresses what can be done to improve travel choice in and around Durham City. In Durham City, only a small amount of people consider cycling to work or catching the bus, we need to alter residents default position of getting in the car. There is nothing wrong with driving to work but we want to make sure that people consider alternatives so that any new road infrastructure does not just fill up with single people driving to work.
Promoting Smarter Choices
3.2 A study commissioned by the Department for Transport (DfT) suggested that the high intensity and a range of different travel planning techniques can result in a peak period congestion reduction of over 20%. The evidence suggested that the most effective way of reducing congestion is through a package of measures that combine the delivery of ‘hard’ structural measures, such as improvements to infrastructure and services, with ‘soft’ measures such as marketing and information to lock in the benefits by changing attitudes and encouraging people to use sustainable travel modes. A package of such measures is currently being delivered successfully in South Durham under the 'LocalMotion' brand using external funding from the DfT Local Sustainable Travel Fund. With the appropriate level of funding in place, the LocalMotion package of sustainable travel measures could also be applied to Durham City hopefully with similar levels of success in encouraging more active and sustainable travel choices, changing travel behaviour and reducing peak period congestion. In order to do this, we will plan, cost and source the appropriate funding either through the Local Sustainable Transport Fund or through bidding for Local Major Transport Funds.
Workplace Travel Planning
3.3 A workplace travel plan is a written document setting out a series of measures to reduce car use and promote sustainable travel by employees on their journey to work. To be effective they require the appropriate infrastructure and culture to be in place to enable staff to chose sustainable travel options. We provide support and advice for existing employers to develop their own travel plans and implement appropriate measures.
3.4 For the development of new employment sites workplace travel plans must be included as part of the planning application for all developments deemed to have a transport implication.
School Travel Planning
3.5 School travel planning has a vital role to play in bringing about traffic reduction and creating more sustainable, safer and healthier journeys to school. School travel plans provide an opportunity to implement a wide range of measures to reduce car use and promote walking, cycling and bus use on the school journey. Significant progress has been made in developing and delivering school travel planning across the County. This has led to a variety of school travel initiatives including walking buses, park and stride(xi) and cycle parking facilities.
3.6 A significant number of school travel initiatives are currently being delivered across the County, supported by the Department for Transport Local Sustainable Transport Fund (LSTF) grant. In Durham City, the Council has been working with national charity Living Streets to tackle the school run. Staff are working directly with children, schools and the community to increase
xi A 'Park and Stride' scheme makes use of a parking area 5 or 10 minutes away from school and those parents and pupils who can’t walk the whole journey are encouraged to park at this location and complete the remainder of the distance on foot. See how to set up a 'Park and Stride': http://content.durham.gov.uk/PDFRepository/How_to_set_up_a_park_and_stride.pdf
14 Durham County Council Durham City Integrated Transport Approach Alternatives to the Private Car 3
levels of walking where the school run is having a particularly significant negative impact on congestion, journey times and economic growth. Schools located within the City and along main transport corridors are currently being targeted for action. The package of measures being delivered is focussing on the whole school approach, using promotion, community and parental involvement and highway infrastructure improvements to make walking to school the norm over the long term.
3.7 Within the main towns across South Durham, the Council is also working in partnership with Sustrans to deliver a range of projects to increase levels of activity and sustainable travel to school. The 'Sustrans Bike' It programme aims to get more children cycling as part of their everyday journeys to school. The 'Families Enjoying Active Travel' (FEAT 1st) programme is also encouraging children and their families to walk and shows them the benefits of other sustainable alternatives such as using scooters or cycling to school.
3.8 We now have a policy in the County Durham Plan, that 100% of new schools and workplaces (over a certain threshold) must include travel plans as part of their planning application.
Individualised Travel Marketing (ITM)
3.9 Targeted marketing to provide travel advice and information to people based on an understanding of their personal trip patterns has been proven to significantly reduce car use in urban areas. Since 2012, the South Durham LocalMotion project is delivering an individualised travel marketing service in Newton Aycliffe, Shildon and Bishop Auckland. A team of staff is calling at households in targeted areas to provide people with travel advice and incentives for making journeys on sustainable modes of transport. Data is collected on travel patterns and any concerns they may have. Discounted travel tickets are provided to encourage people to try out the bus. Travel marketing is also being offered to companies in the South Durham area with the benefits of reducing car commuting, sickness absence levels and improving productivity. This project could be replicated in Durham City with the appropriate funding.
3.10 Travel awareness campaigns can increase understanding of the problems caused by increased traffic growth and congestion and encourage people to think about their own travel behaviour. The South Durham Local Motion project is delivering a sustained smarter travel campaign to reinforce key messages using a wide range of media. The unifying 'LocalMotion' brand is being used for many different sustainable travel activities and promotion. For maximum benefits, the campaign is linked to specific infrastructure improvements, such as new cycle routes or public transport improvements, and national travel awareness campaigns. Partnership working with Public Health is also communicating campaign messages about the health impacts of increasing car use and the health benefits of walking and cycling.
Durham City Integrated Transport Approach Durham County Council 15 3 Alternatives to the Private Car
Travel Information
3.11 Providing comprehensive travel information is essential to achieving a modal shift away from the car. High quality and easily accessible public transport, walking and cycling information at all stages of the journeys is required. This includes:
Promoting the availability of pre-journey travel information;
Improving the quality of timetable information at bus stops on core routes;
Targeted publicity campaigns focused on promoting individual core bus routes complemented by improvement to bus services and infrastructure; and
Real time bus passenger information and travel information points at key locations.
3.12 Printed timetables, bus and cycling route maps are also provided to households, schools and major employers as part of the travel planning and marketing programmes.
Strategic Development Sites
3.13 The County Durham Plan states that all sites will incorporate bus, pedestrian and cycle routes within, and connecting to, adjoining facilities. A Transport Assessment and Travel Plan for each site will also be required to ensure that reliance on the private car is reduced and to mitigate the impact of increased traffic in accordance with Policy 47 (Promoting Sustainable Travel) of the Plan. To set out the Council's ambitions for each we have developed Supplementary Planning Documents (SPDs) for each Strategic Development Site. Each SPD includes a section on the movement framework for each site. The key actions from the movement frameworks have been incorporated into this Integrated Transport Approach as part of Chapter 4 - Alternatives to the Private Car.
16 Durham County Council Durham City Integrated Transport Approach Alternatives to the Private Car 3
Walking and Cycling Infrastructure
3.14 A key strength of Durham City is that it is compact and attractive and there is a high demand for walking across the City. Road safety and congestion have been a key issue for walkers and cyclists who have problems crossing through the City Centre, particularly Milburngate Bridge, Leazes Bowl, Gilesgate Bank and the A167. The A690 was built right through the middle of the City in the late 1960's creating long standing severance issues in the City. The A167 through Nevilles Cross has also created severance issues with regard to the National Cycling Network (NCN14) and the current infrastructure has not been put in place to overcome these barriers. These severance issues can be a deterrent for both walkers and cyclists when considering alternatives to using the private car. With regard to severance on the A167 around Nevilles Cross, the Western Relief Road proposed as part of the County Durham Plan should reduce traffic levels between Nevilles Cross and Sniperley Roundabout on the A167 creating opportunities for safer crossing points or safer riding conditions for cyclists. The same principals could be applied through the City Centre once the Northern Relief Road is implemented which will re-direct traffic away from the A690 across Milburngate Bridge.
3.15 The City has unusually low levels of cycling for a University City, however, this coupled with the new development planned for the City, creates an opportunity for better cycling routes to enable a modal shift from private vehicles to cycling. The topography of the City has often been cited as a reason why cycling is seen as an unattractive alternative to taking the car. However, the new housing development in the County Durham Plan at Sniperley Park and North of Arnison is located on generally flat land and the Great North Cycle Way section between Durham City and Chester-le-Street (alongside the A167) is also flat providing an ideal commuting route for cyclists between the two major settlements. The County Durham Plan provides a platform to improve the perception of cycling in the City by improving the cycling infrastructure particularly with regard to safe and direct routes to and through the City. In addition, in the case of electric bikes, topography may no longer present the same challenge to residents as it previously did.
Recent Improvements to Walking and Cycling Infrastructure
3.16 Improvements to walking have mainly happened in central locations within the City Centre such as the Market Place and the Walkergate area. More improvements need to be made to improve walking routes into the City.
Picture 2 Pedestrian Links have Improved at Walkergate
Durham City Integrated Transport Approach Durham County Council 17 3 Alternatives to the Private Car
3.17 The introduction of the congestion charge and the re-surfacing of the market place have helped to make the centre of Durham more pedestrian friendly. The Pennyferry bridge has also been an important addition to the Freemans Reach area and has been critical in opening up pedestrian links between the Radisson Blu hotel and the City Centre. This crossing should become more frequently used as the Freemans Reach, Durham Northern Quarter and Milburngate Office re-developments occur and the riverbank is opened up to more pedestrians and cyclists.
3.18 The river bank walks around the peninsula have also seen investment as a lot of work has been undertaken to 'open up' the riverbanks to both residents and tourists. We have also seen investment in walking and cycling routes in and around the periphery of the City i.e Newton Hall to Milburngate, the A167 and Rennies Lane, Gilesgate. There have also been a number of specific cycle lanes developed in the City but this has not led to a significant increase in the number of people cycling into work because of inherent issues relating to the perception of cycling safety in the City.
Picture 3 Pennyferry Bridge provides a good Walking and Cycling Link by the Riverside
Future Improvements to Walking and Cycling Links
3.19 Cycling routes within the City have grown organically with no overarching vision of how they integrate with the wider network across County Durham or which routes should be prioritised for investment. Furthermore no specific routes have been formally protected in the City of Durham Local Plan.
3.20 For the first time, the emerging County Durham Plan identifies safeguarded Cycling Super Routes around the County. As economic growth is the overarching priority of the Plan, Cycling Super Routes that connect our 12 major towns have been identified and are prioritised by the Council for investment. As you can see in Map 2 Durham City is the 'hub' of the Counties Cycling Super Routes.
18 Durham County Council Durham City Integrated Transport Approach Alternatives to the Private Car 3
Map 2 Proposed Cycle Super Routes and Secondary Routes
3.21 Cycling Super Routes are most prevalent within the City itself. Map 3 shows where in Durham City, the Cycling Super Routes are proposed. Later in this section, we will show how each of the Strategic Development Sites links to these routes.
Durham City Integrated Transport Approach Durham County Council 19 3 Alternatives to the Private Car
Map 3 Cycling Routes across Durham City
Cycling Super Routes - City Wide Improvements
Re-route National Cycle Network (Route 14)
3.22 The re-routing of the National Cycling Network (route 14) across Prebends Bridge and through the Peninsula should make the route much more attractive for tourists and recreational users and make it easier to follow. The current route has been criticised for being too undulating, indirect and suffering from severance issues. The proposed route (shown below) will take cyclists right through the World Heritage Site on a more attractive and more level route.
20 Durham County Council Durham City Integrated Transport Approach Alternatives to the Private Car 3
Map 4 Proposed Re-route of National Cycle Network 14
3.23 There will be additional improvements (after the Prebends diversion section is finished) required as there are other sections of the route that need upgrading. Once the route is completed in its entirety in 2-3 years, we will then propose to Sustrans the active travel charity to have it designated as part of NCN14.
3.24 Great North Cycle Way
3.25 The Great North Cycleway (GNC) is a major cycle route which will eventually run from Darlington in the south to Blyth in the north passing through Durham, Gateshead, Newcastle and North Tyneside. The project is supported by the local authorities on the route and by Sustrans. The route will be of national significance and will be given a national designation number – NCN 725. The length is likely to be around 70 miles.
3.26 In County Durham, the route follows the A167 through most of the county although there is an off-road section from Brandon to Newton Ayclife via Bishop Auckland and Shildon that diverges from the A167. Crucially, the route has a large section of level topography from Chester-le-Street to Durham City which already provides good access for commuting between the two key settlements. This year's investment will target the stretch of the A167 south of Durham City between the Cock of the North roundabout and Sunderland Bridge. The footway will be widened becoming a shared use path with cyclists and will link this section of cycling lanes to those at the Cock of the North roundabout which were originally built in the 1960's. This investment will be a significant improvement for those wishing to cycle from Spennymoor to Durham City.
Durham City Integrated Transport Approach Durham County Council 21 3 Alternatives to the Private Car
More Space for Walkers and Cyclists on Milburngate Bridge
3.27 The A690 that runs through the City Centre is a major obstacle to walking and cycling rates across the City. The major bottleneck is unquestionably Milburngate Bridge where cyclists often have to dismount due to the large volumes of pedestrian traffic. There is the option to cycle down to Framwellgate waterside and cross the recently erected Pennyferry Bridge. However, this means a significant change of levels and direction that will inevitably deter many cyclists.
3.28 One solution is to increase the amount of space available to walkers and cyclist crossing Milburngate Bridge so that cyclists have a more direct route through the City. An improved crossing could be tied to the upgrade of Milburngate Bridge itself or the re-development of the Passport Centre or the Gates Shopping Centre.
3.29 Another option could be to dedicate more space within the existing bridge to pedestrians and cyclists. This could be an attractive option if traffic flows are reduced through the City as a result of the Western and Northern Relief Roads. However, with the Northern Relief Road only being required in the longer term, this solution will not address this issue in the short term.
Opening Up the Riverside
3.30 The proposed Freemans Reach development (on the site of the former Ice Rink site) should help open up new pedestrian and cycling links into the City Centre. The redevelopment of this area will help create a vibrant riverbank for the City for workers.
Picture 4 The new development at Freemans Reach will open up the Riverbank for Walkers and Cyclists
3.31 The development will also include an 'Archimedes Screw' which will generate electricity and a new open space on the site of the Bishops Mill. There will also be an adjacent café and restaurant/bar which will inevitably mean more pedestrian and cycling. This area links into a new riverside walk and shared cycleway leading to Pennyferry Bridge and will improve conditions for pedestrians and cyclists travelling from the Market Place. It is anticipated that the riverside walk will therefore be used by growing numbers of residents, workers and visitors. Other riverbank development sites in the area, such as Milburngate House should and include pedestrian and cycling routes, integrated into the design during the planning process.
22 Durham County Council Durham City Integrated Transport Approach Alternatives to the Private Car 3
Severance Issues at Gilesgate Bank
3.32 The point where the A690 joins Gilesgate roundabout presents another barrier for pedestrians and cyclists. There is a large volume of vehicular traffic at this point so crossing the A690 and the A181 is an issue for non-motorists. As part of the Urban Traffic Control (UTC) development and the potential signalisation of the junction, there may be an opportunity to improve this junction for pedestrians and cyclists. This area also presents an opportunity to do something more creative for pedestrians and cyclists including potentially segregating them from vehicular traffic.
3.33 A scheme to widen the footway on Gilesgate Bank to make it a shared use path and enables the cyclists to avoid the roundabout will be undertaken in 2013.
Cycling Super Routes & Strategic Development Sites
3.34 Initial ideas on proposed pedestrian and cycling routes that require investment or designing into the Strategic Development Sites are shown in the following maps. The routes are split between Cycling Super Routes and Secondary Routes which will require additional investment. The proposed routes from the Strategic Development Sites are integral to ensure these sites are sustainable urban extensions to the City.
Durham City Integrated Transport Approach Durham County Council 23 3 Alternatives to the Private Car
Aykley Heads - Specific improvements which will need to be incorporated into the Masterplan for the site include:
Map 5 Potential Strategic Pedestrian and Cycling Links at Aykley Heads Employment Site
Table 1 Potential Pedestrian and Cycling Links on Aykley Heads Strategic Development Site
No on Improvement Required Map
1 A proposed Cycling Super Route along the existing A691 and a proposed Secondary Route within the western boundary.
2 An extension to the existing shared use path to connect with a safe and attractive crossing of the East Coast Mainline to the Durham Northern Quarter (a development opportunity near Sidegate).
3 A network of enhanced green routes through the new Durham City Park.
4 Links to the Rail Station and the proposed Strategic Employment Site
3.35 The crucial links here are to the rail station and into the City Centre. This employment site is centrally located close to the public transport hub and will give employees a range of choice regarding sustainable travel.
24 Durham County Council Durham City Integrated Transport Approach Alternatives to the Private Car 3
Sniperley Park Strategic Development Site - The site is generally level, so ideal for encouraging active travel amongst new residents. Specific improvements which will need to be incorporated into the Masterplan for the site include;
Map 6 Potential Strategic Pedestrian and Cycling Links at Sniperley Park
Table 2 Potential Pedestrian and Cycling Links on Sniperley Park Strategic Development Site
No on Improvement Required Map
1 Improvements to the B6352 Sacriston Road to upgrade a shared use footway.
2 A shared use link east to an enhanced A167 underpass and links to Framwellgate
3 A shared use link south to the Park and Ride and extension
4 Secondary Route along the north-western boundary.
5 The provision of safe crossing points across the A167 to address severance issues including upgrading existing routes east of the A167
6 An extension to Sniperley Park and Ride and improved connections to it
Durham City Integrated Transport Approach Durham County Council 25 3 Alternatives to the Private Car
North of Arnison - The site is generally level, so ideal for encouraging active travel amongst new residents. The site is within walking distance of both the Arnsion District Centre and the Framwellgate Moor Local Centre. Connectivity to the south accross Rotary Way will therefore be crucial.
Specific improvements which will need to be incorporated into the Masterplan for the site include;
Map 7 Potential Strategic Pedestrian and Cycling Links at North of Arnison Strategic Site
Table 3 Potential Strategic Pedestrian and Cycling Links at North of Arnison Strategic Site
No. on Map Improvement Required
1 Implementation of the proposed Cycling Super Route on the existing A167 (the Great North Cycle Route).
2 Implementation of the proposed Cycling Super Route along Rotary Way.
3 Internal shared paths should connect with proposed Cycling Super Routes.
4 Enhanced walking and cycling crossing at Pity Me roundabout.
5 Enhanced pedestrian and cycle crossing of Rotary Way will be essential to remove any potential ‘barrier’ effect of this highway.
26 Durham County Council Durham City Integrated Transport Approach Alternatives to the Private Car 3
Sherburn Road - The site is within walking distance of both the Dragonville District Centre and National Cycling Network 14 which connects the site with the City Centre via the riverbanks. Connectivity to the North and South will therefore be crucial. Specific improvements which will need to be incorporated into the Masterplan for the site include;
Map 8 Potential Strategic Pedestrian and Cycling Links at Sherburn Strategic Housing Site
Table 4 Potential Strategic Pedestrian and Cycling Links at Sherburn Road Strategic Site
No. on Map Improvement Required
1 Proposed secondary route to link north to the A1(M) underpass at Renny’s Lane.
2 Link south west to the Super Cycling Route (NCN 14) to Durham City via riverbanks.
3 Improved links north to the bus services along Sherburn Road and a better crossing point needed to Dragonville district centre.
4 Pedestrian links south to existing footpaths to Shincliffe.
3.36 Western and Northern Relief Roads - The relief roads will also provide new cycling routes to the Western and the Northern areas of the City. The Northern route will be particularly effective as it will provide a direct route from Belmont to Newton Hall. Both roads have the potential to redirect traffic away from areas that are currently heavily congested with traffic. However, the crossing of the A690 at Belmont will be a major design challenge when the Northern Relief Road is subject to a detailed planning application.
Durham City Integrated Transport Approach Durham County Council 27 3 Alternatives to the Private Car
Bus Services and Infrastructure
3.37 In looking to encourage use of alternatives to the private car it is necessary to make travel by bus both a practical and attractive alternative. As well as the ‘softer’ measures such as increasing service frequency, vehicle quality and fares, investing in infrastructure for bus users has the potential to influence travel choice for those already considering making the change or perhaps even for those who had not considered it as an option before.
3.38 Measures affecting the attractiveness of public transport as the mode of choice for travel, especially commuting journeys, may be required some distance from the City centre as it is the whole end to end journey experience that will influence decision making.
Recent Investments in Bus Infrastructure
3.39 In the last 10 years, some of the following projects have been delivered in order to improve bus infrastructure in County Durham:
Bus Stop Improvements
3.40 As a result of Local Transport Plans 1 and 2, thousands of bus stops in the County have been improved to ensure that the environment where users wait and board the bus is more attractive, safe and accessible. Measures include raising kerbs to complement bus operators’ investment in low floor buses, formalisation of markings required for civil parking enforcement and clearer demarcation of stops with poles and ‘bus stop’ flags.
Durham Bus Station
3.41 There was considerable investment in Durham Bus Station in 2005 that saw this key facility transfer from bus operator to County Council ownership and control. It also included the enclosure of the passenger circulating area for the first time to radically improve the waiting experience. The bus station also benefited from the introduction of electronic departure screens including real time information where available.
3.42 As well as improved infrastructure, better punctuality and ensuring that journey times are not significantly affected by congestion hotspots, makes bus travel a more attractive choice for existing and potential users. A number of bus priority schemes have been introduced at various locations.
Bus Priority
A number of bus priority schemes have been introduced:
Bus Lanes – A167 Croxdale, A167 Pity Me, Gilesgate Bank, Aykley Heads to County Hall, High Carr Road, Framwellgate Moor Salutation Bus Gate, Gilesgate A690 dual-carriageway, A690 Stonebridge. Traffic Light Priority – A691 Garden House, A690 Crossgate Peth and A692 Pickering Nook Junction Signalisation - Millburngate roundabout.
Real Time Information
3.43 Other capital measures that have been introduced include the provision of real time information displays at key bus stops including all bus stations and major interchanges. The benefits of real time information lie in operators being able to use the vehicle location information to manage disruption and while information at the roadside (or on PC/hand held device) provides reassurance to bus users.
28 Durham County Council Durham City Integrated Transport Approach Alternatives to the Private Car 3
Park and Ride
3.44 Three Park and Ride sites were established for Durham City at Belmont/Carrville, Sniperley and Howlands in conjunction with a transformed on-street parking regime. The sites provide long stay parking with a 10 minute frequency service to the heart of the City Centre (see chapter 4 - Parking Managing for more details)
Link 2
3.45 Link2 is an accessible dial-a-ride bus for people making local journeys primarily in rural areas (up to five miles) for which there is no other suitable bus. Link2 also provides an enhanced service for those unable to access mainstream public transport due to mobility issues. Link2 will pick up and set customers down at their door. It can be used for shopping, work, training or health appointments. While this may be more useful for residents in remote areas of the County, it is a service that can help people access Durham City via public transport. For journeys beyond five miles it will link the passenger to a transport hub for connections to other services. In the more remote areas of County Durham, travel can exceed the five mile limit.
Cathedral Bus
3.46 £600,000 has been invested with grant funding in three state of the art electric buses for the Cathedral Bus Service linking the rail station and coach parks with the World Heritage Site.
Future Investment in Bus Services and Infrastructure
3.47 In the next 10 years, forward planning focuses on continuing the existing measures to improve the attractiveness of public transport whilst adapting where necessary to take account of new developments and opportunities.
Bus Stop Improvements
3.48 Part of the planned investment in the current Local Transport Plan is prioritised towards attending to the remainder of bus stops requiring improvement on key routes which enjoy higher usage.
Durham Bus Station
3.49 A new bus station is planned at the north end of North Road. The current Bus Station was renovated in 2005 (see above), however, the layout of Durham Bus Station has changed little since it was opened in the early 1970’s and is not well connected with the primary retail environment or the nearby rail station. Partly as a result of the inefficient public transport connectivity and accessibility, car use and therefore congestion across the city is high.
3.50 Problems exist with the poor access, visual, functional and navigational links between the bus and railway stations. These are mainly caused by topography, but are compounded by the A690 roundabout which provides the main east/west connection across the City Centre and acts as a barrier.
3.51 High traffic volumes on the A690 and the use by up to 80 buses per hour of North Road has resulted in a poor quality environment and has led to pedestrian and cycle safety issues and traffic collisions. In addition, the existing bus station has capacity issues, with a number of services operating from on-street locations in North Road and Milburngate to compensate, further reducing the pedestrian permeability and shoppers experience of the retail environment.
Durham City Integrated Transport Approach Durham County Council 29 3 Alternatives to the Private Car
3.52 The proposed North Road development will provide an opportunity to develop a new bus station facility for Durham City. Together with recent railway station improvements, it will provide an much improved gateway and public transport hub. Land is allocated as a Regeenration Area in the County Durham Plan at the northern end of North Road.
Map 9 The Bus Station Re-location Site will improve the Transport Infrastructure in Durham City
3.53 The allocation is not just for the re-location of the bus station but also about creating a retail site on the existing bus station site and removing the existing A690 roundabout. It is also about replacing the roundabout with a signalised junction (with pedestrian phases) to remove physical barriers between the railway and bus stations. Integrating the newly formed Urban Traffic Control system (see Chapter 4 - for more details) will help to manage congestion and air quality. These modifications will create a modern and more pleasant environment and improve pedestrian links between the shops and the bus and rail station. We will also consider the number of buses using North Road.
30 Durham County Council Durham City Integrated Transport Approach Alternatives to the Private Car 3
Picture 5 Improving the Bus Station Access and the Pedestrain experience on North Road
3.54 The new gateway at North Road would be a high quality improvements to the City and provides a more appropriate context to the World Heritage Site. The construction of the new bus station is a priority for the Council and will commence in the 2014/15 financial year, estimated to take 18 months, at a cost of £5m.
Bus Priority
3.55 As part of the UTC project (outlined in chapter 4), new traffic light signals will replace roundabouts from Gilesgate to North Road, which modelling shows will help to improve public transport journey times and reliability. Bus journey times are likely to be more consistent and predictable due to the smoother traffic flow which should help make network conditions more stable at peak times than at present.
Transit 15
3.56 Transit 15 aims to provide better accessibility for people through improved bus priority and service improvements on seven key travel corridors into Durham City.
3.57 It includes implementation of around 20 individual schemes where congestion and delay adversely affect bus journey times. The seven corridors into Durham City are
Birtley, Bishop Auckland, Consett, Coxhoe, Crook, Sherburn and Stanley.
3.58 The scheme will continue to build on past investment in bus stations, bus stops, real-time information, bus priority and new vehicles (more details on Transit 15 can be found in chapter 4).
Durham City Integrated Transport Approach Durham County Council 31 3 Alternatives to the Private Car
Future Bus Provision for Strategic Development Sites
3.59 The public transport network will inevitably evolve to some degree to address changes in travel patterns brought about by new development. However, specific interventions will be required to ensure appropriate infrastructure and capacity is in place if we are to create the environment in which the public transport network can deliver the required level of modal shift.
3.60 In parallel to any infrastructure developments there will also need to be a programme of service developments addressing frequency, convenience, attractiveness and integration along with ‘softer’ improvements such as fares, information and promotional measures.
3.61 The package of measures required to foster this different travel environment across all Strategic Development Sites are:
Ensure appropriate penetration of sites by public transport services where there is no access to existing services within 400m;
Ensure developments are phased appropriately to assist in the growth, sustainability, attractiveness and timeliness of new or revised services;
Facilitate fast direct cross-town public transport links connecting new and existing residential areas with new and existing employment sites;
Facilitate fast direct public transport links along key radial corridors to/from and across the city;
Facilitate sustainable, efficient and effective public transport access throughout the Aykley Heads strategic employment site;
Support the Sniperley Park development with a bus priority corridor to the city centre and links to the Arnison Centre; and
Signalise traffic management to minimise disruption to during the peaks.
Aykley Heads Strategic Employment Site
3.62 The site is served by around 30 regular bus services. Buses mostly operate on the B6532 between Aykley Heads roundabout and County Hall roundabout which is where the majority of stops are located. They then only use the A691 from the County Hall roundabout to the signalised junction at the top of North Road (next to the Garden House Public House).Outside County Hall, there are several other bus stops within 400m of the site's northern and western boundaries. The site is also close to Sniperley Park Strategic Development Site and is served by the Park and Ride and its frequent 10 minute service during peak hours.
32 Durham County Council Durham City Integrated Transport Approach Alternatives to the Private Car 3
Map 10 Bus Routes In Close Proximity to Aykley Heads Strategic Employment Site
3.63 The Supplementary Planning Document for Aykley Heads indicates that the higher density employment development is located on the western portion of the site to maximise access to public transport services. It should also ensure that pedestrian links to existing bus stops are direct. This has the advantage of supporting the existing public transport network.
Sniperley Park and North of Arnison Strategic Development Sites
3.64 Both Strategic Development Sites are located adjacent to the A167 which also incorporates key bus corridors from Newcastle as well as the Great North Cycle Route. Regular bus services from Durham to Chester-le-Street, Newcastle and beyond operate along the A167 and along Framwellgate Moor Front Street. Similarly, regular bus services between Durham and Consett operate along the A691 to the South of the Sniperley Park Site. There is currently a high volume of services operating along the B6532 and Framwellgate Peth/North Road. Some of these services could, potentially, be diverted to the new site. It will however be necessary to enter into dialogue with operators to consider any feasible options. Service provision of this nature could require additional resources and financial support.
3.65 The introduction of a dedicated local service, providing a direct link into Durham City, is a possible option. However any service of this nature would detract from any existing services, risking destabilisation of the network and therefore must be given serious consideration before implementation.
3.66 The location of different housing types and densities will also take access to public transport into account. Higher density and affordable housing is more likely to attract residents with lower levels of car ownership and therefore these properties should be given priority in terms of access to bus services. A significant proportion of the site (approximately 50%) exceeds the 400m walk distance to suitably served bus stops. This area would require either dedicated local services or re-routing of existing services.
Durham City Integrated Transport Approach Durham County Council 33 3 Alternatives to the Private Car
3.67 The remainder of the site has very good access to bus stops at Aykley Heads, the University Hospital and County Hall. These are stops which are served by a very frequent level of service including good direct links to regional centres such as Newcastle.
3.68 In terms of public transport infrastructure provision therefore the following should be considered:
Need to ensure that estate roads are of a suitable standard, in terms of width and construction to accommodate full size services buses;
Need to ensure that bus stops are provided at suitable locations and at regular intervals throughout the site; and
Need to ensure that bus routes are available as early in the development as is possible.
Map 11 Bus Routes Near Sniperley Park and North of Arnison Strategic Development Sites
3.69 On the southern boundary of the Sniperley Park site, the Park and Ride provides a frequent 10 minute daily service at peak times to Durham City for residents and commuters. It is proposed to extend the Park and Ride in the near future. (See chapter 4 -managing traffic demand).
3.70 The Sacriston Road (B6532) through the centre of Sniperley Park is also an existing bus corridor and is well served with existing services between Durham City, Sacristion, Stanley and Newcastle. There are existing bus stops within the proposed site adjacent to the junction of the B6532 and Trout’s Lane/Potterhouse Lane and within 400m of the site’s southern boundary which can be accessed on Dryburn Road and Finchale Road in Framwellgate Moor and along the A691.
Sherburn Road Strategic Development Site
34 Durham County Council Durham City Integrated Transport Approach Alternatives to the Private Car 3
3.71 The site is located on the eastern edge of Durham City in the Gilesgate area (see map 12 below). The A181 Sherburn Road forms the northern boundary of the site. This serves as a significant artery and bus corridor for the City accessing Sherburn Village, Shotton and beyond to Teesside and the A19.
Map 12 Bus Routes Near Sherburn Road Strategic Housing Site
3.72 A significant proportion of the Sherburn site (Approximately 75%) is within the 400m walking distance threshold to suitably served bus stops. Site penetration is therefore not required providing that appropriate walking and cycling routes and site design principles are adhered to.
3.73 The Dragonville District Centre is now an important shopping destination so the demand for a good bus service in this area connecting with the city centre is only likely to increase.
Durham City Integrated Transport Approach Durham County Council 35 3 Alternatives to the Private Car
Taxis and private hire vehicles
3.74 The operation and use of taxis and private hire vehicles within County Durham are an integral part of local transport arrangements, being used for a variety of purposes including connecting with public transport services.
3.75 To enable taxis to effectively fulfil this role there is a need for taxi ranks at appropriate locations throughout the County. This helps to provide access to key services, public transport hubs (bus and rail stations) and to support the evening and night time economy.
Coach Tours
3.76 Some visitors to the County arrive by organised private coaches. Group travel is worth an estimated £15 million annually to Durham City (8% of the overall value of the tourist economy of £191 million). The Cathedral is the major draw by far, however the river cruises, the Christmas Festival and Crook Hall have also emerged as notable attractors
3.77 It is therefore important that adequate coach parking is provided in appropriate locations to serve the needs of the tourist and visitor economy. Inappropriate and illegal coach parking on the public highway can be a safety hazard and cause disruption to other road users. The Council will work with coach operators and relevant stakeholders including representatives of the tourism industry to improve and where necessary increase coach parking facilities within the County.
36 Durham County Council Durham City Integrated Transport Approach Alternatives to the Private Car 3
Rail Services and Infrastructure
3.78 Durham County, and the City of Durham in particular, have benefited for many years from fast and frequent direct passenger rail services to London and other key centres and destinations. The principal train operating companies are; East Coast for trains to Scotland and London Kings Cross; CrossCountry for trains to the Midlands and South West; TransPennine Express for trains to Manchester Airport and Liverpool; and Northern Trains for local trains to Seaham, Bishop Auckland, Shildon, Newton Aycliffe and Heighington.
3.79 Durham Station’s existing strong intra-regional links are a major asset, particularly given its proximity to the Aykley Heads strategic employment site. It would be possible to create a 15 minute even interval “turn up and go” service between Durham and Newcastle and between Durham, Darlington and York using the existing quantum of trains. This would generate user confidence in the service removing the need for reference to a timetable for these journeys and contributing to modal shift. The rail industry understands this aspiration but there are time-tabling constraints because the ECML links to other nationally significant station. The re-opening of the Leamside Line could help the Council realise this aspiration.
Recent Improvements to Rail Services and Infrastructure
3.80 Whilst the rail services themselves are to a significant degree outside of the control of the Council, we have however worked with rail industry partners as part of a major investment programme to significantly improve the appearance, and functionality of Durham Rail Station including:
Demolition of life expired ‘temporary’ buildings;
Relocation of ticket office inside renovated station buildings;
Reconstructed bus turning area/waiting facilities including real time bus information;
Step free access between platforms;
Enhanced passenger waiting environment;
Increased amount of secure undercover cycle parking;
Electric car charging point;
Improved vista from station across the City to the World Heritage site to cement the stations role as a gateway to the City; and
Integration of Cathedral bus at Durham Rail Station.
Durham City Integrated Transport Approach Durham County Council 37 3 Alternatives to the Private Car
Picture 6 Recent Improvements at Durham Railway Station
Future Improvements to Rail Services and Infrastructure
Links to the Station
3.81 The northern entrance to the railway station is currently of poor quality and unattractive to users of routes from Aykley Heads, the DLI and the City Centre. As part of the redevelopment of Aykley Heads we will therefore encourage the establishment of a gateway which will provide a positive entrance and attractive link between Aykley Heads and the railway station. This will encourage sustainable transport choices and be beneficial in attracting businesses to the site that are seeking locations with good transport connectivity.
3.82 We also propose to enhance pedestrian and cycle connectivity between the rail station, the City Centre and the new bus station on North Road through improved paths and signage. These works will be undertaken as part of the planned redevelopment of North Road and the Aykley Heads Strategic Employment Site.
Extending Platforms
3.83 There is a requirement for the platform at Durham Station to be extended in time for the new fleet of longer trains that will be built in Newton Aycliffe as part of the Inter City Express Programme. The longer trains will contribute to increasing the capacity of the ECML. We have already started talking to Network Rail about how this could be physically achieved in the context of the setting of the World Heritage Site setting.
Leamside Line
3.84 The Leamside line is a major opportunity to improve rail services and cross boundary links into the major conurbations north and south of County Durham. It runs for 34km from Tursdale Junction near Ferryhill to Pelaw in Gateshead past the east side of Durham City and Washington. The line was 'mothballed' in 1992 when the ECML was electrified and re-signalled as it was believed at that time that the ECML would be sufficient for forecasted demand. However since 1992, rail patronage has accelerated beyond forecasts and there is now a growing momentum from
38 Durham County Council Durham City Integrated Transport Approach Alternatives to the Private Car 3
businesses (represented by the North East Local Enterprise Partnership), key government transport agencies, including the Highways Agency, politicians and local authorities to re-open the Leamside Line.
Picture 7 Freight Potential on the Leamside Line
3.85 There is evidence that both the ECML(xii) and parts of the A1(M), particularly the Gateshead Western Bypass, are running at or above capacity. The reinstatement of the Leamside Line would be a significant and regionally important piece of transport infrastructure which would provide additional capacity and relieve the existing two track railway between Darlington and Newcastle, improve transport accessibility across the region and provide opportunities for modal shift and the associated environmental benefits this entails. It would also have the added benefit of providing extra capacity for more freight to be transported in and out of the Region making the area a more attractive location for business.
3.86 Because of capacity issues on the ECML, there is a lower frequency of rail services from Durham and Chester-le-Street to Newcastle and York than might be expected. A re-opened Leamside Line would free up capacity on the ECML and help deliver a long held ambition to have a 15 minute interval service to York and Newcastle. An hourly service in both time directions from Chester-le-Street is also an ambition of both the Council and Nexus.
3.87 Estimated reinstatement costs are now approximately £100m as the condition of the track, signals and embankments has deteriorated. This is a major barrier to the reopening of the line. The route of the Leamside Line is safeguarded within the County Durham Plan to ensure that no development takes place which may prevent its future reinstatement. The route has not been allocated as there is still some uncertainly over its deliverability.
3.88 The Council will continue to work with regional partners and the North East LEP to identify opportunities to reinstate the line within the context of the Network Rail 2018 Capacity Review, the InterCity Express Programme (IEP) and High Speed 2 (HS2).
xii ECML 2016 Capacity Review - December 2010
Durham City Integrated Transport Approach Durham County Council 39 4 Managing Traffic
Managing Traffic
4.1 Natural traffic growth across the Plan period and the Spatial Approach for Durham City will have an impact on traffic congestion. Transport modelling for Durham City demonstrates that a modal shift to public transport and more active travel will only partially address the congestion as the City is dominated by car traffic. Therefore to address existing and future traffic congestion and associated air quality issues and to facilitate the development proposed for Durham City we are proposing numerous traffic management measures in and across and around the City;
4.2 The map below demonstrates the number and location of highway improvements that are planned to manage traffic demand. Details of the schemes we are proposing are contained in the following relevant sections.
Map 13 Highway Improvements Planned Acrosss Durham City
40 Durham County Council Durham City Integrated Transport Approach Managing Traffic 4
Urban Traffic Control
Driver Information
4.3 We already have a driver information system which collates data from various sources to enable more effective management of the highway network and also provide traveller information by the sharing and publication of information e.g. journey times, roadworks, weather stations, traffic signal faults, high wind warnings, highways incidents, variable message signs etc. This driver information currently outputs journey time information on our website and there is an ongoing project to increase the types of data we publish.
4.4 The existing car parking space guidance system is to be replaced with New Variable Message Signs in 2013/2014 which shows parking space availability using live vehicle data extracted from the Urban Traffic Management Control system. Additional permanent variable message signs are to be installed on strategic routes into the city in 2014/15 and will be used to display traffic management related messages to drivers.
Urban Traffic Control (UTC)
4.5 In addition to the on-going improvements to our driver information service, we are also proposing significant investment in an Urban Traffic Control (UTC) system specifically for Durham City. As a result of the congestion issues throughout Durham City and owing to its role as a public transport hub, a number of smaller schemes were considered through the Transit 15 programme to address the congestion problems in Durham City Centre, consisting of the introduction of bus lanes and the signalisation of key junctions.
4.6 In response to the current level of congestion and the strategic importance of Durham City, it was considered appropriate to develop a more comprehensive solution. The UTC project, therefore presents a more strategic solution relative to the proposed Transit 15 measures. It was developed in response to the compact highway network which, consists of nine critical junctions (listed in table 5), each including a signal arrangement and/or a roundabout, and the high levels of congestion and delay on that portion of the network.
4.7 The UTC will co-ordinate and optimise the operation of traffic signals throughout the City Centre. This will allow a smoother progression of vehicles through the network which will help increase the reliability of public transport by maintaining predictable journey times.
4.8 UTC will also allow different traffic control strategies to be implemented for traffic management purposes and to help address air quality concerns. The project will require the replacement of roundabouts with traffic signals at three major junctions (North Road, Gilegate Roundabout and Leazes Bowl). The UTC improvements are centrally located and shown as light blue circles on the mastermap.
Durham City Integrated Transport Approach Durham County Council 41 4 Managing Traffic
Map 14 Urban Traffic Control in Durham City
Table 5 - Urban Traffic Control Schmes
No. And Location of UTC Schemes
1 - Nevilles Cross 2 - Hallgrath Street
3 - Elvet/Old Elvet 4 - Leazes Bowl
5 - Gilesgate Bank 6 - Milburngate
7 - North Road 8 - Crossgate Peth
4.9 The coordination of a network of traffic signals in Durham City using UTC involves the signalisation of both Leazes Bowl Roundabout and Gilesgate Roundabout, and the creation of a virtual network of junctions including Church Street / Hallgarth Street, Elvet/Old Elvet, Elvet Puffin crossing and the existing junction at Millburngate roundabout. Further work may well show that the New Inn traffic signals also need to be included in a SCOOT (Split Cycle Offset Optimisation Technique) /UTC system.
4.10 One of the key indicators of a network's performance is the time taken to travel across the network during peak periods. Modelling carried out for the implementation of UTC has shown that on many routes the maximum journey will stay the same during peak periods; buses however will have an additional benefit by virtue of bus lanes. However the period over which congestion occurs and thus the maximum delays which are experienced, has been reduced. In simple terms a motorist currently experiencing a 20 minute delay may still face similar delays with the Scoot system in place, however the number of times per week that such a delay will be experienced will be reduced. However, improvements will be made on key routes such as Sherburn Road to Durham Bus Station and the New Inn to Durham Bus Station.
42 Durham County Council Durham City Integrated Transport Approach Managing Traffic 4
4.11 All existing signals have a considerable degree of intelligence and respond locally to varying traffic conditions. The benefits of UTC are gained from being responsive to traffic over the whole network in a co-ordinated manner.
Durham City Integrated Transport Approach Durham County Council 43 4 Managing Traffic
Parking Management
Parking
4.12 In 2004, when 'A Flexible Transport Strategy for Durham City' was written, parking was one of the key transport areas identified for improvement. At that time, it was perceived as being possibly the most important single element relating to the accessibility of Durham City. There was a perception at this time that parking in the City was expensive and scarce and consequently, the City was inaccessible.
However, since 2004 there has been a major increase in parking availability in the City, making the City a more attractive destination. Park and Ride has also helped ease the pressure on parking in the City Centre.
Park and Ride
4.13 The Park and Ride scheme was introduced in 2006 in response to the 2004 report to provide shoppers, commuters and visitors with a safe, reliable and stress-free alternative to driving into the City. The requirements for long stay parking for workers and visitors is catered for by the provision of 1157 parking spaces across the three sites at Belmont, Sniperley and Howlands. Buses run between the sites and Durham City Centre every 10 minutes.
Map 15 Park and Ride Sites & Housing Sites
4.14 Belmont Park and Ride is located near Junction 62 on the A1 (M). The site provides an alternative entry point for passengers travelling into Durham City who may want to avoid queues on the A690 travelling west into Durham City Centre. The park and ride site was extended in 2011 adding 109 spaces bringing its total capacity up to 533 spaces.
44 Durham County Council Durham City Integrated Transport Approach Managing Traffic 4
4.15 Howlands Farm Park and Ride currently has 330 parking spaces and a bus service that provides a 10 minute frequency to the City Centre. Presently the site operates within its capacity for the majority of operational days. In 2012, outline planning approval was granted for a mixed use development at Mount Oswald which includes 290 residential units together with community buildings, a retail outlet and purpose built student accommodation. The developers of the site agreed (via a Section 106 agreement) to increase the capacity of Howlands Farm by a further 70 spaces and provide finance for a more frequent bus service. This will have benefits for the existing customers and also cater for expected increase in demand in the longer term.
Picture 7 Park and Ride Facility at Howlands Farm
4.16 Sniperley Park and Ride Extension - Sniperley Park and Ride currently has 294 parking spaces. The County Durham Plan requires the extension of the Sniperley Park and Ride to serve the Strategic Development Site at Sniperley Park. The bus service will link Sniperley Park to the strategic employment site at Aykley Heads, the City Centre and the public transport hub at North Road. This extension is now likely to be provided in the short term ahead of the development of Sniperley Park and will consist of 250 additional spaces as shown on the map below.
Durham City Integrated Transport Approach Durham County Council 45 4 Managing Traffic
Map 16 Sniperley Park and Ride Extension
Parking Controls
4.17 Parking controls were first introduced in Durham City in 2000 with the implementation of a Controlled Parking Zone (CPZ). This zone was extended in 2001, 2005 and again in 2007. This area covers 46 streets in the City. The car parking strategy was to limit long term stay car parking in the City Centre so that commuters were more inclined to use public transport or park and ride. This would then free up car parking spaces in the City for short term visitors who wanted to visit the shops or the World Heritage Site, making Durham City more accessible.
4.18 The Council have taken overall responsibility for enforcing parking restrictions on the streets of County Durham. The first phase of Civil Parking Enforcement was introduced in the City of Durham district in 3 November 2008, extending to the north of the County in 2011 and the south in 2013. Further information on the Council's parking enforcement can be accessed at www.durham.gov.uk.
The Durham Road User Charge Zone
4.19 The Durham Road User Charge Zone was introduced in 2002 to reduce traffic congestion and pollution and improve air quality in the pedestrianised historic streets of Durham peninsula. The charge encourages access to Durham peninsula outside of the charging scheme's hours of operation, when the are fewer pedestrians around. This creates safer and more attractive streets for everyone including residents, businesses, shoppers and visitors.
46 Durham County Council Durham City Integrated Transport Approach Managing Traffic 4
Highway Improvements
4.20 Durham City is dominated by private car journeys so modal shift through smarter choice travel, better travel information, active travel and other improvements can only partially alleviate the congestion problems and it is clear that additional highway infrastructure is required. Therefore to address existing and future congestion and air quality issues and to facilitate the development proposed for Durham City we are proposing a number of strategic and minor highway improvements. This section specifically covers Transit 15, the Western and Northern Relief Roads and a number of associated junction improvements.
Transit 15
4.21 Transit 15 aims to provide better accessibility for people through improved bus priority and service improvements on seven key travel corridors linking Durham City with Birtley, Bishop Auckland, Consett, Coxhoe, Crook, Sherburn and Stanley. It includes implementation of around twenty individual schemes where congestion and delay adversely affect bus journey times. The seven corridors builds on past investment in bus stations, bus stops, real-time information, bus priority and new vehicles by the Council and bus operators. Regional funding of £5million was made available to cover the cost of most of the improvements but additional funding may be required to complete the scheme.
4.22 The individual Transit 15 schemes relating directly to Durham City are mapped and listed below.
Map 17 Transit 15 projects on bus corridors to Durham City
Durham City Integrated Transport Approach Durham County Council 47 4 Managing Traffic
Table 6 Completed Transit 15 Projects around Durham City
Location Bus Corridor No. On Map
A177 New Inn Traffic Lights Coxhoe to Durham 1
A691/C57 Junction, Lanchester Consett to Durham 2
A691/C62 Kaysburn Roundabout Consett to Durham 3
A177 Durham High School Junction Bishop Auckland to Durham 4
Unc. North Road/B6532 Durham Stanley to Durham 5
A167 Barley Mow Roundabout/Drum Lane Junction Chester-le-Street to Durham 6
Table 7 Under Construction/Potential Future Transit 15 Projects around Durham City
Location Bus Corridor No. On Map
A167/A693 Northlands Roundabout Chester-le-Street to Durham 1
A181 Gilesgate Bank/Sherburn Road Junction Sherburn to Durham 2
A693/C11 South Moor Traffic Signals Stanley to Durham 3
A691 Leazes Bowl Roundabout Coxhoe to Durham 4
A177 New Inn Bishop Auckland to Durham 5
A690 High Street South, Langley Moor Crook to Durham 6
4.23 The City's priority measures for buses allow easier access to the City Centre and have reduced congestion at peak periods, as well as reducing demand for the limited supply of long-stay parking spaces. The Transit 15 Schemes tend to be smaller scale interventions to support sustainable travel patterns across the County and to provide consistency to public transport journey times. Details of the Transit 15 schemes can be found on the Transit 15 consultation page: http://www.durham.gov.uk/Pages/Service.aspx?ServiceId=7160
4.24 These projects when taken together with the UTC schemes (outlined in the previous section) enable bus operators to achieve more predictable and reliable services.
Western and Northern Relief Road Roads
The Western and Northern Relief Roads are strategic transport interventions that contribute to achieving an integrated transport approach in Durham City.
4.25 As shown previously, natural traffic growth and the impacts of the County Durham Plan would result in an increase in traffic. The impact of the Western Relief Road in 2021 and the Western Relief Road and Northern Relief Road in 2030 are set out in the detailed modelling available in the Durham Local Plan Option Appraisal August 2013. This document forms part of the Plan's evidence base and is available on our website. (xiii)
xiii http://www.durham.gov.uk/Pages/Service.aspx?ServiceId=8233
48 Durham County Council Durham City Integrated Transport Approach Managing Traffic 4
4.26 The Relief Roads have been modelled together with the increase in housing and employment in the City proposed in the County Durham Plan. Modelling (xiv)the future traffic growth allows us to predict where future pinch points will be and allows us to manage the demand for highway space through demand management techniques and infrastructure improvements. For more details please see the County Durham Plan and the relevant supporting evidence.
Other Highway Improvements around Durham City
4.27 As well as the Relief Roads, there are a large number of other highway improvements required to facilitate the expected housing, employment and traffic growth in Durham City. Improving junctions can often have a major impact on improving traffic flow and removing bottle necks even when a road may have to deal with high volumes of traffic.
4.28 Access upgrades and improvements at Belmont Business Park are currently underway and are expected to be completed by the end of 2013. New traffic signals are being installed at the top of the A690 sliproad from the A1 (M) and the carriageway on Broomside Lane is being widened for commercial users. The improvements will deal with the increased traffic flows which will be generated as result of future developments within the business park.
4.29 Priorities for investment to highways and junctions are mapped and listed below. This map also includes Transit 15 improvement schemes and UTC improvement areas.
xiv County Durham Local Plan Option Appraisal - August 2013
Durham City Integrated Transport Approach Durham County Council 49 4 Managing Traffic
Map 18 Highway Improvements Related to the County Durham Plan
Table 8 Durham City Highway Improvements Required
Highway Improvements Required and Map Reference Number
1- Western Relief Road 2 - Northern Relief Road 3 - Sunderland Bridge (Honest Lawyer) junction improvements
4 - Belmont Business Park improvements 5 - Sherburn Road Retail link road 6 - B6302 Broom Lane (Stonebridge to start of Western Relief Road)
7 - A691 Sniperley to Trout's Lane 8 - A167 Park and Ride Link Road 9 - Sniperley Park and Ride extension improvements improvements
10 - A167 Nevilles Cross to Sniperley removal 11 - A167 Nevilles Cross to Sniperley 12 - A167 and A691 link road of traffic signals Toll House Road pedestrian facilities improvements
13 - A691 Sniperley to Trout's Lane roundabout 14 - B6532 Trout's Lane junction 15 - A167 Pity Me roundabout roundabout improvements
16 - City Centre to Framwellgate Moor and 17 - A690 Leazes Bowl and Gilesgate 18 - A691 Framwellgate Peth improvements Arnison Centre walking and cycling roundabout signalisation to County Hall roundabout improvements
19 - B6532 Dryburn Road improvements to 20 - A167 Pity Me roundabout stage 2 21 - Arnison Link Road (Rotary Way) Aykley heads roundabout improvements improvements to Arnison roundabout
22 - Arnison Link Road (Rotary Way) 23 - A181 Sherburn Road signal control 24 - Browney Lane link road signalisation improvements to walking and cycling junction connections
50 Durham County Council Durham City Integrated Transport Approach Managing Traffic 4
Economic/Transport Corridors
4.30 The aim of the Economic /Transport Corridors programme is to improve connectivity, both beyond County Durham and at a local level to support access to employment opportunities. The Economic /Transport Corridors project consists of junction improvements to A roads. The A roads within the County supplement the strategic north – south routes, as well as providing east – west localised connectivity to services and employment. Each corridor has been prioritised for improvement over the period of the Local Transport Plan. The first five prioritised A-roads in County Durham are:
A690 providing linkages between Durham City and Sunderland in the east and Crook and Weardale in the west;
A691 providing connectivity from Consett in the north-west into Durham City;
A692 providing connectivity between Tyne and Wear and the north west of the County;
A693 linking Consett, Stanley and Chester-le-Street; and
A167 linking Chester-le-Street in the north and Newton Aycliffe in the south of the County.
4.31 These corridors were selected because of their importance for the movement of goods and people and therefore the County's economy and also relate to Transit 15 bus services. Three of the five priority Economic/Transport corridors (the A167, the A690 and the A691) connect directly with Durham City and have been prioritised for investment. Some other major highway improvements that are key to the delivery of the County Durham Plan and will improve the key Economic/Transport corridors in and around Durham City, include:
Installation of a Roundabout at Sunderland Bridge (A167/B6300);
Improving Milburngate Bridge for Walking and Cycling Accessibility (A690);
Improvements at Northlands Roundabout, Chester-le-Street; and
Strategic Road network improvements at Junction 63 of the A1 (M) and Park roundabout (A167), Chester-le-Street.
4.32 These schemes relate to the need to increase capacity of the highway network along key Economic/Transport corridors in and out of Durham City and Chester-le-Street which will see extra demand as a result of the natural traffic growth and the proposals set out in the County Durham Plan.
Durham City Integrated Transport Approach Durham County Council 51 5 Conclusions of DITA
Conclusions
5.1 Traffic Growth in Durham City is inevitable. National traffic forecasting predicts that congestion and car use is set to rise. The County Durham Plan also identifies future housing and employment growth in the City. The proposed relief roads and other highway improvements can address future congestion but only as part of a integrated transport infrastructure approach.
5.2 The Durham Integrated Transport Approach (DITA) demonstrates what we are already doing and also identifies a future package of transport measures. They are based around three main themes and can be summarised as follows;
Reducing the Need to Travel
Durham City has the best access to jobs and services and the best transport infrastructure in the County. Locating more development here therefore reduces the need to travel. However, the DITA acknowledges that the City will only remain sustainable if the new Strategic Development Sites include their own facilities and are well connected to existing facilities including shops, employment areas and public transport nearby.
Alternatives to the Private Car
Modal shift is about hard and soft measures. Principally though, its about travel behaviour, which is why we are investing in more education and information which can lead to a change in travel attitudes whereby residents do not automatically consider the car their only option for travel.
We want to make travelling by public transport as accessible as possible which is why we are developing the new strategic development sites on main bus routes into the City. We are also investing in a new bus station that improves the public transport gateway to Durham City and we are proposing a more attractive link to the railway station. On top of this investment, we will continue to talk to train operators and Network Rail about how we can enhance the rail services to and from Durham City. Our aspiration is to have a walk up and go service for residents who want to travel to Newcastle or York. The implementation of the Leamside Line could help deliver this aspiration.
There are several obstacles to more people walking and cycling in Durham City. The existing topography is challenging but we are proposing new development on flat land with good links to cycle routes and facilities. We are making several improvements to the National Cycle Network and critically we will seek to tackle severance issues particularly around the A690. Through-traffic in the City is a major problem and the implementation of the Relief Roads has the potential to re-direct traffic away from the City Centre. This could free up space in the City Centre for more pedestrians and cyclists as well as making buses more reliable.
We are also ensuring that all new Strategic Development Sites incorporate our vision for Cycling Super Routes to improve connectivity around the City.
52 Durham County Council Durham City Integrated Transport Approach Conclusions of DITA 5
Managing Traffic
The Council understands that as the mode share of car use in Durham City is high, that investment in highway improvements is required to accommodate existing and future residents travel demands.
Strategic solutions such as the UTC and the Western and Northern Relief Roads will be implemented as soon as is appropriate. We are also investing in our key Economic/Transport corridors that link Durham City with the wider area. There are other schemes such as Transit 15 and junction improvements which deal with the increase in traffic and allow the new development to occur.
Traffic management is not just about making it easier for those in cars, we will also continue our strategy of investing in our Park and Ride facilities and encouraging visitors and commuters to either leave their car outside the City Centre or to leave the car at home.
5.3 It is important to conclude that while much good work has already been achieved there is still much more that can be done to improve transport options for residents and to realise modal shift. The DITA process should be an iterative process which focuses minds on whats good is about Durham City from a transport perspective but it should also set the challenges that need to be tackled.
5.4 We would welcome comments from all stakeholders about how to take these ideas forward so the transport network can continually improve in Durham City in a sustainable manner.
Question 1
Do you have any comments on the detail of the Durham City Integrated Transport Approach?
Durham City Integrated Transport Approach Durham County Council 53