Local Transport Plan 2011-2016 (LTP3)

Stockton-on-Tees Borough Council Local Transport Plan 2011-2016 (LTP3) Contents

Cabinet Member’s Foreword 1

Executive Summary 2

Introduction 4

Part 1: Transport Strategy 7 1. Overview 7 Part 1a: Tees Valley Transport Strategy 8 2. Connecting the Tees Valley – Statement of Transport Ambition 8 Part 1b: Stockton-on-Tees Borough Transport Strategy 35 3. Introduction 35 4. Supporting Council Policies & Objectives 36 5. Borough Wide Issues & Integration with Other Documents 35 6. Consultation 46 Part 1c: Area Transport Strategies 49 7. Overview 49 8. Central Area Transport Strategy 51 9. Eastern Transport Strategy 56 10. Northern Area Transport Strategy 61 11. Western Area Transport Strategy 65 12. Area Transport Strategy Steering Groups 70 Part 2: Delivery 71 13. Overview 71 14. Funding 72 15. Implementation & Prioritisation 74 16. Performance Monitoring 79 Appendices Appendix 1: Consultation Exercise Appendix 2: Strategic Environmental Assessment (SEA) Environmental Report Supporting Documents Road Safety Strategy Public Transport Strategy Sustainable Transport Strategy Rights of Way Improvement Plan Sustainable Modes of Travel to School Strategy Highway Maintenance Plan Network Management Duty Transport Asset Management Plan Stockton-on-Tees Borough Council Local Transport Plan 2011-2016 (LTP3) Cabinet Member’s Foreword

We are delighted At a local level, and in order to maximise the to present this limited budget available for maintaining and document, improving the transport network, we have Stockton-on-Tees identified the key policy areas of Network Borough Council’s Management & Road Safety, Sustainable third Local Transport (Active Travel), Public Transport and Transport Plan Maintenance (Highways & Street Lighting) which (LTP3), covering the will be priorities for this LTP. These policy areas period 2011-2016. not only tackle local priorities but also contribute As a Local towards the Tees Valley, and the National, Authority we are transport objectives. strongly focussed One major success of the last LTP was the on delivering formation, and continued development of, the effective, efficient Area Transport Strategies (ATS) and associated and quality services for our community and Steering Groups. These strategies and groups highways and transport is one of the key service provide the local community with a chance to areas. However, we recognise that it is vital to influence local transport interventions and consider transport issues no matter what Council prioritise schemes within their area. Over the services are being delivered. We also recognise past five years these groups have implemented that, in the current economic climate, it is more several schemes in their own areas, each important than ever to deliver value for money, contributing to the priorities of their community. something the Council has always strived to These four groups have been a key part of the achieve. We are also conscious of our development of this document and will continue responsibility to protect our natural environment to play a vital role in the delivery of their by reducing carbon emissions and tackling individual strategies and the LTP as a whole. climate change. These issues, along with guidance on National transport policy, have been We look forward to working with the the foundations for developing this plan. Government, the other Tees Valley Authorities and, most importantly, the local communities of The Council has achieved a great deal during the Stockton-on-Tees to deliver this Local Transport first two LTPs (LTP1 & LTP2) and we will look to Plan over the coming years. continue this throughout LTP3. Although this will be challenging in the current economic climate, we believe we have the skills to deliver our transport strategies in an efficient and effective way. Through partnership with the other Tees Valley Authorities and Tees Valley Unlimited we will look to deliver the objectives outlined in the Councillor Robert Cook Tees Valley Transport Strategy, entitled Cabinet Member for Regeneration & Transport ‘Connecting the Tees Valley – Statement of Transport Ambition’. This document quite rightly focuses on the strong link between transport and the economy, a link that is extremely important to the sub-region at present.

1 Stockton-on-Tees Borough Council Local Transport Plan 2011-2016 (LTP3) Executive Summary

This is the third Stockton-on-Tees Local Transport out its programme, including their commitments Plan (LTP3) and will cover the period from April for transport and confirmed that they believe 2011 to March 2016. It will replace the second LTPs are still the best way for authorities to plan LTP which covered the period 2006-2011. transport strategy and delivery. The The LTP process has, by common consent, Government’s priorities are to rebuild the brought about a step change in the way that economy and to reduce carbon emissions. LTPs local authorities plan strategically for transport in therefore need to reflect these two goals. their areas. The LTP is a vital tool to help the local However there is also a commitment to localism, authority strengthen its place-shaping role and devolving more power to local authorities and its delivery of services to the community in the local people. The LTP therefore reflects local context of the Sustainable Community Strategy. challenges and local solutions. This enables other Good transport is a vital factor in building local priorities for transport (and the wider policy sustainable local communities and contributing agenda) to be reflected in the LTP. Indeed these to the achievement of stronger, safer may change over time and will need to be communities, healthier lifestyles, equality and reflected in future reviews of the Plan. social inclusion. Good transport can protect and The third Stockton-on-Tees Local Transport Plan enhance the environment whilst supporting both (LTP3) is made up of two main sections; strategy the local and national economy. and delivery (implementation). The Transport The LTP sets out how local policies and Strategy is intended to set out in broad terms programmes will contribute to the national how transport affects residents and transport transport goals which take account of transport’s users in the Borough and what the Council and wider impact on climate change, health, quality its partners intend to do to address the transport of life and the natural environment. This will related issues faced by people. The strategy has provide a transport system; three separate elements; the Tees Valley Transport Strategy, the Stockton-on-Tees • To support national economic Borough Transport Strategy and the Area competitiveness and growth, by delivering Transport Strategies. reliable and efficient transport networks; The Tees Valley Transport Strategy, entitled • To reduce transport’s emissions of carbon ‘Connecting the Tees Valley – Statement of dioxide and other greenhouse gases, with Transport Ambition’, has a 10-year time scale the desired outcome of tackling climate (2011-2021) as it is intended to look ahead to change; the future and evolve through regular updates to • To contribute to better safety security and take into account changing circumstances. It sets health and longer life-expectancy by out the sub-region’s preferred strategy and reducing the risk of death, injury or illness interventions to support the economic growth arising from transport and by promoting objectives and deliver the necessary transport travel modes that are beneficial to health; services to reflect the changing demands. The • To promote greater equality of opportunity Tees Valley transport challenges are: for all citizens, with the desired outcome of • Improve the journey experience of transport achieving a fairer society; users of urban, regional and local networks, • To improve quality of life for transport users including interfaces with national & and non-transport users, and to promote a international networks; healthy natural environment. • Improve the connectivity and access to In May 2010 the new coalition Government set labour markets of key business centres; and

2 • Deliver quantified reductions in greenhouse The four 5-year Area Transport Strategies (ATS) gas emissions within cities and regional have been developed in partnership with a wide networks, taking account of cross-network range of local stakeholders through the four ATS policy measures. Steering Groups and informed by consultation As part of the development of this document a with the general public. These strategies focus ‘long list’ of interventions was drawn up and we on the localism agenda by allowing local will look to deliver these joint initiatives as and communities to decide on the objectives and when sufficient funding is available. priorities for their area and have a say in developing local transport interventions. The Stockton-on-Tees Borough Transport Strategy has a five-year timescale and sets out The LTP is supported by a series of supporting the aims and objectives for maintaining and documents. These are separate documents and improving the Borough’s transport system. This set out in greater detail many of the issues strategy includes over-arching Council objectives included in the main Plan. The supporting as well as objectives contained within other documents include the Public Transport Strategy, Council Strategies such as the Sustainable the Sustainable Transport Strategy and the Road Community Strategy and the Local Development Safety Strategy. Framework (LDF). The strategy also provides The delivery plan sets out how we will manage, information on the key Borough-wide transport maintain and improve transport networks and policies to be tackled throughout LTP3. These key services to achieve our objectives for transport policy areas are: and to address local problems. This part of the • Network Management & Road Safety; plan includes details of the funding available to deliver the strategy. Below is a summary of the • Sustainable Transport (Active Travel); capital allocation available for the LTP for the • Public Transport; and next four years. Indicative allocations for • Maintenance (Highways & Street Lighting). 2015/16 have not been released. The Stockton-on-Tees Borough Transport Strategy links the strategic Tees Valley Transport Strategy with the local Area Transport Strategies.

Figure 1: LTP Capital Funding Allocations

LTP Annual Block Allocations (£m) 2011/12 2012/13 2013/14* 2014/15* Integrated Transport Block 1.168 1.246 1.246 1.752 Maintenance Block 2.019 2.098 2.027 1.909 Total 3.187 3.344 3.273 3.661

The delivery plan also sets out the principles behind prioritisation of interventions in LTP3 and the targets and indicators used to monitor our performance to ensure that we are achieving our objectives efficiently.

3 Stockton-on-Tees Borough Council Local Transport Plan 2011-2016 (LTP3) Introduction

This is the third Stockton-on-Tees Local Transport Each LTP should set out how local policies and Plan (LTP3) and will cover the period from April programmes will contribute to the national 2011 to March 2016. It will replace the second transport goals which take account of transport’s LTP which covered the period 2006-2011. wider impact on climate change, health, quality of life and the natural environment. This will provide a transport system; • To support national economic competitiveness and growth, by delivering reliable and efficient transport networks; • To reduce transport’s emissions of carbon dioxide and other greenhouse gases, with the desired outcome of tackling climate change; • To contribute to better safety security and health and longer life-expectancy by reducing the risk of death, injury or illness arising from transport and by promoting travel modes that are beneficial to health; • To promote greater equality of opportunity for all citizens, with the desired outcome of achieving a fairer society; • To improve quality of life for transport users and non-transport users, and to promote a The LTP process has, by common consent, healthy natural environment. brought about a step change in the way that In May 2010 the new coalition Government set local authorities plan strategically for transport in out its programme, including their commitments their areas. The LTP is a vital tool to help the local for transport and confirmed that they believe LTPs authority strengthen its place-shaping role and are still the best way for authorities to plan its delivery of services to the community in the transport strategy and delivery. The Government’s context of the Sustainable Community Strategy. priorities are to rebuild the economy and to Good transport is a vital factor in building reduce carbon emissions. LTPs therefore need to sustainable local communities and contributing reflect these two goals. However there is also a to the achievement of stronger, safer commitment to localism, devolving more power communities, healthier lifestyles, equality and to local authorities and local people. The LTP social inclusion. Good transport can protect and should therefore reflect local challenges and local enhance the environment whilst supporting both solutions. This enables other local priorities for the local and national economy. transport (and the wider policy agenda) to be The Transport Act 2000 (amended by the Local reflected in the LTP. Indeed these may change Transport Act 2008) sets out the duty to develop over time and will need to be reflected in future the next Local Transport Plan in time for April reviews of the Plan. 2011. It must include a Transport Strategy and With the above National context in mind, the an Implementation Plan (rolling programme of LTP3 is made up of two main sections; strategy schemes and initiatives with identified sources of and delivery (implementation). Part 1 of the LTP funding).

4 is the Transport Strategy for Stockton-on-Tees. problems. The Delivery Plan also sets out the This is made up of three elements; a 10-year Tees principles behind prioritisation of interventions in Valley Transport Strategy, a Stockton-on-Tees LTP3 and the targets and indicators used to Borough Strategy and four 5-year Area Transport monitor our performance to ensure that we are Strategies (ATS) covering the four strategy areas achieving our objectives efficiently. (based on the four Area Boards of Stockton The Local Transport Plan will also be supported Renaissance, the Local Strategic Partnership) of by a series of Supporting Documents. These will the Borough. be separate documents and will set out in The 10-year transport strategy (2011-2021) for greater detail many of the issues included in the the Tees Valley has been produced by Tees Valley main Plan. The Supporting Documents include Unlimited (TVU, formerly the Tees Valley Joint the Public Transport Strategy, the Sustainable Strategy Unit) in partnership with the five Transport Strategy and the Road safety Strategy. boroughs and is entitled “Connecting the Tees Valley – Statement of Transport Ambition”. It sets out the sub-region’s preferred strategy and interventions to support the economic growth objectives and deliver the necessary transport services to reflect the changing demands. The Council will look to deliver the objectives of this strategy through LTP3. The Stockton-on-Tees Borough Strategy will deliver Borough wide transport objectives. This section will aim to link the strategic Tees Valley Strategy with the very local Area Transport Strategies as well as explaining how local transport interventions can help to deliver key Council objectives included in other strategies such as the Sustainable Community Strategy. This section will also include how LTP3 links to other key transport related strategies such as the Transport Asset Management Plan (TAMP). The four 5-year Area Transport Strategies have been developed in partnership with a wide range In accordance with European Directive of local stakeholders through the four ATS 2001/42/EC known as the Strategic Steering Groups and informed by consultation Environmental Assessment or SEA Directive and with the general public. These strategies focus UK statutory Instrument 2004/1633 on the localism agenda by allowing local (Environmental Assessment of Plans and communities to decide on the objectives and Programmes Regulations 2004) LTP3 requires a priorities for their area and have a say in formal environmental assessment. The purpose developing local transport interventions. of the SEA Directive is to provide for a high level of protection of the environment and to Part 2 of the LTP is the Delivery Plan and covers contribute to the integration of environmental the period 2011-2016. The delivery plan sets out considerations into the preparation and adoption how we will manage, maintain and improve of plans and programmes with a view to transport networks and services to achieve our promoting sustainable development. objectives for transport and to address local

5 The SEA process allows for transparency in To reflect this approach the SEA Scoping Report planning by involving statutory bodies, formed the basis for the Strategic Environmental stakeholders and the public whilst integrating Assessment for both the Tees Valley Transport environmental considerations. The SEA is a policy Strategy and the individual Local Authority aiding rather than a policy making tool. It strategies of Middlesbrough, Hartlepool & ensures that the impacts of the plans and Stockton-on-Tees. The spatial scale covered by programmes are assessed in a structured way to this report reflects the wider Tees Valley City demonstrate that policy development has Region and where relevant covers areas beyond considered environmental impacts. the Tees Valley five local authority boundaries to take account of potential environmental impacts. The purpose of the Scoping Report was to assist in choosing which environmental issues should be included in the SEA. The Scoping Report was submitted for consultation and comments subsequently received. Consultee comments were taken into account by updating the information contained within the SEA Environment Report. The SEA Environmental Report is in Appendix 2. There is also a need for authorities to consider if LTP3 is likely to have a significant impact on a European site. If a significant effect is likely, the plan must be subjected to an appropriate Habitats Regulation Assessment (HRA). However, as the Council’s Local Development Framework (LDF) is the vehicle for delivering the spatial aspects of the LTP, any proposals contained within it that would either impact or maintain the integrity of protected sites have been incorporated into the Council’s Core Strategy. Therefore, the HRA (Appropriate Assessment) undertaken for the Council’s Core Strategy has been deemed sufficient to satisfy this requirement. The HRA can be accessed on the Council’s website. An Equality Impact Assessment in also being undertaken as part of the development of this document.

6 Stockton-on-Tees Borough Council Local Transport Plan 2011-2016 (LTP3) Part 1: Transport Strategy

1 Overview The Transport Strategy is intended to set development of this document a ‘long list’ out in broad terms how transport affects of interventions was drawn up and we will residents and transport users in the look to deliver these joint initiatives as and Borough and what the Council and its when sufficient funding is available. partners intend to do to address the The Stockton-on-Tees Borough Transport transport related issues faced by people. Strategy has a five-year timescale and is The strategy has three separate elements; intended to set out the aims and objectives the Tees Valley Transport Strategy, the for maintaining and improving the Stockton-on-Tees Borough Transport Borough’s transport system. This strategy Strategy and the Area Transport Strategies. will include over-arching Council objectives In January 2011, the Coalition as well as objectives contained within Government launched its’ White Paper on other Council Strategies. The strategy will Local Transport entitled “Creating Growth, also provide information on any Borough- Cutting Carbon – Making Sustainable wide transport issues that will be tackled Local Transport Happen”. This sets out throughout LTP3. This section will aim to what the Government believes is the best link the strategic Tees Valley Transport way, in the short term, to reduce emissions Strategy with the local Area Transport at the local level, using the tools that are Strategies. available to people now, principally by The four 5-year Area Transport Strategies encouraging people to make more have been developed in partnership with a sustainable travel choices for shorter wide range of local stakeholders through journeys. The document also the four ATS Steering Groups and acknowledges that local action is best informed by consultation with the general placed to deliver the early reduction in public. These strategies focus on the carbon emissions, while facilitating the localism agenda by allowing local access to local jobs that will boost communities to decide on the objectives economic growth. Although this LTP was and priorities for their area and have a say already in development when the White in developing local transport interventions. Paper was launched, the principles included within it are recognised The Local Transport Plan will also be throughout this transport strategy. supported by a series of supporting documents. These will be separate The Tees Valley Transport Strategy, entitled documents and will set out in greater ‘Connecting the Tees Valley – Statement of detail many of the issues included in the Transport Ambition, has a 10-year time main Plan. The supporting documents scale (2011-2021) as it is intended to look include the Public Transport Strategy, the ahead to the future and evolve through Sustainable Transport Strategy and the regular updates to take into account Road Safety Strategy. changing circumstances. It sets out the sub-region’s preferred strategy and interventions to support the economic growth objectives and deliver the necessary transport services to reflect the changing demands. As part of the

7 Stockton-on-Tees Borough Council Local Transport Plan 2011-2016 (LTP3) Part 1a: Tees Valley Transport Strategy

2 Connecting the Tees Valley - Statement of Transport Ambition Transport and the Economy The Coalition Government has signalled a number of priorities for its transport The National Infrastructure Plan published programmes. Alongside the effective by the Treasury during October 2010 in prioritisation of public spending on response to the spending review, provides transport and the vigorous pursuit of detailed evidence of the Government’s efficiency, the Government has highlighted commitment to continue to strengthen the the primacy of two transport challenges of nation’s capital assets, including its national importance1, namely: transport system: • Supporting growth by improving the “For the economy to flourish, people, links that move goods and people goods and information must move freely. around our economy; and Businesses across all regions and industries • Tackling climate change through need the right conditions to grow. Reliable policies which deliver technology infrastructure: energy, water, transport, and behaviour that will decarbonise digital communications and waste disposal mobility as we progress through the networks and facilities, are essential to 21st Century. achieve this. Ensuring these networks are Transport is recognised as a key driver for integrated and resilient is vital.” the national economy and a major catalyst for wider economic growth and Indeed it goes as far as to say that there regeneration, as well as having a key have been decades of underinvestment in contributory influence on the climate many cases. It recognises that transport change agenda. Traditionally it has been provides the crucial links that allow difficult to precisely define the benefits and businesses and individuals to prosper and costs that are derived directly from with the right level of investment in the transport in both these areas but recently right infrastructure, an effective transport there has been something of a step network can: change in this respect. • Contribute to fiscal consolidation In 2006 the Stern Review2 confirmed the whilst supporting a competitive risks posed by climate change and economy; concluded that the benefits of early action • Support sustainable economic to tackle this outweigh the potential costs. growth and tackle climate change; The Review proposed that Government and policy to reduce emissions should be based • Promote greater localism. on carbon pricing, development of low- carbon and high-efficiency technologies This commitment to transport is welcomed and the removal of barriers to behavioural although it is vital that the benefits of large change. projects are equitably delivered across the country.

1 Speech by The Rt Hon Philip Hammond MP, Secretary of State for Transport, 10 September 2010, IBM START Conference: Business Summit 2 Stern Review on the Economics of Climate Change, HM Treasury, 2006

8 Soon afterwards, the Eddington Study3, engine for national economic growth, but commissioned by the Department for one that is also greener and safer and Transport (DfT), confirmed that transport improves quality of life in our communities, plays a key facilitating role in achieving in line with the new localism agenda. sustained economic prosperity. In particular it outlined the main mechanisms and provided supporting evidence to show how transport impacts on the economy and, following the Stern Review, it also recognised that full carbon costs must be included in the assessment of transport options. These recommendations have since been fully incorporated into Government thinking over the last few years and have helped to set the agenda for transport policy that has emerged during this period. Crucially both studies have also led to the wider impacts of transport being much better accounted for when transport schemes are appraised. Against this backdrop however, particularly in light of the current financial constraints, the emphasis is as much on getting the most out of existing resources as it is on providing new infrastructure. The Government has identified a new hierarchy for infrastructure investment within the National Infrastructure Plan. Prioritising the maintenance and smarter Improved transport links between use of assets, followed by targeted action international gateways, cities and key to tackle network stress points and economic areas are recognised as vital to network development and, finally, ensure a balanced economic growth across delivering transformational, large scale the whole country. The Government’s projects that are part of a clear, long term continued commitment to the delivery of a strategy. high speed rail network is evidence of this in an ongoing drive to bridge the The benefits to the wider economy of a fit traditional North-South divide. This also for purpose transport network are provides further vital evidence that the undeniable. Creating Growth, Cutting Government feels that major transport 4, the Government White Paper Carbon infrastructure can unlock barriers to launched at the beginning of 2011 has a economic growth. vision for a transport system that is an

3 The Eddington Transport Study: The Case for Action, HMSO, 2006 4 Creating Growth, Cutting Carbon: Making Sustainable Local Transport Happen, DfT, Jan 2011

9 In 2010 the country witnessed the on this, by identifying specific objectives culmination of a sustained and and priorities for transport over the next unprecedented period of global financial 10-15 years, which will help make the recession. As a consequence, the vision a reality. spending review of October 2010 was one of the most severe in history yet despite this, transport budgets, particularly for large capital projects, fared relatively well, being cut by a significantly lower than average level. This confirmed how important transport investment is to the national well being. Over the last few years, largely spearheaded by the Northern Way initiative, (which has represented the interests of local authority areas across the north of England), a great deal of evidence has been gathered which confirms the strong link between transport and the north’s economic future. As a result the Northern Way Growth Strategy promotes transport as a priority area for transformational change and highlights why enhancing connectivity both to and within the north, particularly by public transport, is so important. In the Tees Valley the link between transport, economic growth and regeneration has also been recognised for some time. The Tees Valley Economic and Regeneration SoA , which is the most recent vision for the Tees Valley economy over the next 15 years, highlights the important role that transport will play in facilitating this. The SoA is complemented by the Tees Valley Economic and Regeneration Investment Plan which provides the detailed delivery plan for transport priorities, economic regeneration and housing investments. This document, the Statement of Transport Ambition for the Tees Valley, now expands

10 Tees Valley Transport Challenges

The Tees Valley is one of two city regions at influence that extends into parts of the heart of the North East of England. As neighbouring County Durham and North shown in Figure 2 below, the Tees Valley Yorkshire. The Tees Valley and its wider consists of five local authority districts - sphere of influence has a population of Darlington, Hartlepool, Middlesbrough, around 875,000, of which more than Redcar and Cleveland, and 650,000 live in the five Tees Valley local Stockton-on-Tees - and has a sphere of authority areas.

Figure 2: The Tees Valley

Tees Valley Unlimited (TVU), a partnership has significant economic assets including between the five Tees Valley Local the largest integrated area of heavy Authorities, local regeneration agencies industry in the UK, containing and business leaders, has mapped out its petrochemicals, energy and industrial vision for the Tees Valley through its biotechnology plants of a world scale, the Economic and Regeneration SoA. fourth largest port in the UK, a steel This vision builds upon the successes of the industry specialising in construction steels last decade, including the continued and a world class advanced engineering development of process industries, the industry. There is also a significant export growth of container traffic through economy, focused around the port. The Teesport, the continued growth of the advantageous position on the River Tees service sector, the regeneration of town and associated port related businesses is a centres, and the provision of new major asset. educational infrastructure. The Tees Valley Each of the centres has its own strengths.

11 These include the market town and the North East as a whole and 3.5% mainline connectivity of Darlington, the nationally6, and all five of the local marina facilities and business incubation authorities are within the 30% most space in Hartlepool, Teesside University and deprived of the 354 local authorities the cultural and retail facilities of nationally7. Middlesbrough, the rural and coastal splendour of Redcar & Cleveland and the engineering companies and business connectivity of Stockton5. From this foundation, going forward the two key ambitions are: • to drive the transition to a high value low carbon economy; and • to create a more diversified and inclusive economy. As part of delivering this second ambition, the SoA identifies the benefits of a joined up and connected polycentric Tees Valley. This requires recognition that the Tees Valley as a whole will offer the range of facilities needed to attract growth, but that individual Boroughs will bring their own distinctive advantages to the offer. The development of the SoA responds to The SoA sets out a clear vision for the Tees the critical indicators in the Tees Valley, Valley, one that responds to its economic indicators that compel the overall geography and builds on the strengths of approach adopted to be one that focuses each economic centre. As each centre on the economy, and on tackling the builds on its strengths, it is clear that good socio-economic consequences that arise transport within and between the centres from its relatively poor performance. of activity is vital, be they town centres or These indicators show a clear picture. The industrial complexes, in order that people Tees Valley has an economy that is can access the range of economic, performing less well than the UK as a educational and service opportunities that whole, with the most recent figures 21st Century living offers. showing the Tees Valley’s GVA per head to Hence, this Statement of Transport be only 77% of the national average2. Ambition in turn responds to the SoA, and Unemployment levels are higher than the building on significant work on transport national average, and issues of deprivation in the Tees Valley and wider North East of and relatively poor quality of life are England since 2008, sets the context for widespread. The Tees Valley has 5.8% delivering improved transport networks unemployment, compared with 4.7% in and services in support of the wider vision.

5 Tees Valley Unlimited Economic and Regeneration Statement of Ambition 6 Local Enterprise Partnership: A Proposal, September 2010 7 Based upon the rank of average score

12 Transport Evidence This transport evidence base has been built This last piece of work follows on from the up over the last three years, including: City Region Transport Strategy13 which • An August 2008 study8 by ONE North identified that there was a clear need to East of the evidence supporting the bring together development proposals and identification of transport challenges the required transport improvements with across the North East of England, in a clear forward programme. The response to the Eddington Transport development of the AAP to date has been Study, the Stern report on climate a model of partnership and collaborative change and Towards a Sustainable working at a city region level between Transport Strategy9; and local authority partners and the Highways Agency. The June 2009 DaSTS response from the North East region to Government highlighted the transport challenges facing the North East of England, and identified a number of evidence gaps that needed to be addressed in preparing a robust investment plan going forward. This response to Government outlined a work programme of evidence based study to inform the development of a long term strategy to 2030, and a programme of prioritised investment in transport over the next 10 to 15 years. Three reports produced as part of the first phase of this work programme are of particular • The formal response to government relevance in informing and providing the on Delivering a Sustainable Transport foundation for this transport strategy for System (DaSTS)10 from the North East the Tees Valley, namely: region11; and encompassing work that • The Tees Valley City Region specifically addresses the transport Connectivity and Accessibility Study14; issues that exist in developing a pro- • The North East Strategic Connections active response to the challenges of Study15; and supporting economic regeneration in • The North East Rural Transport and the Tees Valley as set out in the Tees Connectivity Study16. Valley Area Action Plan (AAP)12.

8 North East Transport Priorities Evidence Review, JMP for ONE North East, August 2008 9 Towards a Sustainable Transport System: Supporting Economic Growth in a Low Carbon World, Cm 7226, HMSO, October 2007 10 Delivering a Sustainable Transport System, DfT, November 2008 11 Delivering a Sustainable Transport System - Submission to the DfT from the North East Region: Strategic Priorities and Work Programme, Arup, June 2009 12 Tees Valley Area Action Plan, Tees Valley Unlimited and the Highways Agency, November 2009 13 Connecting the Tees Valley – The City Region Transport Strategy, 2007 14 Tees Valley City Region Connectivity and Accessibility Study, JMP Consultants and Genecon for TVU and the Highways Agency, May 2010 15 North East Strategic Connections, Aecom for ONE North East, May 2010 16 North East Rural Transport and Connectivity Study, Halcrow for ONE North East and ANEC, June 2010

13 The Tees Valley Transport Challenges The Coalition Government has also Key local authority, business and other signalled that it wishes to see strong public sector leaders in the Tees Valley, leadership and autonomy within local through Transport for Tees Valley17, communities, led by local government, prioritised three transport challenges, business and other key stakeholders. In based on the national transport challenges transport, many issues that can be tackled in place prior to May 2010. The three at the local level emerge, and indeed the challenges remain consistent with the Coalition Government has identified that Coalition Government’s primary goals for social justice and quality of life are transport. important outcomes that improved transport can deliver. These local These commonly agreed challenges are: challenges include road safety, local • Improve the journey experience of network management, highway transport users of urban, regional and maintenance (including management of local networks, including interfaces local infrastructure assets), and the delivery with national & international of local infrastructure that supports active networks; travel such as walking and cycling. • Improve the connectivity and access to Tackling each of these challenges through labour markets of key business local action will contribute to delivering centres; and outcomes that are important within each locality, and will help to enhance health • Deliver quantified reductions in and quality of life in local communities greenhouse gas emissions within cities across the Tees Valley. and regional networks, taking account of cross-network policy measures. The evidence supporting these three challenges has been examined in detail within the earlier 2010 study programme, and has identified a number of detailed issues, which in turn have influenced the identification of options to tackle the transport challenges within the Tees Valley. The three challenges are considered in the following sections and can be summarised as follows: • Resilient Network Connectivity; • Access to Employment; and • Reducing Carbon Emissions.

17 Comprising Cabinet Members and Senior Officers from the Local Authorities of Darlington, Hartlepool, Middlesbrough, Redcar & Cleveland and Stockton-on- Tees, as well as representatives of Government Office North East, One North East, the Association of North East Councils (ANEC), the Highways Agency, Network Rail, the Environment Agency, PD Ports (as owners of Teesport), Peel Holdings (as owners of Durham Tees Valley Airport), the North East Chamber of Commerce (NECC), the Confederation of British Industry (CBI), Arriva, Stagecoach, Northern Rail, Durham County Council and North Yorkshire County Council

14 Resilient Network Connectivity The transport priorities that flow from this directions. This presents a challenge to challenge are strongly influenced by socio- create and sustain a viable public transport economic evidence, and the performance network and has resulted in an over of the existing Tees Valley transport reliance on the use of the private car. network. Maintaining and improving transport links This comprises of issues on two levels, to London is important to help capture namely: potential productivity benefits. Recent 18 • Travel patterns and journey work commissioned by ONE confirmed experiences on urban, regional and that improved links to other city regions local passenger networks providing including the two national capitals and local accessibility for a range of Leeds, would provide economic benefits to purposes (closely related to the the North East. ODPM research on core 19 challenge on access to labour cities asserts “that an indication of markets); and physical connectivity is given by the fastest available journey times to London by rail”. • Freight and passenger movements to 20 and from national and international An earlier ONE report demonstrated that gateways to the Tees Valley. international airports are vital infrastructure that contribute to the Good international and national linkages competitiveness and prosperity of regions are important as the Tees Valley economy (both in terms of business and inward grows. Some of the industries are, as tourism). Durham Tees Valley Airport noted earlier, nationally important, and (DVTA) has, in common with other good rail and road connectivity into and regional airports, seen a decline in beyond the Tees Valley is fundamental to passenger numbers. Retention and the continued success and future growth modest growth of existing markets in the of these industries. future is vitally important for the Tees Current Position Valley. DVTA had a throughput of 288,296 The economic geography and peripheral passengers in 2009 representing a nature of the North East region as a whole significant decline from 2008, when the is one of the greatest challenges and this is passenger throughput was 645,13821. In particularly true for the Tees Valley, as it particular the KLM Amsterdam service is contains a number of centres within a very fundamental to the airport as the small area. This lack of a single dominant connectivity to a major international hub is commercial centre has transport vital to local business - the core market for implications and means that good the airport. interconnectivity is vital for the Tees Valley Located on the East Coast Main Line to function effectively. Consequently, the (ECML), Darlington is the main interchange communities within the Tees Valley are hub in the Tees Valley for national and highly interdependent with intense inter-regional rail connections, making it a commuting and other flows in multiple ‘gateway’ for rail journeys into and out of

18 North East Transport Priorities – Evidence Gaps Study, Steer Davies Gleave for ONE North East, 2009 19 State of the English Cities, ODPM, 2006 20 North East Transport Priorities Evidence Review, JMP for ONE North East, 2008 21 CAA data, 2009

15 the Tees Valley. Rail patronage on routes and a half hours to London. In terms of to and from the Tees Valley highlights the internal connectivity, Eaglescliffe offers importance of this key main line link with important supplementary rail access over 360,000 annual return trips from options to London and the south from the Darlington to London stations22. Middlesbrough-Stockton conurbation and Movements to London stations are less eastern parts of the Tees Valley. pronounced from the east of the Tees From Middlesbrough, Thornaby and Yarm, Valley, with only 33,000 annual return trips important links are available to York (which from Middlesbrough, for example. provides further links to London and the However, in comparison to its excellent south), Leeds and the North West north-south connectivity, Darlington is (including Manchester Airport) However, relatively inaccessible from other key links within the vicinity of Middlesbrough centres within the Tees Valley. Journey station are operating close to capacity in times to Darlington from Middlesbrough terms of train paths, due to an extensive and Stockton (as adjacent key centres) are and frequent freight train operation which relatively poor, taking between 40-60 exists alongside an intensive passenger rail minutes by public transport23, compared to service. The current Middlesbrough-York a journey time of 19-23 minutes for car journey times along this line are also a travel24. There are, for example, currently constraint. no direct train services from Stockton to Rail patronage in the Tees Valley has grown Darlington – passengers have to change at at a considerably higher rate than that of Thornaby station, a journey which would the North East as a whole, or nationally. take between 35 and 50 minutes. This However, rail journey times are currently relatively poor east-west connectivity by uncompetitive compared with the car rail within the Tees Valley impacts on the within the Tees Valley, as is illustrated by external connectivity of the Tees Valley as a the Darlington example above. Given the whole and reduces the attractiveness of predicted increase in car ownership in the the excellent north-south links from Tees Valley, this advantage of car journey Darlington to potential users from the rest times is likely to generate increased trips of the Tees Valley. Capacity issues at on the road network. Therefore, it is Darlington are currently acting as a imperative that rail services are enhanced, constraint to enhancing these local rail to ensure that rail is a competitive links. The Eureka timetable has delivered a alternative. number of enhancements to local services, however this uses up all available capacity. Besides high fares, rail passengers in the region consider capacity, punctuality and External connections from the Tees Valley frequency of trains to be below to London (via Northallerton, Thirsk and expectations. Recent research25 reported York) are also provided by the Grand that service availability on Sundays, early in Central services from Hartlepool and the morning and late in the evening is Eaglescliffe. Four services a day are often poor. This evidence emphasises the currently offered on this route, with importance of a number of factors in journey times of between three and three ensuring the competitiveness of rail. These

22 Office of Rail Regulation / Northern Rail LENNON 2009/10 data 23 Accession output, including walk time between town centres and stations and any wait times 24 AA online route planner, accessed October 2010, does not include walk time between car park and destination 25 North East Strategic Connections, Aecom for ONE North East, May 2010

16 include competitive journey times, issues regarding freight access to and from increased frequence, better information, Teesport. improved interchange and other journey Container traffic being transported by rail experience issues. (rather than by road) is not only consistent Teesport is by some margin the most with the UK’s sustainability aims, but is important port in the North East, and in also much more cost-effective for freight 2009 the fourth most important port by operators. However, there are severe goods lifted in the UK. Teesport is not only constraints for unitised (i.e. container) an important asset to the local Tees Valley traffic that prevents full access between economy, but represents a significant Teesport, the ECML and beyond. The regional and, indeed, national asset. problem lies in the present rail gauge There is a significant opportunity and clearance limitation on potential routes to justification for the development of a the ECML and on the ECML itself. Figure 3 deep-sea container terminal in the north of shows current rail gauge clearance, England. To realise the full potential of this illustrating that the local rail network opportunity, PD Ports is developing a £300 linking Teesport to the national rail million deep-sea container terminal on the network has gauge clearance no better south bank of the River Tees, which will be than W8 at present, and the ECML itself is known as the Northern Gateway only W9. To ensure that the potential of 26 Container Terminal (NGCT). However, the rail freight is realised, W9 loading gauge proposal to expand the container side of clearance on rail links can be tolerated the port’s operation raises fundamental economically, but W10 clearance is optimal27.

Figure 3: Tees Valley Rail Gauge Clearance

26 The W9 gauge allows small deep-sea containers and restricted European containers and swap-bodies. 27 W10 gauge accommodates 9'6" deep-sea containers

17 Rail gauge clearance is not an issue Agency to deliver an agreed network isolated to the Tees Valley. The national management strategy to ensure that the network is just as important, given the network remains fit for purpose. wide marketplace for Teesport across the Aggregated traffic flow data indicate that whole of northern England and Scotland. traffic levels rose steadily from 2000 to It is therefore critical to ensure that the about 2004 across the Tees Valley. This wider network is also of adequate gauge. trend follows the economic growth The main north-south road links to the experienced in this period, with more trips Tees Valley are provided by the A1(M), a accessing the Tees Valley in general, and key national motorway network link for specifically in key employment growth the west of the City Region, while the east areas (such as Darlington and Hartlepool). of the City Region is served by the A19(T). Traffic flow data show that there has been The main east-west links are provided by variability across the Tees Valley, with a the A66(T) and A174(T). wide range of growth rates dependent These key links provide the main source of upon location. Counts to the north of the strategic trip making for the Tees Valley, Tees Valley, across the South East Durham delivering vital connectivity to the North and Teesside to Hartlepool “screen lines” East and the rest of the UK. show the highest growth rates. Since The strategic function of these links will 2004, traffic levels have remained broadly need to be maintained and enhanced with static, with a combined growth in traffic of certain improvements still required on the around 11% over the decade. A1(M) and A66(T) to bring these strategic The network map shown in Figure 4 below routes fully up to the required standard. is from the Tees Valley TRIPS model, The Tees Valley will continue to work in showing the 2010 morning peak hour. close partnership with the Highways This illustrates how current congestion is focused in the Strategic Road Network.

Figure 4: 2010 Tees Valley Strategic Road Network Congestion

18 Whilst the Tees Valley does not suffer from worsens, there is a risk that this could widespread traffic congestion to the same ultimately stifle economic growth. extent as some city regions, there is Key Issues congestion on localised sections of the local and trunk road networks. The evidence on current use of, and the Congestion is evident on critical routes quality of journey experience on, the such as the A19-A66 interchange transport networks in the Tees Valley leads encompassing the Tees flyover and links to to the following issues being identified: Middlesbrough, A19 south of Wynyard, • The importance of links to London and and the A1053 access to Teesport and the rest of the English regions to the important local arterial roads. This south, especially neighbouring represents a significant threat to local, Yorkshire, and the role that Darlington regional and national economic priorities, can play as the gateway to the Tees and serves to reduce economic potential, Valley, especially for rail services; especially at peak times. • The importance of Teesport and good road and rail connections to the port, including on wider national and regional networks, as well as good direct local access; • The threat posed by rising car ownership and use, with the potential for this to grow quickly as the economy improves, leading to increased congestion and other adverse impacts from growing car use, including environmental impacts. What we have done The Tees Valley Metro project continues to be the main focus for future rail enhancements in the area. The key long Of particular significance is the congestion term outcomes that Tees Valley Metro will on the A19 northbound carriageway deliver are: exacerbated by traffic accessing the • A service frequency of 15 minutes Wynyard Park development. This between Darlington and Saltburn, and congestion could affect access to Seal between Hartlepool and Nunthorpe Sands and the North-South Tees Area during the working day - compared proposals, hindering access and the with 30 - 60 minutes today; distribution of goods, potentially stifling • Darlington to Saltburn end-to-end regeneration proposals for the area. journey time of no more than 48 There is also a build up of trips on a minutes - compared with 53 minutes number of radial routes leading to today; Darlington centre and rail station, with • Additional tracks to provide sufficient potential negative implications for access capacity to meet the demands of the to this important gateway to the Tees next 20 - 30 years, including freight Valley. If congestion in the Tees Valley movements;

19 • A new station at Durham Tees Valley Scheme, comprising a number of Airport, replacing the existing Teesside highway improvements to improve Airport station; access to the area of Middlesbrough • Additional new stations at Morton north of the A66 including Riverside Palms, Teesside Park, Middlehaven, Park and the Middlehaven The Ings, Nunthorpe Parkway, James development site; and Cook University Hospital and Queens • The roundabout interchange at the Meadow; A19(T)/A174(T) has been signalised on • Improvements to existing stations; and the three trunk road approaches, capacity has been improved on the • Newer, lighter trains. A174/A1053/B1380/Western Gateway Whilst these outcomes remain valid, a Roundabouts in association with the pragmatic approach has been taken with Northern Gateway Improvement and the project split into different phases linked improvements are to be made to the directly to timescales for likely delivery. South Tees Eco Park access. Phase 1 of the Metro project comprises ‘early win’ schemes for which funding has been secured and are either now complete or under/approaching construction. These schemes include: • Eaglescliffe station – new ticket office, improved passenger waiting facilities, accessibility improvements and an extension to the existing car park. • Hartlepool station – improved passenger waiting facilities, accessibility improvements and a new bus/rail interchange. • Middlesbrough station – a new entrance to the north of the station, linking to the Boho and Middlehaven developments. • Thornaby station – accessibility In addressing issues on the strategic road improvements. network, £3.9 million of funding has been A number of targeted local highway secured towards the delivery of the first network improvements have been phase of the Network Management delivered as the first stage of tackling this Strategy, which will see the Highways challenge. These include: Agency install traffic lights at five entry slip roads along the A19 and A66. This Tees • The Darlington Eastern Transport Valley Ramp Metering scheme, which will Corridor, linking Haughton Road to help to improve the efficiency and the A66. Improving links from operation of the core trunk road network Darlington to the East and opening up at peak times, has gained full funding development land; approval and is programmed to be • The North Middlesbrough Accessibility delivered by the Highways Agency on

20 behalf of the City Region partners by April • A enhanced station at Redcar Central, 2011. The scheme is to be funded including new fully accessibility routes, through the Community Infrastructure improved passenger facilities at the Fund (CIF), enabling important housing station, bus/rail interchange, pick- growth to be delivered across the Tees up/drop-off facilities, and three new Valley that may otherwise have been pedestrian links – one each to the new delayed due to impacts on the strategic civic quarter, to the town centre and network. new seafront and to Redcar & The five Tees Valley Authorities have also Cleveland College. worked with the Highways Agency and • A new station at James Cook transport operators to develop an overall University Hospital, which offers a strategy for building up an Urban Traffic wide range of district general hospital Management and Control (UTMC) system services and specialist services to the that will support the area's future Tees Valley, South Durham and North transport needs. The base system is Yorkshire. expected to be operational in 2011. In addition there is committed investment for rail infrastructure improvements in the Tees Valley to ensure that the network is capable of accommodating 9’6” freight containers. This mainly involves platform alterations or changes to rail signals with the largest single scheme being the partial reconstruction of the overbridge at Dinsdale rail station. Upgrading the freight rail network to W10 gauge clearance standard will unlock constraints on the growth of PD Ports logistics platform at Teesport, which will create 1,000 direct jobs over the next ten years. With the implementation of the rail gauge enhancements and the associated works to the passenger network, PD Ports is aiming What we will do for a 20% mode share by rail once the Phase 1A of the Tees Valley Metro project new facility is open. includes the following early deliverables for There are a number of critical rail which detailed funding bids have been infrastructure improvements identified submitted to Government: within the rail investment Control Period 4 • A new east side entrance to to 2014 that will benefit businesses and Darlington Bank Top station, including communities within the Tees Valley. a fully accessible new footbridge link However, funding remains a consistent to the station, bus/rail interchange barrier to delivery of many of these facilities, pick-up/drop-off facilities and improvements, which include Boldon East a new pedestrianised link to the Curve reinstatement, York-Northallerton Central Park development site and the and Northallerton-Eaglescliffe line speed residential areas along Yarm Road. increases, and Stillington Branch signalling and line speed improvements.

21 Beyond 2014, Phase 2 of the Tees Valley management, junction improvements and project is planned to include track capacity capacity enhancements both within the and signalling improvements along the Tees Valley as outlined within the Darlington to Saltburn line (providing east Implementation Plan and on the national – west connections), with new stations networks (e.g. A19 roundabouts in established at Morton Palms (Darlington), Sunderland and the A1 Leeming-Barton). Durham Tees Valley Airport, Teesside (retail In addition to this we will: and leisure) Park, and the Ings in Redcar, in line with future developments. There will • Promote the enhancement of bus and ees Valley Bus also be improvements to existing stations coach networks. The T Major Scheme (included in detail along the route, and an examination of the within Chapter 4) aims to deliver best means of replacing life-expired rolling improvements to the journey stock to allow increased frequencies whilst experience of bus users and will minimising any increase in operating costs. provide a local urban network which Phase 3 is then planned to deliver track interfaces with other national and capacity and signalling improvements international networks; and along the line running between Hartlepool • Promote the enhancement of cycling and Nunthorpe (providing north – south and walking networks, including their connections) including new stations at use for shorter journeys and Queens Meadow Hartlepool and integration with bus and rail networks Nunthorpe Parkway, together with for longer journeys. improved facilities and information at other stations along the route. Service frequency increases are also included within this phase. As part of the re-franchising process, which is likely to involve longer franchise awards from 2013 onwards, we will lobby strongly to ensure that some of these improvements, particularly those relating to new/improved rolling stock and certain investment at stations, are included within the specification of the appropriate new franchise(s). It is anticipated that the required investment in gauge enhancement across the wider rail network, to complement the committed works to Teesport, will be delivered though the freight or line-based Route Utilisation Strategies at the national level. Further highways solutions will be developed to accommodate an improving economy and mitigate against rising congestion. This will include network

22 Access to Employment The polycentric nature of the Tees Valley necessarily all in one place. means there isn’t a single dominant centre The future spatial priorities identified by of commercial activity. The economic TVU suggest that this polycentricism will strategy for the area should aim to become more pronounced as the Tees stimulate growth and regeneration by Valley develops. This will accentuate the focussing on existing town centres and key need for good connections to, from and employment sites. Each of these locations between the diverse labour markets and will then play to its strengths rather than other local services. compete against one another, meaning that the Tees Valley will have all the The polycentric nature of the labour necessary services and facilities, but not markets is shown in Figure 5 below:

Figure 5: Key Tees Valley Labour Markets

Whilst highway and rail network hour trip making patterns in the Tees enhancements (as discussed in more detail Valley shows that car commuting accounts in the previous chapter), along with for a higher proportion of journeys to work improved facilities for active travel will be in the Tees Valley than in the North East as important, it will be fundamental to a whole, which is in turn at higher levels improve access by local bus in tackling than in the UK28. This is despite car access to employment. ownership levels in the Tees Valley being Current Position lower than the national average (although slightly higher than the North East as a Evidence on journeys to work and peak whole).

28 Department for Transport, National Travel Survey 2007-2008

23 In contrast, car ownership in the Tees sustain viable bus networks. As a Valley is forecast to rapidly increase (at a consequence, the bus network across the higher rate than the national average), and Tees Valley is not particularly well co- this gap is forecast to close significantly by ordinated, a characteristic resulting from a 2021 when only 27% of Tees Valley history of piecemeal network households are likely to have no access to development. However, bus inter- a car, compared with 34% in 2001. This connectivity will be important to support compares to a figure of 23% nationally. the Tees Valley’s economic strategy, which During this time, growth in the number of focuses on economic specialisation within two and three car households in the Tees different areas. Valley is forecast to be significantly higher Bus punctuality across the Tees Valley is than the national average as car ownership also declining with all five districts 29 grows from a low base . continuing to fall short of the Traffic This signals the threat posed by rising car Commissioners' desired performance ownership and use, with the potential for target of 95% of buses being on time. this to grow quickly as the economy There is a complex range of operator- improves, leading to increased congestion exclusive and multi-operator tickets and other adverse impacts from growing available to public transport users in the car use, including environmental impacts. Tees Valley, which act as a barrier to Approximately 90% of the Tees Valley’s increasing use. Opportunities for workers live in the Tees Valley and each simplification as an encouragement to new centre is relatively self-contained, with high and existing users, including the evolving levels of trip making being confined within north east integrated smart ticketing each district30. More recent evidence from system, should be looked at as part of the Tees Valley TRIPS model, (which measures to improve the attractiveness of includes updated data from more recent public transport services in the Tees Valley. surveys over the last decade), Due to their relative location on the demonstrates that this high level of self- periphery of the Tees Valley, Darlington containment of trips in the Tees Valley and Hartlepool in particular have relatively remains. poor public transport connectivity to other It is clear that local bus services will be vital labour markets within the Tees Valley. in tackling this challenge. In recent years Figure 6 illustrates Hartlepool’s lack of decline in bus patronage has been connectivity with only journeys from the significant, from 44.2 million passenger surrounding urban area involving a travel journeys in 2002/03 to 36.9 million in time of 20 minutes or less. 2009/10. Despite declining patronage, the bus remains the most important form of public transport in the area in terms of passenger numbers and distance travelled. The lack of a single dominant commercial centre has made it more difficult in the Tees Valley than elsewhere to create and

29 Connecting the Tees Valley – The City Region Transport Strategy, 2007 30 ONS, Census 2001

24 Figure 6: Public Transport Access Time to Hartlepool Town Centre

Comparatively, Stockton has good connectivity within the 40 minute travel time boundary by public transport, which includes Middlesbrough, Hartlepool, Darlington centre and Redcar. This is illustrated in Figure 7.

Figure 7: Public Transport Access Time to Stockton Town Centre

25 However, using the example of Stockton, a directly, but for the whole of the North of centre with relatively good public transport England. Growth of port centric connectivity, car journey times between warehousing and distribution at Teesport Stockton and other principal centres are has already contributed significantly to the considerably lower than an equivalent local economy, and has the potential to journey on public transport. For example develop further on the Teesport estate. 10 minutes to Middlesbrough, 21 minutes Around 2,000 people are already to Hartlepool and 20 minutes to employed on the port, and coupled with Darlington31. the existing and future distribution related Furthermore, evidence shows that some of jobs there is a pressing need for good the economic regeneration priority transport links to the area from both locations in the North-South Tees Area Middlesbrough and from Redcar and East have exceptionally poor accessibility by Cleveland. public transport from the Tees Valley as a There is increasing pressure to provide high whole32. quality, frequent public transport services Teesport itself and the opportunities in to Teesport if the area is not to become associated economic sectors in and around reliant on car access for employment and the port estate represent a major economic economic opportunities. Existing public opportunity, not just for the Tees Valley transport accessibility to Teesport, or more pertinently the absence of such access, is

Figure 8: Public Transport Access Time to Teesport

31 AA online route planner, accessed October 2010, does not include walk time from car park to destination 32 collated in the Tees Valley City Region Connectivity and Accessibility Study, JMP Consultants and Genecon for TVU and the Highways Agency, May 2010

26 The North East Rural Transport and Key Issues 33 Connectivity Study assessed the role of The evidence on existing journey to work transport in widening access to economic patterns and the quality of transport and social opportunities within the diverse networks in supporting access to rural communities across the region. The employment in the Tees Valley highlights study presented three case study areas, the following issues: one of these being East Cleveland, an area on the periphery of the Tees Valley. East • A range and choice of transport to key der to Cleveland is an area of significant labour markets is important in or provide opportunity for everyone to contrasts, with considerable variation in access appropriate employment; accessibility to economic and social opportunity, serving to heighten • Car use is higher than the national inequalities across the area. average for commuting, options that provide alternatives or manage The consultation and analysis of evidence demand need to be developed before in East Cleveland identified a series of rising levels of car ownership reinforce common challenges that influence these patterns; transport and accessibility issues in rural communities, namely: • Economic specialisation within the Tees Valley as part of the vision for • Access to employment and other regeneration is likely to reinforce the services – the availability of public Tees Valley’s polycentric form, hence transport in remote locations is a major barrier to accessing the sustainable transport solutions that increasingly limited employment support this economic vision to opportunities, particularly for those provide better quality links between who do not have access to a car; centres will be vital; and • Awareness and perception of travel • The availability of public transport in options – negative perceptions of remote locations is particularly limiting public transport services and job opportunities for those who do availability even in relatively accessible not have access to a car. locations; What we have done • Cost of transport – a key barrier to Significant progress has already been made accessibility in rural areas, particularly to some aspects of the local bus service in for those on low incomes or working improving access to local employment. part-time and for young people Many of the improvements also have a accessing education, leisure and part- significant positive impact on access to a time work; and wide range of opportunities throughout • Involvement of the transport sector – the day, not simply employment. transport consistently represents the The bus operators continue to invest in main barrier facing rural communities. new vehicles. For example, Arriva The transport sector needs to be visibly introduced over 50 new buses in 2010, involved in demand-led approaches to equivalent to around one fifth of their Tees providing access to a range of Valley fleet; 15 new Stagecoach buses, opportunities. predominantly branded for use on their

33 North East Rural Transport and Connectivity Study, Halcrow for ONE North East and ANEC, June 2010

27 key inter-urban service 36, linking network, to bring about a quality, stable Middlesbrough with Stockton, Billingham and sustainable system that offers an and Hartlepool, entered service by the end effective alternative to the private car. of September 2009; and bus replacement However, all services will benefit to some at Leven Valley has continued with the degree from the measures. fleet being the first in the Tees Valley to be New infrastructure delivered as part of the fully low floor and wheelchair accessible. scheme includes the completion and Real time journey information is being opening of Hartlepool Interchange in rolled out on some of the main bus August 2010 and improvements to corridors. All Arriva and some Go North Mandale Gyratory and Marton Road. East services now feed real time What we will do information into the call centre journey planner, traveline-txt (the text messaging The provision of a range of bus services to service), as well as the mobile internet new and emerging employment NextBuses service, enabling passengers to opportunities is fundamental if these jobs receive live data for short notice journey are to be accessible to people across the enquiries. Tees Valley, regardless of whether they own a car. The Connect Tees Valley web site, managed by TVU, provides information on A Quality Partnership Agreement between all modes of transport in the area, operators and the local authorities is being including holding the current timetables developed. Designed to recognise and for all public transport services operating in protect the current investment by the bus the Tees Valley as well as details of operators, and to ensure that this forthcoming service changes, both continues alongside the ongoing delivery permanent and as a result of road works of the Tees Valley Bus Network and events. Improvements. A major Tees Valley Bus Network In addition to this we will: Improvements scheme is being progressed • Continue to develop the Tees Valley by the local authorities in partnership with Metro project to improve connections bus operators Arriva and Stagecoach. This to and between employment centres; will provide a comprehensive series of bus • Improve the reliability of the highway priority measures, improved passenger network through the Network waiting facilities, consistently high quality Management Strategy; specification for vehicles, and measures to • Ensure that development is facilitated improve information and ticketing on core at pinchpoints: Wynyard (A19/A689), bus routes across the Tees Valley. This Portrack Lane Relief Road and scheme achieved final approval from the Redcar/Northern Gateway; and DfT in June 2010 confirming that £37.5 million of central Government funding • Recognise and enhance the role of (£57.6m in total) would be made available. cycling and walking networks in This is now being delivered over a five year catering for shorter commutes. period to 2015. The investment is being focused largely on the core, frequent and commercially provided tier of the hierarchical bus

28 Reducing Carbon Emissions As the UK and its constituent local for Energy and Climate Change37 shows authorities seek to address the impacts of that in 2007 carbon emissions were climate change, it is also important that approximately 6.7 million tonnes transport does not add to the changing In 2007, most emissions in the Tees Valley climate through further emissions of (4 million tonnes, or 59% of total greenhouse gases. This remains one of the emissions) came from industry38. The main tenets of national transport policy overall decline is largely due to contraction under the Coalition Government, which and refinement of industry in the Tees has signalled the importance of both Valley over the last decade. However, technological improvements and Figure below shows carbon emissions from behavioural change in reducing carbon industry in the North East are still 34 emissions from transport . significantly greater than the average for Partners in the Tees Valley have identified England. In contrast, the North East has that it is important to develop economic the lowest per capita emissions from and spatial plans and supporting transport transport (with the exception of London). systems in the future that do not add further to problems with respect to our changing climate. Significant contributions to reducing CO2 from transport can be delivered through tackling local trips, through the promotion of active travel such as walking and cycling for short trips, and through targeted programmes of smarter choices. Targeting energy use in the transport system, such as the management of the use of lighting may also contribute to reductions. Current Position Forecasts for climate change indicate that adverse weather conditions are likely to be more frequent in the future, which has implications for the North East of England’s transport infrastructure35. In 2005, the Tees Valley’s total carbon emissions were around 20 million tonnes (across all sectors, around 7 million tonnes if emissions regulated under the EU Emissions Trading Scheme are excluded)36. Recent data published by the Department

34 Speech by The Rt Hon Philip Hammond MP, Secretary of State for Transport, 10 September 2010, IBM START Conference: Business Summit 35 North East Climate Change Adaptation Study, Royal Haskoning for sustaine, 2008 36 Tees Valley Climate Change Strategy 2006-2012, Tees Valley Climate Change Partnership, 2007 37 UK 2007 local authority carbon dioxide emissions, Department for Energy and Climate Change, November 2009 38 UK 2007 local authority carbon dioxide emissions, Department for Energy and Climate Change, November 2009

29 Figure 9: 2007 English Carbon Dioxide Emissions Note: LULUCF represents land use, land-use change and forestry

The Tees Valley Climate Change Strategy, Tees Valley than the national average. published in 2010, includes a target Road transport emissions per capita for the reduction of greenhouse gas emissions of Tees Valley are higher than for both the 21% by 2020 against a 2005 baseline. North East and the UK. Road transport This will align the strategy and action plan emissions per capita are particularly high in with the Climate Change Act 2008 and Middlesbrough and follow a uniform method of measurement. Stockton-on-Tees. Whilst current emissions from road There are a range of measures that will transport are comparatively small contribute to reducing carbon emissions compared to those from other sectors (1.3 from transport. The 2009 Carbon million or 18% of total)39, it is important Reduction Strategy for Transport40 stresses not to ignore the significance of road that whilst technological and efficiency transport - a contribution that will improvements are important, they will not represent a greater proportion of emissions themselves be sufficient to reduce carbon over time as programmes to reduce emissions to the extent needed. emissions from industry take effect. The Such technological improvements include use of private vehicles (diesel and petrol the use of electric and low emission cars) accounts for 65% of total road vehicles; the development of a recharging transport emissions. This is despite car network for such electric and plug-in ownership being considerably lower in the hybrid vehicles; the development of

39 Tees Valley Climate Change Strategy, 2010-2020 40 Carbon Reduction Strategy for Transport, Low Carbon Transport: A Greener Future, DfT, July 2009

30 sustainable biofuels and alternative fuel approximately 50kg of CO2 in 2008, sources; and improved broadband compared to 200442. This estimate used coverage to help reduce the need for per capita changes in car driver kilometres travel. Alongside technological for trips <50km from the weighted improvements, cultural and behavioural dataset, and emission factors published by changes are fundamental to achieving the Defra/DECC based on an average-sized car. reductions in carbon emissions necessary, At a town-wide level and accounting for whether by changing travel behaviour increases in population, there was a itself, or making the decision as an combined estimated saving of 17,510 individual or society as a whole to invest in tonnes of CO2 per annum in 2008 across lower carbon technology. Important all three towns. Whilst this figure only aspects of this behavioural change include reflects reductions in car driver distance on the use of active travel modes and lower journeys of less than 50km, it is equivalent emission alternatives, influencing driving to a reduction in UK average annual per behaviour through applying “eco driving” capita emissions from car driving of techniques, and enforcing speed limits. approximately 4.4% for journeys of all A wide range of measures aimed at lengths. influencing travel behaviour and cultural Key Issues change are now firmly established in the The evidence on carbon emissions from main stream of transport planning in the surface transport in the Tees Valley shows: UK. Known as Smarter Choices (after the • The private car is responsible for the report of that name41), this is a range of interventions aimed at encouraging a majority of carbon emissions from land greater use of active travel and less based travel, and trends suggest that environmentally damaging travel modes, transport is the one sector where whilst reducing the need to travel in carbon emissions will continue to rise, general. These techniques are based options need to address the threat around persuasion, realising the posed by rising car ownership and use importance of positive incentives, rather on these trends than punitive measures, to encourage What we have done behaviour change. There has been a significant record of It is important, however, to emphasise that achievement across the Tees Valley in targeted programmes of Smarter Choices delivering programmes of activity that measures can deliver a range of improved promote less environmentally damaging outcomes across the community, including and lower carbon forms of transport. individual and community wide health These include: benefits from increased walking and • Darlington Local Motion project, cycling, local environmental benefits, and a funded initially by the DfT’s range of equity and social justice benefits. sustainable demonstration town Estimations based on household surveys programme, but continues to deliver suggest that the Sustainable Travel Towns sustainable transport improvements; programme (implemented in Darlington, • A range of cycling initiatives such as Peterborough and Worcester) resulted in doitbycycle.com, an online cycle annual per capita carbon savings of journey planner, Bike-it training in

41 Cairns, Sloman, Newson, Anable, Kirkbride and Goodwin, Smarter Choices – Changing the way we travel, DfT, July 2004

311 schools, the Active Travel project, the • Reduce the carbon emissions from the Stockton Active Travel Hub, and a range of Tees Valley bus fleet in partnership events through the year; with the major bus operators, through • The continued improvement of the Bus Network Improvements and pedestrian and cycle facilities; through improved rolling stock for Tees Valley Metro. • The Darlington Cycle Demonstration Town project; • Workplace and school travel planning across the Tees Valley; and • Roll-out of electric vehicle charging points through the Office for Low Emission Vehicles (OLEV) Plugged-In Places programme43. Many of the small scale initiatives being delivered across the Tees Valley described above continue to be rolled out. Whilst important to the Tees Valley as a whole, much of this activity is either borough specific or on a local community scale and will be therefore delivered through the LTPs. What we will do Tees Valley-wide programmes of Smarter Choices measures, on a scale akin to that delivered through the Local Motion programmes to 2009, will provide the impetus across the Tees Valley to deliver significant travel behaviour change. These include personalised travel planning, marketing and information. In addition to this we will: • Promote a modal shift from private car to bus and rail use through, marketing and awareness raising, allied to service quality improvements and bus stop and rail station improvements through the Bus Network Improvements and Tees Valley Metro; and

41 Cairns, Sloman, Newson, Anable, Kirkbride and Goodwin, Smarter Choices – Changing the way we travel, DfT, July 2004 42 Sloman, Cairns, Newson, Anable, Pridmore and Goodwin, The Effects of Smarter Choice Programmes in the Sustainable Travel Towns: Summary Report, 2010 43 ONE North East website news item, 25 February 2010

32 Delivering the Transport Ambition There is a clear need to continue to competitiveness, building on the work improve both external and internal already undertaken with the Highways connectivity of the Tees Valley. The £70 Agency and Network Rail. million already secured up to 2014 will go Based on the evidence, issues and a long way to developing a reliable and commitments described previously, to integrated bus, rail and strategic road enhance the connectivity of the Tees Valley network. to support our economic and regeneration It is vital that links from our key assets at ambitions, we will: Teesport and Durham Tees Valley Airport to • Continue to invest in our bus network national and international hubs and alongside the 20 or so routes that will markets are maintained and built upon to benefit from significant investment in support our global industries. Rail and road the next five years, examining cost links between the Tees Valley and London effective ways to provide linkages to and other city regions should also be the core commercial routes that will enhanced and journey times reduced in benefit from this investment, and order to optimise the accessibility of the developing an integrated smart Tees Valley to national markets. ticketing system alongside other Enhanced connectivity within the Tees partners in the North East; Valley is equally important to ensure that • Work with the rail industry to secure residents and visitors can access the development of Tees Valley Metro employment, education, health care, retail, to use the rail network in a much more leisure and other key opportunities, not efficient way to connect our main just within each community or authority centres, service the new industries and area but across the area as a whole. As develop strategic park and ride residential, retail and employment areas opportunities, with greater scope for continue to be redefined, the ability to the negotiation of future rail franchises move around the Tees Valley quickly and to provide services that better meet easily continues to be of vital importance, the needs of future users rather than particularly to the significant proportion of relying on historic patterns of demand the population who do not have access to and scheduling; private transport. • Provide targeted highway It is vital, for both businesses and for infrastructure investment to support individual travellers, that the resilience of specific development proposals and our transport networks is maintained and improve the management of the enhanced. A degree of certainty/stability strategic road network as part of a relating to journey time and network joint development plan agreed with condition is vital in the day to day the Highways Agency; and transport decision making for both • Continue to enhance links to and from individuals and businesses. It can also be our national and international key to long term locational decisions made gateways including Teesport and by businesses. The provision of resilient Durham Tees Valley Airport. and reliable transport networks is therefore vital to the Tees Valley’s future economic We would wish to promote a joint

33 investment planning approach between transport, and by promoting travel the Tees Valley and the national agencies, modes that are beneficial to health. and to devolve responsibility for the The five Tees Valley Local Authorities’ third appraisal of smaller scale strategic projects Local Transport Plans outline transport (below £20 million) to local partnerships to strategy and delivery at a local level. These speed up the delivery of those agreed will be monitored and delivered by each priorities that unlock private sector individual Local Authority. investment. The Statement of Transport Ambition: Implementation Plan sets out the packages/schemes which will deliver this Statement of Transport Ambition. It will be kept up-to-date in line with changing development assumptions and funding opportunities and will be monitored by TVU. The Tees Valley Economic and Regeneration Investment Plan sets out an ambitious but realistic programme of public sector investment which recognises the significant reductions in public spending over the period to 2014/15 whilst building a strong economic case for investment through the Regional Growth Fund to unlock barriers to private sector growth. This will be led and monitored by the TVU Leadership Board. At a local level, the Tees Valley Local Authorities will: • Look to invest in “smarter choices” measures, to reduce car travel (and hence greenhouse gas emissions) and increase access to services for all those within the Tees Valley; • Continue to maintain existing walking, cycling and highway networks to an appropriate standard, to maximise their reliability and functionality; and • Deliver road safety measures and education to contribute to better safety, security and health, and longer life expectancy by reducing the risk of death, injury or illness arising from

34 Stockton-on-Tees Borough Council Local Transport Plan 2011-2016 (LTP3) Part 1b: Stockton-on-Tees Borough Transport Strategy

3 Introduction The previous Section (Chapter 2) provided LTP3. Also, it aims to describe how other the strategy for the Tees Valley Sub-Region transport related documents, such as the which the Council is fully committed to Asset Management Plan interact with the implement; however, there are other LTP and how these documents will Council objectives that local transport compliment each other to deliver interventions can help deliver. This Section objectives. aims to provide details of Council The Strategy will be supported by a series objectives that appear in other policies and of supporting documents. These will be strategies, such as the Sustainable separate documents and will set out in Community Strategy, and to explain how greater detail many of the issues included the LTP can provide a contribution to in the main Plan. The supporting meeting these objectives. documents include the Public Transport This Section will also explain any Borough- Strategy, the Sustainable Transport wide transport issues and how these will Strategy and the Road Safety Strategy. be addressed throughout the lifetime of

35 4 Supporting Council Policies & Objectives Sustainable Community Strategy the ambition within the Economic, The Sustainable Community Strategy sets Regeneration & Transport theme to provide out the targets to be achieved through “improved transport networks” but will effective partnership working between help to deliver other ambitions as transport public and private sector organisations, impacts on the majority of the themes. voluntary and community sector groups, Local Development Framework local businesses and the residents of the The Local Development Framework (LDF) is Borough. It is produced by the Stockton a collection of documents that sets out the Renaissance Partnership Board and is the Council's policies for meeting the successor to Stockton's Community Plan. community's economic, environmental and The current strategy runs until 2021 so ties social aims for the future, where this in with the life span of the LTP. The affects the development and use of land. strategy includes a vision for the Borough: Broadly speaking the LDF consists of the • Stockton-on-Tees driving Economic Council’s Core Strategy which is Renaissance at the heart of a vibrant underpinned by a series of Development Tees Valley city-region, Plan Documents (DPDs) which in turn are • An enhanced quality of place, supported by a series of Supplementary including renewed town centres and Planning Documents (SPDs) (Further improved local neighbourhoods, information on these can be found on the Council’s website). The role of transport in • Enhanced well-being and achievement delivering the LDF is covered in detail in for local people. the Core Strategy and supporting The strategy focuses on five important documents where appropriate. This LTP will areas, the Core Themes; look to implement any actions required to • Economic Regeneration and Transport, deliver the objectives of the SPD’s, DPD’s and the Core Strategy. • Environment and Housing, Local Economic Assessment (LEA) • Safer Communities, The sub-national review of economic • Children and Young People, development and regeneration (SNR), • Healthier Communities and Adults. completed by HM Treasury in 2007, These core themes are supported by a identified a new duty for local authorities series of Supporting Themes; to complete a Local Economic Assessment. This was progressed through legislation as • Stronger Communities, part of the Local Democracy, Economic • Older Adults, Development and Construction Bill and • Arts, Leisure and Culture. became a requirement from April 2010. To tackle these, ambitious and challenging The evidence base used to produce this programmes have been drawn up, with assessment has identified the strengths, clear targets to measure success. It is weaknesses, opportunities and threats of recognised that LTP3 will play a key role in the local economy. Findings from the delivering the overall vision and ambitions assessment will be incorporated into the contained within each Core Theme. The Council’s service delivery and in setting LTP will naturally have a direct impact on strategic priorities for the future. The

36 document will also enable more effective Climate Change Action Plan 2009-2020 representation for the borough in sub- Stockton Borough Council’s Climate regional and regional plans such as the Change Action Plan was revised in 2009 to Tees Valley City Region Business Case and bring it into line with the Government’s the Integrated Regional Strategy. Climate Change Bill of 2008. The Climate As part of the assessment, the economic Change Action Plan for Stockton aims to geography of Stockton has been explored. mitigate the Borough’s to contribution This section investigates areas such as towards, and adapt to the impacts of public & private transport, transport climate change. The plan pledges to infrastructure, travel flows and sustainable reduce emissions within the Borough by travel to assess their current and future 21% by 2020, and also puts in place impact on the local economy. As shown in actions to ensure preparedness to deal the Tees Valley Transport Strategy, the links with the effects of climate change. Action between transport and the economy are is addressed across all sectors – business, extremely important to the sub-region and domestic, transport and waste. this LTP will recognise this key issue. Covenant of Mayors Tees Valley Climate Change Strategy. The Covenant of Mayors is a European The Tees Valley Climate Change Commission led project which unites Partnership was launched in 2005 and towns and cities across Europe with a consists of the five Tees Valley Authorities, common environmental purpose. It aims to The Environment Agency, Renew@CPI, allow local authorities to work together, Tees and Durham Energy Advice Centre sharing ideas and strategies to create (TADEA), The Energy Saving Trust, The energy-efficient and low-carbon cities. Clean Energy Management Advice Centre This commitment requires local authorities (CLEMANCE) of Teesside University and the to develop a Sustainable Energy Action Tees Valley Primary Care Trusts. Plan (SEAP) which goes beyond the The Tees Valley Climate Change Strategy objectives set by the EU for 2020, reducing 2010 falls in line with Government targets the CO2 emissions by at least 20%. to reduce greenhouse gas emissions by All 12 local authorities in North East 20% by 2020 and 80% by 2050. The England have committed to the Covenant, strategy will coordinate and communicate making the North East of England the first best practice in achieving emissions region in the UK and Europe to sign up to reduction, reducing the risks of climate this ambitious initiative. This will allow the change and developing the opportunities region to bid collectively for funding to associated with tackling climate change deliver the ambitious targets set out in the across the main economic areas of SEAPs housing, business and travel as well as in Stockton’s Sustainable Energy Action Plan the natural environment. Each of the Tees pledges to reduce emissions by 21% and Valley Climate Change Partners has includes action in the following areas: developed a climate change action plan which feeds into the aims of the Tees • Built environment, including new Valley Strategy. buildings and major refurbishment;

37 • Municipal infrastructure (district Older Peoples Strategy heating, public lighting, smart grids, This strategy sets out the Councils vision etc); for the period 2007-25 and aims to ensure • Land use and urban planning; that all services have considered the needs • Decentralised renewable energy of older people, and that older people can sources; access, on an equitable basis with the rest of the Stockton population, services that • Public and private transport policies meet their needs. Transport is consistently and urban mobility; highlighted as a key issue for older people • Citizen and, in general, civil society and the LTP will look to work closely with participation; older people through forums such as the • Intelligent energy behaviour by Over 50’s Assembly to ensure their views citizens, consumers and businesses. influence future decisions on local transport interventions. Local transport, through the LTP, has a major role to play in delivering the Joint Strategic Needs Assessment objectives of the Tees Valley Climate (JSNA) Change Strategy, associated action plan The Joint Strategic Needs Assessment and the Covenant of Mayors. In particular, (JSNA) is a joint document between the LTP, and supporting documents, will Stockton Borough Council and North Tees look to encourage the use of sustainable PCT. This JSNA summarises the efforts of transport for local journeys, thereby many people through a range of different reducing carbon emissions and helping to mechanisms to identify, define and address deliver the Climate Change Strategy. the wider health and well-being needs of Children and Young People’s Plan the people of Stockton Borough and the strategic direction to meet those needs. The Council’s Children & Young People’s Although this document is likely to be Plan 2009-12 sets out the outcomes that superseded, the work between the Council we aim to achieve for children, young and the PCT, particularly in terms of people and their families in Stockton-on- transport, will continue through work on Tees. It identifies the key priorities to sustainable transport and active travel as achieve these outcomes and the range of these have key health as well as transport strategies and plans that will help in the benefits. delivery of these outcomes. It is recognised that LTP3 has a role to play in helping to deliver the priorities of this plan. The annual programme of interventions will look to achieve this where possible through, for example, continuation of cycle and pedestrian training in schools and providing safe routes to school. The Sustainable Transport Strategy and Road Safety Strategy will be key documents in delivering against the objectives of this plan.

38 5 Borough Wide Issues & Integration with Other Documents In 2008, the Government released the beneficial to health; publication Delivering a Sustainable • To promote greater equality of Transport System (DaSTS) which followed opportunity for all citizens, with the an earlier document, Towards a desired outcome of achieving a fairer Sustainable Transport System published in society; 2007 in response to the Eddington Study • To improve quality of life for transport and the Stern Review. The DaSTS users and non-transport users, and to document outlined the Department for promote a healthy natural Transport’s (DfT’s) five goals for transport, environment. focusing on the challenge of delivering strong economic growth while at the same The DfT’s Local Transport Plan (LTP) time reducing greenhouse gas emissions. Guidance, published in 2009, asked local The goals for the transport system, which authorities to consider their contribution to take full account of transport’s wider the national transport (or ‘DaSTS’) goals as impact on climate change, health, quality over-arching priorities for their LTP’s. In of life and the natural environment, are order to understand the importance of below. these goals to the residents of Stockton-on-Tees, we included questions • To support national economic on these in all elements of consultation for competitiveness and growth, by delivering reliable and efficient this document. Further details of this transport networks; consultation are shown in Appendix 1. The consultation on these goals showed that • To reduce transport’s emissions of residents agreed that the goals were valid carbon dioxide and other greenhouse and were of relatively equal importance gases, with the desired outcome of with all of the goals supported by over tackling climate change; 80% of those surveyed. Figure 10 shows • To contribute to better safety security the results from a questionnaire circulated and health and longer life-expectancy to the Council’s Viewpoint Panel Members by reducing the risk of death, injury or of which 501 completed forms were illness arising from transport and by returned. promoting travel modes that are

Q1: Please tell us how important you think these goals are on a scale of 0 to 10, where 0 = 'not at all important' and 10 = 'extremely important' (% Responses)

100% 90% 80% 70% 60% 81 86 92 89 50% 95 40% 30% 20% 11 10% 9 7 9 2 4 0% 3 6 4 4 Reduce carbon Support economic Promote equality of Contribute to beer Improve quality of life emissions growth opportunity safety, security and health

not important (0 - 4) Neither (5) important (6 - 10) Figure 10: Viewpoint Panel Member Questionnaire – Result of National Transport Goals Question

39 Following a change in Government in May the approach to manage the network to 2010, the DaSTS publication, and the benefit of users. The Network associated studies, were effectively ended. Management Plan sets out the processes However, the new Government, prior to that the Council employs to meet its’ issuing any firm policy on Transport, Traffic Management Duty and outlines confirmed that the key over-arching how the Council performs its network policies represented by the DaSTS goals management duty across the whole were still valid and that is to provide a organisation. The main principles of the transport system that helps to grow the plan are to consider the needs of all road economy and tackle carbon emissions, users, co-ordinate roadworks and events while not neglecting other important on the highway, reduce traffic growth and priorities, including road safety, collect information to measure the effects affordability, accessibility, and people’s of the plan. health and well-being (through more For details of the plan see: cycling and walking, for example). http://www.stockton.gov.uk/citizenservices/ With these results in mind, this LTP will aim transport/highways/highwaysmisc/network to implement local transport interventions _plan/ that deliver on all of the over-arching Road Safety is an area of high importance objectives proposed by DaSTS and re- for the Borough’s residents. The long term iterated by the current Government. In Road Safety Strategy aims to build upon order to achieve this, Borough wide our existing experience and continue to interventions will be planned around reduce the incidence and severity of several key policy areas. These areas have casualties on the Borough’s roads. After been selected using feedback from the years of improving the quality of our road consultation exercise, experience during environment, road collisions are still LTP1 & LTP2 and the various interventions reported on a daily basis. With 95% of discussed in the Tees Valley Transport collisions nationally attributed to human Strategy. These areas will have their own error and very few local safety schemes strategies which will be supporting identified for implementation, Road Safety documents to this LTP; however, a brief Education Training and Publicity has a overview of each area is described below. critical role to play in modifying road user’s Some policy areas that are included in the behaviour and skill deficiencies throughout Tees Valley Strategy are not included below the course of LTP3. as we believe it is more appropriate and The Government has made it clear that it efficient to deal with these issues at a Tees believes that Local Authorities have a Valley level. central role in reducing the impact of road Network Management & Road Safety casualties on the community, as nearly In order to fulfil the objectives of the Tees 90% of reported injury collisions occur on Valley Transport Strategy and the National locally managed road network. The transport goals, it is essential that the Council will focus improvements in the Council manages the current transport following areas. network effectively and efficiently. • Pedestrian and cyclist casualties Together with other Local Transport • Motorcycle casualties Authorities (LTAs) in the north east of England, the Council has produced a • Child casualties in deprived areas Network Management Plan which sets out

40 • Drink Drive and seatbelt behaviour Borough currently have a travel plan. compliance Through review of the objectives, targets • Road users behaviour to Illegal and and associated actions of these plans we inappropriate speed will achieve positive modal shift to active travel. For details on the strategy and delivery plan see: Throughout the course of LTP3 we plan to http://www.stockton.gov.uk/citizenservices/ implement targeted individualised travel transport/roadsafety/ marketing (ITM) to wards in the Borough with high levels of car usage and quality Sustainable Transport (Active Travel) sustainable transport infrastructure exists. Active travel is the overarching name given The findings of DfT Sustainable Travel to the promotion of walking and cycling as Towns project show that using ITM can transport modes. Today’s modern lifestyle lead to a 10-14% reduction in single encourages low activity levels, with work occupancy vehicle trips. and leisure both becoming more sedentary To complement active travel we will also in nature. In the UK, 25 million people deliver complementary smarter choices travel to work every day and most, around both through the travel plan process and 71%, choose to do so by car. People spend on a wider basis, promoting and 8% less time walking and cycling than implementing car sharing schemes, car they did a decade earlier. Currently cycling clubs, bus use, and travel awareness accounts for only 2% and walking 23% of campaigns. journeys under 5 miles. Through investment in education, publicity, and For details on the strategy and delivery infrastructure we aim to increase active plan see: www.stockton.gov.uk/ltp3 travel on journeys under 5 miles to school, to work, and for general trips. School, workplace and residential travel planning provide the opportunity to deliver a package of measures to encourage use of alternatives to single-occupancy car-use. Such a plan for example, could include: car sharing schemes; a commitment to improve cycling facilities; a dedicated bus service or restricted car parking allocations. It might also promote flexible-working practices such as remote access and video conferencing. Travel plans can offer real benefits not only to the organisation, but also the community that surrounds it. It may help to relieve local parking or congestion problems or improve public transport connections across the area. In schools we will use the travel plan process to encourage the whole school community to travel by sustainable and active modes. 96% of schools in the

41 Public Transport Maintenance (Highways & Street Throughout the lifetime of LTP2, and Lighting) during the consultation exercise for this Road maintenance was identified as the document, public transport is an issue that main area where improvement was was constantly discussed. Improvements in required from the consultation exercise public transport were identified as one of with 78% of respondents classing it as a the main transport improvements required main concern. This figure may be slightly locally, second only to improved road higher than normal due to the adverse maintenance. This was further emphasised weather conditions experienced in the during the consultation event, discussed months prior to, and during, the further in Chapter 6. The Council has also consultation exercise when significant gained regular feedback through the damage was inflicted on the Borough’s Stockton-on-Tees Public Transport Forum roads. However, the issue of maintenance which meets quarterly and allows is clearly an important one for the members of the public to receive updates residents of the Borough and the Council on current public transport projects as well believes it has had a good maintenance question the main bus service providers. record throughout LTP2 with both National This forum has proved invaluable to bus Indicators related to road maintenance (NI users, bus operators and the Council and 167 & 168) on track to meet the will continue throughout LTP3. challenging targets set. From all the feedback received it is clear As part of this LTP the Council will look to that public transport provision is a very continue to maintain the transport important issue for the residents of network to a high standard. In order to Stockton-on-Tees. The Council’s Public achieve this, the LTP will deliver the Transport Strategy will provide the detailed objectives and action plans associated with objectives and an action plan for delivering three key documents; Highways against this key policy area and this LTP will Maintenance Plan, Highway Network look to deliver that strategy through the Management Plan and the Transport Asset Implementation Programme (detailed in Management Plan (TAMP). Chapter 15). However, the majority of The Highways Maintenance Plan is a key implementation concerned with public document in ensuring that those transport in the first 2-3 years of this LTP responsible for delivering the service are will be delivered through the two sub- aware of the Council’s requirements, regional projects, namely the Tees Valley procedures and processes. The Tees Valley Bus Network Improvements (TVBNI) and Councils have collaborated to produce a Tees Valley Metro. The Public Transport generic “Highway Maintenance Plan” with Strategy will also include information on each authority tailoring the document to Education Transport and Health & Social reflect their inspection regimes and Care Transport. procedures. The Highway Maintenance For details on the strategy and delivery Plan has been developed on the key plan see: www.stockton.gov.uk/ltp3 principle of Best Value and Risk Assessment, supported by the themes of a

42 robust regime of safety inspection and a The TAMP is a strategic document that is planned investment programme based on intended to develop and improve the way whole life costs. The Plan encourages co- that the highway management and ordination and consistency in the delivery maintenance functions are carried out of the local highway maintenance service within the Borough. It will allow the and aims to facilitate the sharing of best authority to take a longer-term approach practice. The implementation of this plan to highway management and allow for the will significantly contribute to the optimal allocation of resources based on objectives of this LTP. customer needs and demands. It is further The Network Management Plan sets out intended that the implementation of the the processes that the Council employs to plan will necessarily involve the active meet its’ Traffic Management Duty and participation of all the key stakeholders outlines how the Council performs its within the borough of Stockton including; network management duty across the staff, management, council members, whole organisation. The main principles of other interested bodies and perhaps most the plan are to consider the needs of all importantly the people of Stockton. road users, co-ordinate roadworks and Figure 11 opposite, shows how the events on the highway, reduce traffic interventions associated with each of these growth and collect information to measure policy areas will contribute to the goals the effects of the plan. described above. For details of the plan see: http://www.stockton.gov.uk/citizenservices/ transport/highways/highwaysmisc/network _plan/

43 & health Transport Goals Transport                 Emissions Growth of Opportunity security safety, quality of life Policy Area InterventionsPolicy Area Reduce Carbon Support Economic Equality Promote Contribute to better the Improve Network Management & & Management Network Road Safety (integration with spatial planning, engineering based road safety measures, education, training & publicity) Transport Sustainable (walking & cycling planning, travel schemes, smarter choices) Transport Public Improvements ‘soft’ (infrastructure, TV TVBNI, measures, Metro) Highway Maintenance & Lighting Street Figure 11: Contributions to transport goals

44 Other Issues Access Issues There are a series of other issues that have The council is aware of several key Borough wide importance but do not employment and development sites that necessarily fit within the key policy areas currently have access problems or have the discussed above. These are still important potential to experience access issues issues that the Council will look to tackle should they be developed further. In through the lifetime of this LTP. These particular, access to Seal Sands and issues are briefly described below: Teesside Retail Park are currently an issue Rural Transport Issues and, if developed further, access to Wynyard Business Park could be a major Throughout the last LTP, the Council has problem. The council recognises the been working closely with the Tees Valley importance of these issues and will Rural Community Council (TVRCC) to continue to work throughout the lifetime better understand the issues faced by of LTP3 to investigate possible solutions. residents in the rural areas of the Borough and how, if possible, the Council can tackle these issues. In particular, the Council is engaged in the Tees Valley Community Transport Forum, led by TVRCC, to try to identify opportunities for the introduction of small scale transport services for small numbers of passengers. We will continue to work with TVRCC throughout the period of LTP3 on rural transport issues across the Borough. Freight As already discussed in the Tees Valley Transport Strategy, freight transport is a key issue for the on-going development of the Tees Valley. The Council recognises the importance of good freight links, especially considering the number of industrial areas within the Borough. The Council will continue to support these vital links but also recognises some of the issues caused by Heavy Goods Vehicles (HGVs) travelling through residential areas. We will work throughout the period of LTP3 to support the freight industry accessing the Borough as well as investigating any issues caused by HGVs in residential areas.

45 6 Consultation The current Government has made it clear Strategic Environmental Assessment that engagement with local communities is (SEA) Consultation a vital part of local transport planning. It is The SEA Scoping Report was produced for vital that the needs of the local community consultation with Statutory Environmental are fully understood. Consultation has Consultees (Natural England, Environment been one of the cornerstones of the Agency and English Heritage). The report development process for this LTP. There was also made available to interested have been various consultation exercises parties who were not statutory consultees undertaken as part of this process and for comment. The results of the these are discussed briefly below. consultation process fed into the Tees Valley Transport Strategy Consultation assessment of alternatives and options. The development of this document was led The Consultation period for the Scoping by Tees Valley Unlimited and largely report ran from 12th October 2010, with followed previous work done as part of the all responses to returned by 16th Tees Valley City Region Connectivity & November 2010. Comments were invited Accessibility Study as well as the North East on a series of consultation questions with Rural Transport & Connectivity Study. Both comment on any other aspect of the of these studies involved input from each Scoping Report or SEA process if of the Tees Valley Local Authorities but also appropriate. from a wide range of stakeholders from Local Consultation - Stage 1 across the Tees Valley and the wider North The first stage of the local consultation East including: exercise aimed to gather information to • Department for Transport (DfT) better understand the views the public • Government Office for the North East; have on current transport provision and how they would like to see the network • Association of North East Councils improved during LTP3. There were various (ANEC); elements to this stage of the consultation • One NorthEast; and these are discussed briefly below. • The Highways Agency; and Internal Consultation • Network Rail Initially, a review of other policy areas The development was also informed by the within the Council was undertaken to previous Tees Valley City Region Transport understand the role transport has to play Strategy. The evidence collected as part of in all aspects of services provided by the the two studies, and key issues from the Council. To compliment this, presentations previous strategy, were used to develop a were made to Council Officers which, draft document that was issued to the Tees following subsequent discussions, Valley Local authorities for comment. The highlighted any issues or challenges that final strategy was signed off by the Officers felt needed to be addressed in the Transport for Tees Valley Board on 25th LTP. The vast majority of these were January 2011. concerned with how transport impacts on other service areas and how the LTP can

46 contribute to achieving Council objectives. Youth Viewpoint Panel Questionnaire Web Based Questionnaire To compliment the Viewpoint Panel In order to gain an initial understanding of Questionnaire, a similar questionnaire was the needs of the local community, and to sent to members of the Council’s Youth establish their views on priorities for Viewpoint Panel. Over 60 responses were transport interventions, a web-based received to the questionnaire and a questionnaire was produced. In total, 40 summary of the responses is shown in responses were received to this Appendix 1. questionnaire. Each question, along with Area Transport Strategy Steering any comments received, and graphical Groups summaries of responses to each are shown Area Transport Strategies (ATS) have played in Appendix 1. a vital part in the delivery of LTP2. Each of Viewpoint Panel Questionnaire & the four areas; Central, Eastern, Northern Independent Consultation Event and Western, have an ATS Steering Group In conjunction with the web based who oversee the development and delivery questionnaire, a more concise of their strategy. Further details can be questionnaire was sent to the Councils found in Part 1c. The role of these groups Viewpoint Panel which is a panel of will continue during LTP3 so they have around 1,750 residents helping to make been a major part of consultation during the Borough a better place to live, work, the development of this document. There study and visit by giving their views on, are Steering group meetings held twice a among other things, Council services. The year for each of the four areas and these purpose of this questionnaire was twofold; meetings were used as part of the firstly, it allowed the Viewpoint Panel to consultation exercise. The ultimate aim of have an input into the development of the the consultation with the ATS Steering document and secondly, to ask the panel Group was to establish the priority members if they would be willing to take objectives for the four strategies for the part in a consultation event. In total, 501 next five years. However, as well as this responses were received to this consultation, the consultation event questionnaire and, of those; around 100 discussed previously was conducted in indicated that they would be willing to such a way that responses received on that take part in a consultation event. day could be fed directly into these strategies. Following on from the Viewpoint Panel questionnaire (described above) an Local Development Framework independent consultation event was held. As well as the consultation exercises The event was facilitated by an external carried out as part of the LTP development, organisation to ensure that attendee’s it was recognised that a great deal of views were not influenced in anyway but consultation had recently been undertaken also to ensure that the event did not in developing various elements of the Local become a question and answer session Development Framework (LDF). This between Council officers and attendees. A consultation raised a number of issues total of 50 residents attended the event concerned with transport and a review of and a report on the event, including a these was undertaken. As this LTP will look summary of responses to the questionnaire to deliver the objectives of the LDF these is included in Appendix 1. issues need to be fully understood.

47 Local Consultation - Stage 2 On-going Consultation The second stage of the local consultation The Council recognises that, although the exercise focussed on the draft LTP3 consultation undertaken for this document document that had been developed has been extensive, it is imperative that following the Stage 1 consultation. there is continuous engagement with local Internal Consultation communities regarding transport issues. Throughout the lifetime of the LTP this will The draft document was circulated be achieved through the groups and internally to ensure that other policy areas forums that are in existence and meet referenced in the plan were accurate but regularly, namely, the four Area Transport to also gain feedback from colleagues Strategy Steering Groups and the within the Council who may take a Stockton-on-Tees Public Transport Forum. different view of transport. Several These will be complimented by information comments were received and some received on a less regular basis through; alterations have been made. • feedback from Ward Councillors; Web Based Draft Document Consultation • attendance at Parish & Town Council meetings; The draft document was published on the council’s website in order to gain further • attendance at non-transport specific views from local residents but also the forums such as the Disability Advisory views of key stakeholders and delivery Group and the Over 50’s Assembly; partners such as local bus and rail operators, Highways Agency and Environmental organisations. Comments were invited throughout December and January with a further extension to allow other organisations to comment. In total the Council received 6 responses to the draft document, all from organisations. Some of the comments related directly to the content of the LTP, however, some comments were concerned with content in the supporting documents and these will be fed in to the individual strategy development. Local Ward Councillor & ATS Consultation Local ward councillors and members of the Renaissance Area Partnerships were also invited to comment on the draft document to ensure that the local issues were fully reflected within the plan.

48 Stockton-on-Tees Borough Council Local Transport Plan 2011-2016 (LTP3) Part 1c: Area Transport Strategies

7 Overview The Area Transport Strategies (ATS) were Stockton Renaissance, the Local Strategic first developed for the Council’s second Partnership, are: Local Transport Plan (LTP2) in recognition • Northern; of the differing transport issues faced in different areas of the Borough. For • Central; example, whilst traffic congestion is an • Eastern; and important issue in Yarm and Ingleby • Western. Barwick, it is a much lower priority in Figure 12 illustrates the geographical Billingham. The four Strategy areas, which coverage of the four areas. are based on the four Area Boards of

Figure 12: Geographical Coverage of the Four Strategy Areas

49 Many of the Borough wide issues, discussed in be targeted to tackling the priorities of the local Chapter 5, and the Tees Valley issues and communities. As part of the consultation for this objectives, discussed in Chapter 2, will also be LTP, the process of identifying problems and key issues for the local communities that make issues was repeated to gain a better up the strategy areas. However, as these issues understanding of the current situation. Further will be tackled at a Sub-regional or Borough details of this consultation process were level, the implementation of Area Transport discussed in Chapter 6. From this exercise, a list Strategies described in this section will deal with of five objectives has been developed for each specific local issues. Certain areas may still area for the period of LTP3. The interventions choose Area Transport Strategy objectives that implemented against the priority issues of LTP2, mirror strategic objectives if they feel they can together with the new objectives of LTP3 for contribute to these throughout the lifetime of each area are discussed in Chapters 8 - 11. The LTP3. development and delivery of each ATS is over As a key part of the consultation of the Council’s seen by a Steering Group. These groups and Second Local Transport Plan (LTP2), a series of their responsibilities are discussed further in problems and issues were identified for each of Chapter 12. The funding apportioned to each the four areas. From these, a list of five ‘priority group and the mechanism to allocate this issues’ were identified for each area in order that funding to particular schemes is discussed in Part interventions through the lifetime of LTP2 could 2 of this document.

50 8 Central Area Transport Strategy The Renaissance Central Area Partnership Newtown, Norton and surrounding villages covers the areas of Hardwick, Bishopsgarth including Stillington, Carlton, Redmarshall, and Elm Tree, Fairfield, Hartburn, Thorpe Thewles and Whitton. Figure 13 Grangefield, Parkfield and Oxbridge, shows the geographical coverage of the Stockton Town Centre, Roseworth, Central Area.

Figure 12: Geographical Coverage of the Four Strategy Areas

The Central Area is an area of wide key strategic links passing through it; the contrasts; Stockton Town Centre, the A19 and A66 roads and the Durham Coast surrounding urban and suburban areas, Line (DCL) railway. As well as these, all of the rural villages in the North West of the the radial routes in to Stockton Town Borough and the largely industrial area of Centre pass through the area namely, Portrack. These contrasting areas provide a Durham Road (A177), Norton Road diverse selection of transport issues (A139), Portrack Lane (A1046) and A1027 requiring an equally diverse range of Ring Road. Other main roads in the area interventions. Key locations within the include Bishopton Avenue, Bishopton Road Central Area include Stockton Town West, Darlington Lane, Fairfield Road, Centre, North Tees University Hospital, Junction Road (B1274), Oxbridge Lane and Norton High Street, Ropner Park and Yarm Lane. The cycle network in the area is Portrack Lane Industrial Estate. well established and includes National In terms of current transport provision, the Cycle Network (NCN) Routes 1 and 14. In Central Area has three of the Borough’s terms of Public Transport the area includes

51 some key bus corridors, such as Durham As discussed in Chapter 7, five “priority Road along with the main hub for bus issues” were identified in LTP2 for the services in Stockton, the High Street. Central Area. These issues, along with However, the area is only served by one rail some of the interventions that have been station, Stockton, which is served by implemented during LTP2 are shown in services on the Durham Coast Line Figure 14. connecting the area to Newcastle to the North and Middlesbrough in the East.

52 Example Interventions 2006-2011 scheme, Improvements Network Bus Valley Tees the of Implementation Forum Public Transport of the Stockton-on-Tees Introduction standing’ of ‘hard of Residents Parking schemes, Introduction Introduction verges. Agency. Highways the with Liaison Zones. Safety School of Implementation lighting. street Implementation of new/improved Priority Issue Priority Tilery the example for – and areas of number A poorly served by bus, and access Estates – are Wrensfield is poor from to the University Hospital of North Tees Fairfield and Hartburn. to near particular in areas, some in parking Inconsiderate and in the vicinity of University Stockton town centre and residents access by restricts Hospital of North Tees, safety. pedestrian compromises – cause JCBs and Slow moving vehicles – such as tractors peak time congestion and delays on the A19 A66. is as problem, a is schools around parking Indiscriminate the lack of enforcement. is exacerbated by the lack of Fear of crime in some areas lighting. adequate street Figure 14: Central Area Priorities & Interventions for LTP2

53 Following extensive consultation as part of objectives then emerged and were agreed the LTP3 development process, current with the Steering Group, these are shown problems and issues for the area were below. identified and these are detailed in • Improvements to public transport Chapter 6 and Appendix 1. These issues provision across the area; were then cross-referenced with the • Tackling inconsiderate parking; priority issues of LTP2 to identify any significant changes. Any new issues • Improvements to Road Safety identified were then added to the list of including provision of adequate street priority issues. For the Central Area these lighting and tackling excessive speeds; new issues were: • Tackling congestion associated with • Issues surrounding road safety the ‘school run’, and; including excessive speeding on local • Improvements to the walking & cycling roads; and network. • Improvements to the walking and Suggested interventions that could help cycling network. deliver the objectives are shown in In order to ensure the issues were relevant Figure 15. to the area, a review of the priority issues from LTP2, along with the new issues identified, was undertaken with the co- operation of the Central Area Transport Strategy Steering Group. During this process, it was apparent that the majority of the priority issues identified for the Central Area were all valid. However, some of the issues included in LTP2 related to specific locations in the Central Area but the consultation process, and subsequent review with the Steering Group, revealed that these problems are apparent in locations across the area. Also, one particular issue concerned with slow moving vehicles on the A19 and A66 roads during peak periods, was deemed to be a specific matter for the Highways Agency and not an objective for an Area Transport Strategy. With this in mind, and the need to define 5 key objectives for the Central Area for LTP3, a further review of the issues was carried out. The final set of

54 Possible Interventions for LTP3 in facilities Pedestrian Stops, Bus Floor” “Low New Shelters; Stop Bus New Information Improved of public transport stops/interchanges; the proximity etc). (CCTV security RealTime);(including Improved Awareness patrols; Residents parking schemes; Continued enforcement standing’. of verge ‘hard campaigns; Introduction lighting; Implementation street calming; 20mph Zones; New/improved Traffic awareness and education safety Road (SIDs); Devices Indication Speed of School facilities; Cycling Improved Facilities; Pedestrian Improved campaigns; Safety Zones; Safer Routes to School; Speed Limit Reductions. initiatives; Education campaigns; Choices’ ‘Smarter Plans; Travel School facilities; walking/cycling Improved travel; of modes sustainable of Promotion New/improved links; cycleway New/Improved links; footpath New/Improved Cycle parking facilities; Improved facilities; New/Improved crossing integration with other modes; Objective the across to public transport provision Improvements area inconsiderate parking Tackling of to Road Safety including provision Improvements lighting and tackling excessive speeds adequate street congestion associated with the ‘school run’ Tackling to the walking & cycling network Improvements Figure 15: Central Area Transport Strategy Objectives and Possibly Interventions Figure 15: Central Area Transport

55 9 Eastern Area Transport Strategy The Renaissance Eastern Area Partnership Hilton and Maltby. Figure 16 shows the covers the areas of Thornaby and Ingleby geographical coverage of the Eastern Area. Barwick and the surrounding villages of

Figure 16: Eastern Area Geographical Coverage

The Eastern Area consists of a largely strategic links passing through it; the A19 industrial area to the North (the Southern and A66 roads and the Durham Coast end of Stockton Town Centre), the largely Line, North TransPennine Line & Tees Valley residential areas of Ingleby Barwick and Line railways. As well as these the area Thornaby and a rural area to the South. includes the key routes of A1130 Acklam Key locations within the area include Road, A1044 Low Lane, A174 Parkway Thornaby Town Centre, Thornaby Extension, Queen Elizabeth Way and Industrial Estate and the centre of Ingleby A1044 Thornaby Road. The area is Barwick. generally well served by walking and In terms of current transport provision, the cycling routes with provision on the Eastern Area has five of the Borough’s key majority of key routes. In terms of public transport provision, the majority of the

56 urban areas are served by bus; however As discussed in Chapter 7, five “priority certain areas experience higher frequency issues” were identified in LTP2 for the services than others with areas of Eastern Area. These issues, along with Thornaby in particular benefiting from core some of the interventions that have been routes. The rural areas are poorly served by implemented during LTP2 are shown in bus at present. The area is served by Figure 17. Thornaby Rail Station which provides links across to the rest of the Tees Valley, the rest of the North East and to the rest of Northern England via the North TransPennine Line (to Manchester via York).

57 Example Interventions 2006-2011 minimal impact of future On-going negotiations with developers to ensure and design of interventions to mitigate this impact. development in the area Plans. Travel School of Introduction scheme, Improvements Network Bus Valley Tees the of Implementation Forum Public Transport of the Stockton-on-Tees Introduction Barwick Ingleby between link a including cycleways new of Implementation network route cycle new of Implementation Park, Preston via Eaglescliffe and implemented. facilities crossing New installation, parking cycle New signing, new several of Implementation Plans, Travel School of majority Vast links. pedestrian new several of implementation crossings, pedestrian Priority Issue Priority of levels future and existing Concerns regarding peak at Barwick Ingleby of vicinity the in congestion traffic in through times, and the potential growth following the full opening of A66/South Stockton Link in 2007. Stage 4 of the former Thornaby Interchange and Bypass scheme (between Queen Elizabeth Way Thornaby Road) should be reinstated. means Barwick The lack of school places within Ingleby in schools to travel to have children many that neighbouring towns and villages. and Ingleby – for example Teesdale A number of areas Teesside to poorly served by bus, and access Barwick – are Thornaby is poor Park from route cycle local the in gaps of number a are There between should be provided network. A cycle route Yarm. and Eaglescliffe Barwick, Ingleby these However, Plans. Travel School for support General of new need to be backed up by the introduction where facilities crossing pedestrian and footpaths appropriate Figure 17: Eastern Area Priorities & Interventions for LTP2

58 Following extensive consultation as part of In order to ensure the issues were relevant the LTP3 development process, current to the area, a review of the priority issues problems and issues for the area were from LTP2, along with the new issues identified and these are detailed in identified, was undertaken with the co- Chapter 6 and Appendix 1. These issues operation of the Eastern Area Transport were then cross-referenced with the Strategy Steering Group. During this priority issues of LTP2 to identify any process, it was apparent that the majority significant changes. Any new issues of the priority issues identified for the identified were then added to the list of Eastern Area were all valid. However, some priority issues. For the Eastern Area these of the issues included in LTP2 related to new issues were: specific locations in the Eastern Area but • To support the actions of School Travel the consultation process, and subsequent Plans by providing infrastructure review with the Steering Group, revealed improvements; and that these problems are apparent in locations across the area. Also, two key • Issues around inconsiderate parking at issues focussed on travel to school issues schools. and it was therefore agreed that these could be combined in to a single objective. With this in mind, and the need to define 5 key objectives for the Eastern Area for LTP3, a further review of the issues was carried out. The final set of objectives then emerged and were agreed with the Steering Group, these are shown below. • Improvements to public transport provision across the area; • Tackling inconsiderate parking; • Support the actions associated with School Travel Plans by providing new/improved infrastructure where appropriate; • Addressing the issue of existing and future levels of congestion in Ingleby Barwick, and; • Improvements to the walking & cycling network. Suggested interventions that could help deliver the objectives are shown in Figure 18.

59 Possible Interventions for LTP3 in facilities Pedestrian Stops, Bus Floor” “Low New Shelters; Stop Bus New Information Improved of public transport stops/interchanges; the proximity etc). (CCTV security RealTime);(including Improved Awareness patrols; Residents parking schemes; Continued enforcement standing’. of verge ‘hard campaigns; Introduction New/improved links; cycleway New/Improved links; footpath New/Improved Cycle parking facilities; facilities; New/Improved crossing travel; of modes sustainable of Promotion campaigns; Choices’ ‘Smarter facilities. transport public Improved facilities; walking/cycling Improved New/improved links; cycleway New/Improved links; footpath New/Improved Cycle parking facilities; Improved facilities; New/Improved crossing integration with other modes; Objective the across to public transport provision Improvements area inconsiderate parking Tackling by Plans Travel School with associated actions the Support appropriate were infrastructure new/improved providing of levels future and existing of issue the Addressing Barwick Ingleby in congestion to the walking & cycling network Improvements Figure 18: Eastern Area Transport Strategy Objectives and Possibly Interventions Figure 18: Eastern Area Transport

60 10 Northern Area Transport Strategy The Renaissance Northern Area Partnership areas. Figure 19 shows the geographical covers the areas of Billingham, Haverton coverage of the Northern Area. Hill, Wynyard, Wolviston and outlying

Figure 19: Northern Area Geographical Coverage The Northern Area is split into three House Avenue and Wolviston Road. The distinctive areas; the largely rural area to area is generally well served by walking the West including the Villages of Wynyard and cycling routes with provision on the and Thorpe Thewles, the residential areas majority of key routes and National Cycle of Billingham and Wolvistion in the middle Network Routes 1 and 14 passing through and the large industrial area to the East the area. In terms of public transport which includes Seal Sands. Key locations provision, the main urban areas are well within the area include Billingham Town served by bus but provision is limited in the Centre, the tourist attractions of Wynyard more rural and industrial areas. The area Woodland Park and Saltholme Nature has one rail station, Biliingham, which is Reserve and the large Industrial Estates and served by services on the Durham Coast Business Parks. Line connecting the area to Newcastle to In terms of current transport provision, the the North and Middlesbrough to the Northern Area has two of the Borough’s South. key strategic links passing through it; the As discussed in Chapter 7, five “priority A19 trunk road and the Durham Coast issues” were identified in LTP2 for the Line (DCL) railway. As well as these the Northern Area. These issues, along with area includes the key routes of A1046 some of the interventions that have been Haverton Hill Road, Port Clarence Road, implemented during LTP2 are shown in A1185 Seal Sands Link Road, A178 Seaton Figure 20. Carew Road, B1275 Belasis Avenue, Marsh

61 Example Interventions 2006-2011 scheme, Improvements Network Bus Valley Tees the of Implementation Forum Public Transport of the Stockton-on-Tees Introduction Forum Public Transport of the Stockton-on-Tees Introduction Back Lane, Limit Restriction on Wolviston Implementation of Weight Billingham remains. healthcare to access adequate ensure to developer with Discussions Devices Indication Speed of Implementation schemes, calming traffic Local Speed limit reductions. (SIDs), Implementation of “gateway” features, Priority Issue Priority The Grange, High example for – areas of number A bus, by poorly served and Thorpe Thewles – are Clarences is Tees of North and access to the University Hospital poor. local of needs the meet to tailored be should services Bus rather than those of the bus operators. residents Concerns about the high volume of HGVs passing and the potential Billingham and The Clarences, through of a major public health incident should any threat chemical spillages occur. Health Services Review of the Tees The recommendations local for healthcare to access poorer in result may residents. residential through – especially Speeds on local roads excessive. and villages – are areas Figure 20: Northern Area Priorities & Interventions for LTP2

62 Following extensive consultation as part of In order to ensure the issues were relevant the LTP3 development process, current to the area, a review of the priority issues problems and issues for the area were from LTP2, along with the new issues identified and these are detailed in identified, was undertaken with the co- Chapter 6 and Appendix 1. These issues operation of the Northern Area Transport were then cross-referenced with the Strategy Steering Group. During this priority issues of LTP2 to identify any process, it was apparent that the majority significant changes. Any new issues of the priority issues identified for the identified were then added to the list of Northern Area were valid. However, one priority issues. For the Northern Area these issue from LTP2 focussed around new issues were: recommendations of the Tees Health • Improvements to the cycling network Services Review, in particular the and the need to promote the benefits development of a new hospital in an out of cycling; and of town location. As this review is now fairly dated and the possibility of a new • Issues with Billingham Rail Station, in hospital being constructed in the very near particular access problems. future is unlikely, it was decided that this issue was not valid at the present time and was therefore removed. Also several issues focussed around bus service provision across the area and it was felt that these could be incorporated into one strategic objective. With these in mind, and the need to define 5 key objectives for the Northern Area for LTP3, a further review of the issues was carried out. The final set of objectives then emerged and were agreed with the Steering Group, these are shown below. • Improve public transport provision across the area; • Tackling excessive speeds on local roads; • Addressing issues around the volume of Heavy Goods Vehicles passing through the area; • Improvements to the walking & cycling network in the area; and • Improvements to Billingham Rail Station. Suggested interventions that could help deliver the objectives are shown in Figure 21.

63 Possible Interventions for LTP3 in facilities Pedestrian Stops, Bus Floor” “Low New Shelters; Stop Bus New Information Improved of public transport stops/interchanges; the proximity etc). (CCTV security RealTime);(including Improved Devices Indication Speed of Implementation Zones; 20mph calming; Traffic Safety School campaigns; awareness and education safety Road (SIDs); Zones; Speed limit reductions. Limit of existing Weight Limit Restrictions; Enforcement New Weight Restrictions; New/improved links; cycleway New/Improved links; footpath New/Improved Cycle parking facilities; Improved facilities; New/Improved crossing integration with other modes; lighting; Implementation of CCTV; waiting facilities; Improved Improved facilities. Parking Car of Introduction access; Improved Signage; Improved Objective the across to public transport provision Improvements area excessive speeds on local roads Tackling Goods Heavy of volume the around issues Addressing area the through passing Vehicles to the walking & cycling network Improvements to Billingham Rail Station Improvements Figure 21: Northern Area Transport Strategy Objectives and Possibly Interventions Figure 21: Northern Area Transport

64 11 Western Area Transport Strategy The Renaissance Western Area covers the villages. Figure 22 shows the geographical areas of Yarm, Eaglescliffe, Kirklevington, coverage of the Western Area. Long Newtown, Elton and surrounding

Figure 19: Northern Area Geographical Coverage The majority of the Western Area is A19 and A66 trunk roads and the North relatively rural including the villages of TransPennine Line and Tees Valley Line Kirklevington and Long Newton with the railways. As well as these, the area urban conurbation of Eaglescliffe, includes the key routes of the A67, A135 Egglescliffe and Yarm making up the rest Yarm Road, A1044 Green Lane/Leven Bank of the Area. Key locations within the area Road, Durham Lane, Thirsk Road, Yarm include Yarm High Street, Preston Park & High Street and Urlay Nook Road. The area Durham Lane and Preston Farm Industrial is fairly well served by walking and cycling Estates. routes however the majority of cycle routes In terms of current transport provision, the are on-street. In terms of public transport Western Area has four of the Borough’s provision, the main urban areas are key strategic links passing through it; the generally well served by bus with the Yarm

65 Road corridor being designated a core which provides the Borough’s link to route. Bus service provision is limited in the London. Yarm station is served by trains on more rural and industrial areas. The area is the North TransPennine Line and provides well served by rail with 3 operating a link to Manchester via York. stations, Allens West, Eaglescliffe and As discussed in Chapter 7, five “priority Yarm. Allens West and Eaglescliffe Stations issues” were identified in LTP2 for the are served by services on the Tees Valley Western Area. These issues, along with Line providing links to the rest of the sub- some of the interventions that have been region. Eaglescliffe Station is also served by implemented during LTP2 are shown the Open Access Operator, Grand Central Figure 23.

66 Example Interventions 2006-2011 scheme, Improvements Network Bus Valley Tees the of Implementation on Forum, Progress Public Transport of the Stockton-on-Tees Introduction Phase 1 Metro Valley Tees Devices Indication Speed of Implementation schemes, calming traffic Local of Road Safety Programme (SIDs), Implementation of “gateway” features, Speed all schools in the area, Plan in education in local schools, School Travel limit reductions. Completion of study to determine the main causes congestion followed for of parking arrangements with recommendations by a subsequent review interventions. to Barwick Ingleby from link footpath/cycleway a of Implementation Park. via Preston Eaglescliffe Limit Restriction on Urlay Nook Road, Completion of a Weight Introduction area. Eaglescliffe & Yarm the on study HGV a of Priority Issue Priority parts and Kirklevington example for – areas of number A local to bus by access bus, by served poorly are – Yarm of public quality high of lack a is there and poor, is hospitals the Borough. facilities across transport interchange residential through – especially Speeds on local roads not fully are excessive. Children and villages – are areas particularly when safety hazards, of potential road aware need to be targeted as cycling and walking. Resources the reduce further to order in possible as efficiently the on casualties injured seriously and killed of number roads. Borough’s to run bus make it difficult High Street Delays on Yarm a of viability future the affect may and time to services ‘Park and Ride’ should be introduced, number of routes. stations. rail nearby to links providing buses shuttle with footway or cycleway link between is no direct There to cater for pupils attending Ingleby Barwick and Yarm Conyers School. Vehicle Goods Heavy of number the Concerns regarding High Street. Yarm movements through Figure 23: Western Area Priorities & Interventions for LTP2 Figure 23: Western

67 Following extensive consultation as part of Suggested interventions that could help the LTP3 development process, current deliver the objectives are shown in problems and issues for the area were Figure 24. identified and these are detailed in Chapter 6 and Appendix 1. These issues were then cross-referenced with the priority issues of LTP2 to identify any significant changes. For the Western Area no new issues were identified and therefore the current list of priorities was taken forward. In order to ensure the issues were relevant to the area, a review of the priority issues from LTP2 was undertaken with the co- operation of the Western Area Transport Strategy Steering Group. However, some of the issues included in LTP2 related to specific locations in the Western Area but the consultation process, and subsequent review with the Steering Group, revealed that these problems are apparent in locations across the area. Also several issues focussed around bus service provision across the area and it was felt that these could be incorporated into one strategic objective. With these in mind, and the need to define 5 key objectives for the Western Area for LTP3, a further review of the issues was carried out. The final set of objectives then emerged and were agreed with the Steering Group, these are shown below. • Improvements to public transport provision across the area; • Tackling excessive speeds on local roads; • Addressing the issues around parking and congestion in Yarm; • Improvements to the walking and cycling network in the area; and • Addressing the issue of the volume of Heavy Goods Vehicles passing through the area.

68 Possible Interventions for LTP3 in facilities Pedestrian Stops, Bus Floor” “Low New Shelters; Stop Bus New Information Improved of public transport stops/interchanges; the proximity etc). (CCTV security RealTime);(including Improved Devices Indication Speed of Implementation Zones; 20mph calming; Traffic Safety School campaigns; awareness and education safety Road (SIDs); Zones; Speed Limit Reductions. travel; of modes sustainable of Promotion campaigns; Choices’ ‘Smarter facilities; transport public Improved facilities; walking/cycling Improved parking arrangements. Improved New/improved links; cycleway New/Improved links; footpath New/Improved Cycle parking facilities; Improved facilities; New/Improved crossing integration with other modes; Limit of existing Weight Limit Restrictions; Enforcement New Weight Restrictions; Objective the across to public transport provision Improvements area excessive speeds on local roads Tackling parking and congestion in Yarm issues around Addressing to the walking & cycling network Improvements Goods Heavy of volume the of issue the Addressing area the through passing Vehicles Figure 24: Western Area Transport Strategy Objectives and Possibly Interventions Area Transport Figure 24: Western

69 12 Area Transport Strategy Steering Groups Throughout the five years of LTP2, the Safety Fora and Cleveland Police. This is development and delivery of the Area not an extensive list and membership can Transport Strategies (ATS) has been be gained throughout each year subject to overseen by a Steering Group. The ATS agreement by the Chair and Steering Steering Groups have evolved over the Group representatives. lifetime of LTP2 but membership briefly In order to main the democratic integrity comprises the members of the Renaissance of these groups an ATS Steering Group Area Partnership Board plus a combination Protocol was created which explains the of representatives from other invitees role and remit of the Steering Group including; Ward Councillors and relevant meetings, funding allocations, membership Geographical Cabinet Member, of the groups, voting rights and procedure, Parish/Town Councils, formally constituted reporting and feedback mechanisms and Residents’ Groups, interest groups, local governance of the group including schools, Older Persons’ Representative, declarations of interest. Young Persons’ Representative, Road

70 Stockton-on-Tees Borough Council Local Transport Plan 2011-2016 (LTP3) Part 2: Delivery

13 Overview Part 1 of this document outlined the wider strategy, proposals for prioritising context of LTP3 through the Tees Valley interventions and our plans for monitoring Transport Strategy, the issues for the the effectiveness of these interventions. Borough through the Stockton-on-Tees Due to the Government’s desire to reduce Borough Transport Strategy and the local the National debt and following the community issues through the four Area Comprehensive Spending Review (CSR), Transport Strategies. This part of the funding will be significantly reduced for document sets out the Council’s proposals the next five years at least. This will for delivering the various policies contained obviously have an impact on the within the Strategy section over the next implementation of interventions; however, five years (2011-2016). The section will set we believe that through prioritisation out the current funding available for including an assessment of value for transport interventions, the proposals for money, we can still deliver improvements allocating this funding to policy areas to to, and maintain the transport system. implement the interventions of the

71 14 Funding Funding for delivering LTP3 will come from Local Transport Plan Capital Grant many sources. In the recent past (during The majority of funding for this LTP will LTP2) this funding has been relatively high come from the Department for Transport compared with previous years (LTP1), (DfT) as an allocated capital grant. As this however, due to the Government’s desire will be capital funding, the interventions to reduce the National debt, and following that will be implemented will be of a the Comprehensive Spending Review capital nature. The Local Transport Plan (CSR), this funding has been significantly funding allocation from central reduced for the next four years. This will government is provided in two blocks: obviously have an impact on the implementation of interventions; however, • Integrated Transport Block - to be we believe that through prioritisation, used for spending on schemes and es which will address the including an assessment of value for policy measur need for better integrated transport; money, we can still maintain and deliver modest improvements to the transport • Maintenance Block - to be used for system. To ensure that LTP3 is realistic, the ongoing maintenance and prioritised, and broadly deliverable, we improvement of the highway network. have drawn up our implementation plan in The Government has provided these block a way that is informed by the availability of allocations for the next four years and funding. Each funding source or potential these are shown below (2015/16 has been funding source is discussed in more detail included for completeness as this is a five- below. year plan): Figure 25: Annual Capital Funding Allocations

LTP Annual Block Allocations (£m) 2011/12 2012/13 2013/14* 2014/15* 2015/16 Integrated Transport Block 1.168 1.246 1.246 1.752 TBC Maintenance Block 2.019 2.098 2.027 1.909 TBC Total 3.187 3.344 3.273 3.661 TBC

* Indicative allocations

Major Transport Schemes Funding £18m being invested by the Local As discussed in previous Chapters, and Authorities. The implementation of this within the Public Transport Strategy, the scheme started in 2010/11 and the Tees Valley Sub Region has been successful majority of this funding will be spent in the in securing Department for Transport (DfT) first two years of LTP3 with some spend funding for two major schemes; the Tees continuing up until 2015/16. Tees Valley Valley Bus Network Improvements (TVBNI) Metro project received £4.9m of funding and Tees Valley Metro. In the case of from the Department for Transport to TVBNI, approximately £37m of funding has implement part of Stage 1. The majority of been awarded to the Tees Valley to this funding will be spent in the first 2 implement this scheme with a further years of LTP3.

72 Revenue Funding more sustainable transport modes and so In terms of revenue funding, whilst we still deliver a reduction in carbon and other don’t know the full details of how the CSR harmful emissions. The Fund also provides will impact specifically on the Council we the opportunity to take an integrated do know that the reductions will be approach to meeting local challenges and significant and some tough choices and to delivering additional wider social, decisions will need to be made in the environmental, health and safety benefits future. Based on the announcements for local communities. made so far we expect a reduction in The Council will aim to submit a bid to this funding of around £27m over the next 4 fund as appropriate in order to deliver years. The Council has a very good track- against the national goals, the objectives record of managing finances and resources of supporting strategies and those of the and we intend to face the challenging four Area Transport Strategies. The bidding times ahead in the same managed way. document will form the basis of the The revenue funding available for transport Sustainable Transport Strategy. will obviously be impacted as a result of Other Potential Funding Sources these cuts. With this in mind, we are We will use any opportunities to raise indicating the measures that we would like additional funds for the improvement of to undertake if revenue funds remain transport through partners and financial available at the appropriate levels. bids. We will look to work closely with the Local Sustainable Transport Fund Health Service as Active Travel The Local Sustainable Transport Fund is interventions can have a significant impact intended to help build strong local on health targets and therefore, match economies and address the urgent funding for transport interventions may be challenges of climate change. The purpose beneficial. The Council will also look to of the Fund is to enable the delivery by pursue Section 106 developer local transport authorities of sustainable contributions to fund appropriate transport transport solutions that support economic interventions. There are also opportunities, growth while reducing carbon. These particularly through the Area Transport solutions will be geared to supporting jobs Strategies, to obtain funding through local and business through effectively tackling community groups either direct from any the problems of congestion, improving the Ward budgets, Town or Parish Council reliability and predictability of journey budgets or through those groups bidding times, enabling economic investment, for other funds. The Council will look to revitalising town centres and enhancing continue to work with key partners such as access to employment. They should at the the Bus and Rail operators in the area to same time bring about changing patterns ensure that all avenues for jointly funded of travel behaviour and greater use of initiatives are explored.

73 15 Implementation & Prioritisation Chapter 14 described the funding on an annual basis in order to deliver the constraints that will be in place during the objectives of the LTP. The capital life of LTP3. This reduced level of funding programme is overseen by the LTP Capital means it is imperative that the Programme Strategic Management Group implementation proposed as part of this with operational issues being tackled by document is a prioritised programme to the LTP Capital Programme Working deliver the best possible value for the Group. The overall implementation indicated capital funding levels. Therefore, programme will include example this Chapter will set out the interventions for each area as well as the implementation programme for LTP3 and policy area’s contribution to other also the principles behind prioritising strategies and the local transport goals. specific schemes for inclusion in the annual The overall implementation programme is capital programme. shown in Figure 26. The implementation programme will naturally reflect the Strategy element of this document, in particular the key policy areas discussed in Chapter 5 that contribute towards the five transport goals and deliver the supporting documents, as well the Area Transport Strategies that reflect the needs and desires of the local community. These broad policy areas will form the basis for the allocation of funds through the LTP and will be designed to contribute towards achieving the objectives of their associated strategies (e.g. Sustainable Transport Strategy), the national transport goals and objectives contained within other key Council strategies, in particular the Sustainable Community Strategy. As funding levels are substantially lower than those witnessed during LTP2, and to make the implementation programme realistic, adding specific schemes or interventions has been avoided in this document. However, the types of interventions likely during LTP3 will be detailed in the Supporting Strategies and will be proposed for each policy area on a yearly basis through the LTP Capital Programme. The capital programme sets out the capital schemes to be implemented

74 PCT Local Other Sources Funding (exc. LTP Potential Sustainable Sustainable Examples of other areas) funding from Revenue, Local Transport Fund Transport Transport Fund, Transport TBC TBC 2015/16 460 400 2014/15 280 220 2013/14 280 220 2012/13 LTP Capital Indicative Allocation per Annum (£000’s) LTP 200 200 2011/12 Limit Modes, crossing Junction facilities, facilities, of Speed of Example Indication awareness cycleways, alterations, Campaigns Sustainable campaigns, Educational Reductions, Road safety Campaigns, Promotion of Promotion Zones, Speed School Safety School Cycle parking footpaths and Devices (SIDs), 20mph Zones, education and Interventions New/improved New/Improved New/improved New/Improved Traffic calming, Traffic Implementation Smarter Choices Smarter crossing facilities crossing Goals Transport 1,2,3,4 & 5 1,2,3,4 & 5 Contribution Plan Other Network Strategy, Strategy, Transport Transport Strategies, Strategies, Strategies Sustainable Sustainable Influenced Strategy, ATS Strategy, Strategy, ATS Strategy, Management Public Transport Public Public Transport Public Network Transport to School Strategies Duty, Road Duty, Sustainable Associated Improvement Management Rights of Way Safety Strategy Safety Strategy, Public Strategy, Modes of Travel Plan, Sustainable Network Transport Sustainable Road Safety Policy Area Policy Management & Management Figure 26: Overall Implementation Programme

75 Other grants) grants) grants) Sources Funding Councils, Councils, Councils, (exc. LTP Potential Operators. Groups (via Groups (via Groups (via Groups Community Community Community Parish/Town Parish/Town Parish/Town Examples of other areas) Revenue, Bus funding from Rail Operators, Ward Budgets, Ward Budgets, Ward Budgets, Ward TBC TBC TBC TBC 2015/16 50 50 50 250 2014/15 (40% for (40% for (40% for Transport Transport Transport Sustainable Sustainable Sustainable interventions) interventions) interventions) 50 50 50 100 2013/14 (40% for (40% for (40% for Transport Transport Transport Sustainable Sustainable Sustainable interventions) interventions) interventions) 50 50 50 100 2012/13 (40% for (40% for (40% for Transport Transport Transport Sustainable Sustainable Sustainable interventions) interventions) interventions) LTP Capital Indicative Allocation per Annum (£000’s) LTP 50 50 50 50 2011/12 (40% for (40% for (40% for Transport Transport Transport Sustainable Sustainable Sustainable interventions) interventions) interventions) areas. areas. areas. Stops, to Rail security, of those of those of those Example Improved (including Pedestrian RealTime), included in included in included in included other policy other policy other policy Information proximity of proximity es, Improved es, Shelters; New New Bus Stop Improvements Stations/Halts. facilities in the Interventions A combination A combination A combination A public transport stops/interchang “Low Floor” Bus Goals Transport 1,2,3,4 & 5 1,2,3,4 & 5 1,2,3,4 & 5 1,2,3,4 & 5 Contribution Other Strategy Strategy Strategy Strategy, Transport Transport Transport Transport Strategies Strategies Sustainable Sustainable Sustainable Sustainable Influenced Road Safety Strategy, ATS Strategy, Strategy, Road Strategy, Strategy, Road Strategy, Strategy, Road Strategy, Safety Strategy, Safety Safety Strategy, Safety Safety Strategy, Safety Public Transport Public Public Transport Public Public Transport Public Strategy Strategy Strategy Strategy Transport Transport Transport Strategies Associated Central Area Eastern Area Northern Area Public Transport Public Central ATS Eastern ATS Policy Area Policy Northern ATS Public Transport Public

76 Other grants) Sources Revenue Regional Funding Councils, (exc. LTP Potential Groups (via Groups Community Parish/Town Examples of other areas) Growth Fund Growth Bus Operators Rail Operators, funding from Budgets, Ward TBC TBC TBC TBC 2015/16 50 300 TBC 1,909 2014/15 (40% for Transport Sustainable interventions) 50 300 TBC 2,027 2013/14 (40% for Transport Sustainable interventions) 50 300 TBC 2,098 2012/13 (40% for Transport Sustainable interventions) LTP Capital Indicative Allocation per Annum (£000’s) LTP 50 75 300 2,019 2011/12 (40% for Transport Sustainable interventions) areas. Bridge Station of those Highway Example Improved Improved Improved Improved junctions, passenger Marketing included in included campaigns, information other policy information, other modes Maintenance. Maintenance, Bus priority at Interventions Street Lighting Street A combination A Assessments & Improvements, Improvements. Strengthening. New bus lanes, integration with Replacements & Replacements waiting facilities, Goals Transport 1,2,3,4 & 5 1,2,3,4 & 5 1,2,3,4 & 5 1,2,3,4 & 5 Contribution Other Strategy Strategy, Transport Transport Transport Transport Strategies Strategies Strategies Strategies Sustainable Sustainable Sustainable Sustainable Influenced Road Safety Strategy, ATS Strategy, ATS Strategy, Strategy, ATS Strategy, Strategy, Road Strategy, Strategy, Road Strategy, Safety Strategy, Safety Safety Strategy, Safety Public Transport Public Public Transport Public Plan Asset Strategy Strategy Strategy Network Highway Transport Strategies Associated Plan (TAMP), Plan Maintenance Management Management Western Area Western Plan, Transport Public transport Public Transport Public Metro Network Structural Tees Valley Tees Policy Area Policy Western ATS Maintenance Improvements Tees Valley Bus Valley Tees

77 In order to ensure that the schemes Achieving value for money is the key delivered through the capital programme principle that will be taken into represent the most efficient use of consideration when deciding on specific resources, a prioritisation tool has been interventions, achieving the best outcomes developed to appraise potential schemes for the level of spending proposed. It will to be funded from the Integrated Transport be necessary to demonstrate which Block of the LTP (the maintenance block is measures have the best chance of success prioritised separately and is detailed in the based on past experience in Stockton-on- Highways Maintenance Plan). There are Tees and other authorities. several parameters used to appraise each In order for this prioritisation tool to be scheme, and establish the level of priority, used in assigning funding allocations, which will ultimately result in a “score” interventions will need to be proposed in that will allow schemes to be compared in the preceding fiscal year for inclusion the relative terms. The prioritisation tool is annual LTP Capital Programme. In the case designed to give guidance to decision of the Borough-wide Policy Area budgets, makers but not to be the only tool used potential interventions will be proposed by when deciding on interventions. The the appropriate Council Officers and appraisal parameters used within the tool appraised against the set criteria. The LTP are; Capital Strategic Programme Management • Strategy Objectives – these will alter Group will then decide on which depending on the proposed scheme. interventions are to receive funding during For example, sustainable transport that particular year. In the case of the Area schemes will be appraised using Transport Strategy budgets, a procedure objectives contained within has been developed to allow the member Sustainable Transport Strategy. organisations of each Area Partnership to • Sustainable Community Strategy submit intervention proposals. These Vision – the vision for the Borough. proposals will be appraised against the set criteria by Council Officers. The individual • Tees Valley Strategy Challenges – the ATS Steering Groups will then decide on three transport challenges for the Tees which interventions are to receive funding Valley. during that particular year. • National Transport Goals – the five National goals for transport. • Value for Money – including the capital cost of the intervention, the on-going revenue costs and the Benefit-Cost ratio of this type of intervention (if known). • Deliverability – including public acceptability, practical feasibility, affordability, funding contributions from other sources and risk assessment score.

78 16 Performance Monitoring The Council recognises that an important attempting to reduce the burden on local element of the LTP process is the provision authorities by providing a Single Data List of a robust monitoring regime to evidence that replaces all other requests for that the expenditure and implementation information from Central Government, set out in this plan is proving beneficial. including the National Indicator Set. For LTP2, the DfT identified a set of 14 Although some of the transport related mandatory indicators that were obligatory National Indicator’s (NIs) were included in and invited authorities to add some local the Single Data List others were omitted. indicators to show progress on other issues However, the Department for Transport that were relevant within the borough. The (DfT) decided to continue to monitor some mandatory indicators were then of these omitted indicators. With the superseded by ten transport indicators in above in mind a set of indicators with the National Indicator Set; targets has been established involving • NI 47 People killed or seriously injured some transport related indicators from the in road traffic accidents Single Data List and some local indicators. These indicators have been chosen based • NI 48 Children killed or seriously on the key policy areas identified in injured in road traffic accidents Chapter 5. • NI 167 Congestion – average journey Figure 27, below, shows the indicators that time per mile during the morning peak have been chosen to monitor performance • NI 168 Principal roads where throughout LTP3 and the targets for each maintenance should be considered DfT of these indicators. The targets will be • NI 169 Non-principal roads where updated in the future, if necessary, to maintenance should be considered DfT ensure that they remain both challenging and realistic for the Council to achieve. A • NI 175 Access to services and facilities description of each indicator and the by public transport, walking and reasoning behind the targets chosen are cycling included below Figure 27. This table will be • NI 176 Working age people with updated as further guidance emerges from access to employment by public the Government. transport (and other specified modes) • NI 177 Local bus passenger journeys originating in the authority area • NI 178 Bus services running on time • NI 198 Children travelling to school – mode of travel usually used For LTP3, authorities are advised to take account of Government policy on this issue as it emerges and, meanwhile, authorities should consider which indicators are most important for their own communities. At the same time the Department for Communities and Local Government were

79 Network Network Network Network Network Highway Highway Highway Highway Road Safety Road Safety Road Safety Road Safety Policy Areas Management Management Management Management Management Maintenance, Maintenance, Maintenance, Maintenance, 2% 3% 02:20 < < < Target 2015/16 Target 2% 3% 02:20 < < < Target 2014/15 Target 2% 3% 02:20 < < < Target 2013/14 Target 2% 3% 02:20 < < < Target 2012/13 Target 02:20 Baseline and targets to be set following analysis of 2010/11 data. Baseline and targets to be set following analysis of 2010/11 data. <2% <3% < Baseline and targets to be set by Cleveland Road Safety Partnership. Safety Road Cleveland by set be to targets and Baseline Partnership. Safety Road Cleveland by set be to targets and Baseline Partnership. Safety Road Cleveland by set be to targets and Baseline Partnership. Safety Road Cleveland by set be to targets and Baseline Target 2011/12 Target Baseline 2% (2009/10) 3% (2009/10) 2:19 (2008/09) Indicator considered. considered. considered. traffic accidents traffic accidents traffic Footpath Condition Total Slight casualties Total Motorcyclists casualties Motorcyclists Unclassified Road Condition Road Unclassified mile during the morning peak where maintenance should be where roads where maintenance should be where roads Non-Principal Road Condition - % of Principal Road Condition - % of roads Congestion - average journey per average - time Congestion People killed or seriously injured in road People killed or seriously injured Children killed or seriously injured in road in injured seriously or killed Children Ref: LTP1 LTP2 LTP3 LTP4 LTP5 LTP6 LTP7 LTP8 LTP9 Figure 27: Performance Indicators

80 81% > 10,500,000 Policy Areas > Public Transport Public Public Transport Public Transport Public 1.00 99% 99% 81% 76% < 100% 100% 100% > > > 1,068,084 10,500,000 > > Target 2015/16 Target 1.03 99% 99% 81% 75% < 100% 100% 100% > > > 1,042,034 10,500,000 > > Target 2014/15 Target 1.06 99% 99% 81% 74% < 100% 100% 100% > > > 101,6618 10,500,000 > > Target 2013/14 Target 1.09 99% 99% 81% 73% < 100% 100% 100% > > > 991,823 > 10,500,000 > Target 2012/13 Target 1.12 99% 99% 81% 72% < 100% 100% 100% > > 967,631 > 10,500,000 Target 2011/12 Target 71% 921,006 Baseline (2009/10) 10,508,514 99% (2009) 99% (2009) 81% (2009) 100% (2009) 100% (2009) 100% (2009) 1.15 (2009/10) Facility Hospital Primary School Primary travel time of a of time travel travel time of a of time travel travel time of a of time travel travel time of a of time travel waiting time for running on time frequent services frequent (a) Percentage of Percentage (a) Secondary School Further Education within 60 minutes within 40 minutes within 60 minutes within 30 minutes within 30 minutes (b) Average excess (b) Average travel time of a GP non-frequent buses non-frequent % of the population % of the population % of the population % of the population % of the population Indicator Bus Patronage other specified modes) specified other walking Bus services Working age people with access to access with people age Working employment by public transport (and and facilities by running on time Access to services public transport & Ref: LTP10 LTP11 LTP12 LTP13 LTP14

81 Travel) Sustainable Sustainable Sustainable Sustainable Sustainable Policy Areas Transport (Active Transport (Active Transport (Active Transport (Active Transport (Active Transport Travel), Road Safety Road Travel), Safety Road Travel), Safety Road Travel), Safety Road Travel), 26 750 725 > 1,500 > 21.0% > < Target 2015/16 Target 24 750 659 > 1,500 > 21.3% > < Target 2014/15 Target 22 750 599 > 1,500 > 21.5% > < Target 2013/14 Target 20 750 545 > 1,500 > 21.8% > < Target 2012/13 Target 18 750 495 > 1,500 > 22.0% > < Target 2011/12 Target 557 1,847 23.7% Baseline (2009/10) (2009/10) (2009/10) 16 (2010/11) 450 (2009/10) (Level 2) Indicator Cycling counts training (Level 2) (Level training % travelling by car Children travelling to school – – school to travelling Children Number of school safety zones Number of children given pedestrian Number of children Number of children given cycle training cycle given children of Number Ref: LTP15 LTP16 LTP17 LTP18 LTP19

82 LTP1: People Killed or Seriously Injured (KSI) in Road Traffic Accidents This indicator monitors the number of people killed or seriously injured in the authority. The indicator formed part of the Best Value Performance Indictor Set in LTP2 and was also part of the National Indicator Set (NI 47). The indictor is included in the Single Data List and therefore the Council is required to report figures to the Government. In LTP2, targets for this indicator were set by the Government; however, the current Government have made it clear that the responsibility for identifying targets lies with the Local Authority. With that in mind, discussions with the Cleveland Road Safety Partnership have been on-going to gain a consensus as to targets for future years. These targets were not available at the time of writing this document but will be added in due course. LTP2: Children Killed or Seriously Injured (KSI) in Road Traffic Accidents This indicator monitors the number of children (aged less than 16) killed or seriously injured in the authority. The indicator formed part of the Best Value Performance Indictor Set in LTP2 and was also part of the National Indicator Set (NI 48). The indictor is included in the Single Data List and therefore the Council is required to report figures to the Government. In LTP2, targets for this indicator were set by the Government; however, the current Government have made it clear that the responsibility for identifying targets lies with the Local Authority. With that in mind, discussions with the Cleveland Road Safety Partnership have been on-going to gain a consensus as to targets for future years. These targets were not available at the time of writing this document but will be added in due course. LTP3: Total Slight Casualties This indicator monitors the number of slightly injured casualties recorded on the Borough's highway network. The indicator formed part of the mandatory indicators reported in LTP2 but did not form part of the National Indicator set nor does it feature in the Single Data List. However, the Council still feel this is a key indicator to monitor performance and therefore it has been retained as part of this indicator set. As with indicators LTP1 & 2, the baseline and targets for this indicator will be set by Cleveland Road Safety Partnership but were not available at the time of writing this document. LTP4: Motorcyclist Casualties This indicator monitors the number of motorcyclist casualties recorded on the Borough's highway network. This indicator has not been monitored previously but has been deemed a priority by the Cleveland Road Safety Partnership. As with indicators LTP1, 2 & 3, the baseline and targets for this indicator will be set by Cleveland Road Safety Partnership but were not available at the time of writing this document. LTP5: Congestion This indicator will monitor the average journey time per mile during the morning peak. Although Stockton, and the wider “Teesside” conurbation, has one of the lowest levels of congestion in the Country we feel it is still necessary to monitor this indicator to ensure these low levels are maintained. The data for this indicator will be provided by the Department for Transport. The target is to maintain current levels throughout the plan period.

83 LTP6: Principal Road Condition This indicator monitors the percentage of the Borough’s Principal Road Network (PRN) above the defined threshold for deficiency, where maintenance should be considered. Throughout the last LTP the Council provided continued investment in the Borough’s PRN which resulted in only 2% of the network falling below the deficiency threshold. Investment in the PRN will continue throughout this LTP in order to maintain these high standards, therefore, the target for future years is to maintain the 2% figure of 2009/10. LTP7: Non-Principal Road Condition This indicator monitors the percentage of the Borough’s Non-Principal Road Network above the defined threshold for deficiency, where maintenance should be considered. As with the Principal Road Network, the Council provided continued investment in the Borough’s Non-Principal Road Network throughout the last LTP. This investment resulted in only 3% of the network falling below the deficiency threshold. Again, the Council will look to maintain this level throughout this LTP. LTP8: Unclassified Road Condition This indicator monitors the percentage of the Borough’s Unclassified Road Network above the defined threshold for deficiency, where maintenance should be considered. Although this indicator has been monitored previously but the method of obtaining the data altered in 2010/11 and we will therefore be awaiting the results of these surveys before setting a baseline and targets. LTP9: Footpath Condition This indicator monitors the percentage of the Borough’s footway network above the defined threshold for deficiency, where maintenance should be considered. As with indicator LTP8, this indicator has been monitored previously the method of obtaining the data altered in 2010/11 and we will therefore be awaiting the results of these surveys before setting a baseline and targets. LTP10: Access to Services and Facilities by Public Transport, Walking and Cycling This indicator monitors the level of accessibility for residents of the Borough when accessing key services, such as healthcare and schools, by public transport and walking. The indicator replaces a similar indicator that was included in the last LTP. The Department for Transport (DfT) will be providing the data for this indicator, however, previous data has been erroneous and, therefore, the targets set will be reviewed regularly. The current target is to maintain current levels of accessibility throughout this LTP. LTP11: Working Age People with Access to Employment by Public Transport (and other specified modes) This indicator monitors the level of accessibility for residents of the Borough when accessing employment. This is a similar indicator to LTP 10 but focuses on access to employment. The Department for Transport (DfT) will be providing the data for this indicator, however, previous data has been erroneous and, therefore, the targets set will be reviewed regularly. The current target is to maintain current levels of accessibility throughout this LTP.

84 LTP12: Local bus passenger journeys originating in the authority area This indicator monitors the number of bus passenger journeys originating in the Borough. Throughout the last LTP, this indicator remained relatively constant at around 10,500,000 which, given the steady decline of previous years, was a measure of success. However, the recent reduction in Council funding and the rising operational costs of bus services may lead to a reduction in the number of services in the Borough in the coming years. This, in turn, could lead to reduced patronage therefore the current target is to maintain the 10,500,000 level of patronage for the lifetime of this LTP, however, this may need reviewing if the bus network is significantly reduced. LTP13: Bus services running on time This indicator monitors the percentage of non-frequent buses running on time and the average excess waiting time for frequent services. During the last LTP good progress was made on this indicator for the first 3 years, however, the 2009/10 outturn figures suggested a reduction in performance. As this is the baseline for this LTP, the targets set are to deliver realistic improvements year on year. LTP14: Passenger Footfall at Rail Stations This indicator monitors the total passenger footfall recorded at the 6 railway stations within the Borough. Rail travel is a key to providing local and strategic transport links across the Borough and the Tees Valley and monitoring the level of usage at each station will be a key indicator of performance of the Public Transport Strategy and the LTP. As footfall at each of the Borough’s Rail Stations/Halts has been steadily rising for the last few years, a target of a 2.5% increase in footfall at each station has been deemed a realistic yet challenging target. LTP15: Cycling Counts This indicator will monitor the total number of weekday cycle trips recorded at the 18 permanent count sites within the Borough. This indicator has been monitored throughout the previous LTP. Although there have been data collection issues it is felt that the indicator is still valid. However, methods of collecting the data may be altered in the future and the baseline and targets altered accordingly. At present the baseline is the 2009/10 figure with a target of achieving a 10% year on year increase. LTP16: Number of Children Given Cycle Training (Level 2) This indicator will monitor the number of children receiving Level 2 Cycle Training in the Borough. The Council has a dedicated team of Cycle Trainer’s and offer cycle training to residents of the Borough. In particular, the Council provides cycle training to every Primary School in the Borough with the aim of equipping children with the skills necessary to complete local cycle journeys safely. This team is part funded by the Department for Transport through a ‘Bikeability’ grant which is provided on an annual basis. The numbers of children receiving training is monitored as part of the Single Data List. The targets set are seen as a realistic number of children that can be trained in a given year. These figures take in to account the winter period when adverse weather can often decimate the training programme.

85 LTP17: Number of Children Given Pedestrian Training (Level 2) This indicator will monitor the number of children receiving Level 2 Pedestrian Training in the Borough. The Council has a dedicated team of Pedestrian Trainer’s and offer pedestrian training to every Primary School in the Borough with the aim of equipping children with the skills necessary to complete local journeys on foot safely. The targets set are seen as a realistic number of children that can be trained in a given year. These figures take in to account the winter period when adverse weather can often decimate the training programme. LTP18: Children Travelling to School – Mode of Travel Usually Used This indicator monitors the percentage of children travelling to/from school by car, van or taxi. This is a key area of concern for the LTP as issues associated with congestion caused by the ‘school run’ impact on road safety, network management and active travel. Therefore reducing the amount of car, van and taxi trips, whilst encouraging more walking & cycling trips will help to improve road safety, reduce congestion and improve the health and well-being of children. The targets set are to provide a slight reduction in car journeys year on year. LTP19: Number of School Safety Zones A School Safety Zone refers to an area on a street near a school, or on a route leading to a school, that has a likely presence of pedestrians. School Safety Zones should have appropriate gateway signing, plated school time waiting or school keep clear restrictions and have a reduced speed limit, whether advisory or mandatory, either via physical calming measures or appropriate signing alone, at all times or during certain hours. As with indicator LTP18, this is a key area of concern for the LTP as issues associated with congestion caused by the ‘school run’ impact on road safety, network management and active travel. With this in mind, a target of implementing 3 School Safety Zones per year has been set.

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(01642) 526709 ‘Technical Services’ URDU dns0818