Local Transport Plan (2011 – 2026)

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LOCAL TRANSPORT PLAN (2011 – 2026)

January 2011

Hull City Council Local Transport Plan (2011 – 2026)

Contents

FOREWORD EXECUTIVE SUMMARY

1. INTRODUCTION ...... 1 1.1. BACKGROUND ...... 1 1.2. POLICY FRAMEWORK - LOCAL TRANSPORT PLAN (2011 – 26) ...... 2 1.3. CHALLENGES FOR THE CITY ...... 3 2. LOCAL AND STRATEGIC POLICY CONTEXT ...... 5 2.1. VISION AND OBJECTIVES ...... 5 2.2. NATIONAL TRANSPORT POLICY ...... 6 2.3. LOCAL POLICY FRAMEWORK ...... 6 2.3.1. SUSTAINABLE COMMUNITY STRATEGY (2009-2011) ...... 6 2.3.2. EMERGING LOCAL DEVELOPMENT FRAMEWORK (2011 – 2026) ...... 7 2.3.3. NEWINGTON AND ST. ANDREWS (NASA) AND HOLDERNESS ROAD CORRIDOR AREA ACTION PLANS (AAPS) ...... 8 2.3.4. HULL CITY COUNCIL’S CORPORATE PLAN (2009 - 2012) ...... 10 2.3.5. ENVIRONMENT AND CLIMATE CHANGE STRATEGY (2010 – 2020) ...... 11 2.3.6. INTEGRATED SUSTAINABILITY APPRAISAL (ISA) ...... 12

3. GEOGRAPHIC AND DEMOGRAPHIC CHARACTERISTICS ...... 14 3.1. INTRODUCTION ...... 14 3.2. STRATEGIC NETWORK ...... 14 3.3. POPULATION ...... 19 3.4. ECONOMY ...... 19 3.5. EMPLOYMENT ...... 20 3.6. TRAVEL TO WORK AREA (TTWA) ...... 23 3.7. MODE OF JOURNEY TO WORK ...... 26 3.8. STRATEGIC TRAFFIC SURVEY MONITORING ...... 27 3.9. CAR OWNERSHIP ...... 29 3.10. INDICES OF DEPRIVATION ...... 29 3.11. HEALTH PROFILE ...... 30

4. THE CHANGING FACE OF HULL ...... 32 4.1. GATEWAY HOUSING MARKET RENEWAL PATHFINDER ...... 32 4.2. BUILDING SCHOOLS FOR THE FUTURE ...... 32 4.3. PRIMARY CAPITAL PROGRAMME (PCP) ...... 34 4.4. LOCAL IMPROVEMENT FINANCE TRUST (LIFT) ...... 34

5. HULL ROAD USER HIERARCHY ...... 36

6. WALKING ...... 37 6.1. EXISTING NETWORK ...... 37 6.1.1. PEDESTRIAN CROSSINGS ...... 39 6.1.2. RAISED / DROPPED CROSSINGS AND TACTILE PAVING ...... 39 6.1.3. ADDITIONAL CITY CENTRE PEDESTRIANISATION ...... 40 Hull City Council Local Transport Plan (2011 – 2026)

6.1.4. PUBLIC RIGHTS OF WAY ...... 40 6.1.5. INTEGRATION OF STRATEGIES ...... 41 6.1.6. ONGOING INITIATIVES ...... 42 6.2. RECENT DEVELOPMENTS ...... 49 6.3. CHALLENGES ...... 49 6.4. RECOMMENDATIONS / WAY FORWARD ...... 50 7. CYCLING ...... 51 7.1. EXISTING NETWORK ...... 51 7.1.1. GROWTH IN CYCLING ...... 53 7.1.2. FUTURE CYCLE NETWORK ...... 53 7.1.3. CYCLE SECURITY ...... 56 7.2. RECENT DEVELOPMENTS ...... 56 7.3. CHALLENGES ...... 58 7.4. RECOMMENDATIONS / WAY FORWARD ...... 59 7.5. MOTORCYCLES ...... 61

8. PUBLIC TRANSPORT ...... 62 8.1. BUS ...... 62 8.1.1. REVISED BUS STRATEGY ...... 62 8.1.2. EXISTING BUS INFRASTRUCTURE ...... 63 8.1.3. BUS SERVICES ...... 65 8.1.4. PUBLIC CONSULTATION ...... 68 8.1.5. BUS CONCESSIONARY FARES ...... 68 8.1.6. PARTNERSHIPS ...... 69 8.1.7. BUS TIMETABLE INFORMATION ...... 70 8.1.8. BUS PASSENGER SATISFACTION SURVEYS ...... 73 8.1.9. BUS ACCESSIBILITY ...... 73 8.1.10. RECENT DEVELOPMENTS ...... 86 8.1.12. RECOMMENDATION / WAY FORWARD ...... 89

8.2. RAIL ...... 90 8.2.1. OVERVIEW ...... 90 8.2.2. PASSENGER RAIL ...... 92 8.2.2.1. EXISTING NETWORK ...... 92 8.2.2.2. SERVICES ...... 92 8.2.2.3. RECENT DEVELOPMENTS ...... 93 8.2.2.4. CHALLENGES / ISSUES ...... 94 8.2.2.5. RECOMMENDATIONS / WAY FORWARD ...... 95 8.2.3. FREIGHT RAIL ...... 96 8.2.3.1. EXISTING NETWORK ...... 96 8.2.3.2. SERVICES ...... 97 8.2.3.3. RECENT DEVELOPMENTS ...... 97 8.2.3.4. CHALLENGES ...... 98 8.2.3.5. RECOMMENDATIONS / WAY FORWARD ...... 100 8.3. WATER ...... 101

Hull City Council Local Transport Plan (2011 – 2026)

9. HIGHWAYS ...... 102 9.1. EXISTING NETWORK ...... 102 9.2. HIGHWAY MAINTENANCE ...... 102 9.2.1. WINTER MAINTENANCE ...... 103 9.3. STREET LIGHTING...... 103 9.4. STRUCTURES / BRIDGES ...... 104 9.5. A63 / A1033 TRUNK ROAD ...... 108 9.6. DEMAND MANAGEMENT...... 115 9.6.1. TRAVEL PLANS ...... 116 9.6.1.1. AREA WIDE TRAVEL PLAN FRAMEWORK ...... 117 9.6.1.2. PERSONALISED TRAVEL PLANNING ...... 117 9.6.1.3. SCHOOL TRAVEL PLANS ...... 117 9.6.2. PARKING ...... 118 9.6.3. PLANNING PROCESS - HIGHWAY DEVELOPMENT CONTROL ...... 119 9.6.4. INTELLIGENT TRANSPORT SYSTEMS (ITS) ...... 119 9.6.4.1. URBAN TRAFFIC CONTROL (UTC) SCOOT SYSTEM ...... 119 9.6.4.2. BUS PRIORITY AT TRAFFIC SIGNALS ...... 120 9.6.4.3. VARIABLE MESSAGE SYSTEM (VMS) ...... 120 9.7. NETWORK MANAGEMENT PLAN ...... 122 9.8. TRANSPORT ASSET MANAGEMENT PLAN (TAMP) ...... 123 9.8.1. IMPLEMENTATION PROGRAMME ...... 124 9.8.2. KEY MILESTONES ...... 125

10. SAFER ROADS ...... 126 10.1. INTRODUCTION ...... 126 10.2. NATIONAL ROAD SAFETY CONSULTATION ...... 132 10.3. LOCAL SAFETY SCHEMES ...... 136 10.4. SAFER ROUTES TO SCHOOL ...... 136 10.5. TRAINING AND PUBLICITY CAMPAIGNS ...... 136 10.6. ROAD SAFETY THROUGH PLAY ...... 137 10.7. SCHOOL CROSSING PATROLS ...... 138

11. AIR QUALITY AND CLIMATE CHANGE ...... 141 11.1. ALTERNATIVE TECHNOLOGIES ...... 142

12. INDICATORS, TARGETS AND TRAJECTORIES ...... 143

13. IMPLEMENTATION PROGRAMME ...... 152

Hull City Council Local Transport Plan (2011 – 2026)

List of Figures Figure 1 - Local Development Framework (2011 – 26) ...... 8 Figure 2 – Proposed Areas of Development in the City ...... 9 Figure 3 - Regional Context ...... 14 Figure 4 - Strategic Transport Network – Kingston upon Hull ...... 16 Figure 5 – Local Highway Network – Kingston upon Hull ...... 17 Figure 6 - Strategic Rail Network – Kingston upon Hull ...... 18 Figure 7 - Population Trend in the City (1901 – 2009) ...... 19 Figure 8 - Growth of Population in the City (2001- 09) ...... 19 Figure 9 – Economic Growth Indicator – GVA Per Capita (1995 – 2007) ...... 20 Figure 10 - Employment Distribution in the City (2008)...... 21 Figure 11 - Relationship between Hull and the neighbouring Urban Centres ...... 22 Figure 12 - Commuting Patterns across the Yorkshire and Humber Region (2004) ...... 24 Figure 13 - Travel to Work Area (2001) ...... 25 Figure 14 - Commuting to Hull by Occupation (2001) ...... 26 Figure 15 - Location of Screenlines for Traffic Monitoring Surveys ...... 27 Figure 16 - Traffic crossing the Hull Docks Branch Railway Line ...... 28 Figure 17 - Two Way Growth in Traffic (River Hull Screenline) ...... 28 Figure 18 - Location of Most Deprived Wards in the City ...... 30 Figure 19 - Mode of Travel to School (Primary & Secondary) ...... 33 Figure 20 - Preferred Mode of Travel to School (Primary & Secondary) ...... 34 Figure 21 - Existing Footway Network in the City ...... 38 Figure 22 - Existing Public Rights of Way in the City ...... 40 Figure 23 - Distribution of Open Space Provision in the City ...... 44 Figure 24 - Accessibility of Existing Play Parks on Foot ...... 46 Figure 25 - Accessibility to Health Centres by Foot ...... 48 Figure 26 - Cycle Network in Hull ...... 52 Figure 27 – Proposed Future Cycle Network ...... 55 Figure 28 - Number of Cycle Thefts in Hull ...... 56 Figure 29 – Priory Park- Park and Ride Patronage (2003/04 – 2009/10) ...... 64 Figure 30 - Number of Bus Passenger Journeys (2001/02 – 2009/10) ...... 67 Figure 31 - Bus Services in Kinston upon Hull (2009/10) ...... 71 Figure 32 - Accessibility of City Centre by Bus (Weekday 7:00 – 9:00) ...... 76 Figure 33 - Accessibility of City Centre by Bus (Weekday 18:00 – 20:00)...... 77 Figure 34 - Accessibility of Hull City Centre by Bus (Saturday 10:00 – 15:00) ...... 78 Figure 35 - Accessibility of Hull Royal Infirmary by Bus (Weekday 08:00 – 10:00) ...... 79 Figure 36 - Accessibility of Hull Royal Infirmary by Bus (Weekday 18:00 – 20:00) ...... 80 Figure 37 - Accessibility of Castle Hill Hospital by bus (Weekday 08:00 – 10:00) ...... 81 Figure 38 - Accessibility of Castle Hill by Bus (Weekday 18:00 – 20:00) ...... 82 Figure 39 - Accessibility of University of Hull by Bus (Weekday 8:00 – 10:00) ...... 83 Figure 40 - Accessibility of St Andrews Quay (West) by Bus (Weekday 7:00 – 9:00) ...... 84 Figure 41 - Accessibility of Kingswood by Bus (Saturday 12:00 – 14:00) ...... 85 Figure 42 - Stock Condition of Highway Structures ...... 105 Figure 43 - Time Dependant Plots for Highway Structures ...... 106 Hull City Council Local Transport Plan (2011 – 2026)

Figure 44 - Average Delay per 10 vehicle miles for the slowest 10% of journeys on the road network around Hull ...... 110 Figure 45 - General coverage of the VMS System ...... 121 Figure 46 - Progress against Local Targets (Killed/ Seriously Injured (KSI) ...... 128 Figure 47 - Progress against Local Targets (Child Killed / Seriously Injured ...... 128 Figure 48 - Progress against Local Targets (Pedestrian KSI Casualties) ...... 129 Figure 49 - Progress against Local Targets (All Pedestrian Casualties) ...... 129 Figure 50 - Progress against Local Targets (Child Pedestrian Casualties) ...... 130 Figure 51 - Progress against Local Targets (All Child Casualties) ...... 130 Figure 52 - Progress against National Target (Slight Casualties) ...... 131 Figure 53 - Progress against Local Target (Cycle Casualties) ...... 131 Figure 54 - Total Number of Casualties (Powered Two Wheeler) ...... 132 Figure 55 - Proposed National Forecasts for Number of Fatal Casualties ...... 134 Figure 56 - Proposed National Forecasts for Number of Serious Casualties ...... 135 Figure 57 - Proposed National Forecasts for Number of Child KSI (Under 18) ...... 135 Figure 58 - Air Quality Management Area (Castle Street) ...... 141

Hull City Council Local Transport Plan (2011 – 2026)

List of Tables Table 1 - Comparison of Employment by Industry (2008) ...... 21 Table 2 - Mode of Travel to Work (2001) ...... 26 Table 3 - Car Ownership in Hull (1971 – 2001) ...... 29 Table 4 - Car ownership levels for Kingston upon Hull (2001) ...... 29 Table 5 - Comparison of health indicators for the City (2009) ...... 31 Table 6 - User Hierarchy for Different Road Types ...... 36 Table 7 - Adopted Local Standards for Open Space Provision ...... 43 Table 8 - Impact Assessment of Proposed Strategy areas on Goals ...... 50 Table 9 - Components of the City’s Cycle Network ...... 51 Table 10 - River Hull Screenline (12 Hour two way flows) ...... 53 Table 11 - Hull Docks Branch (12 Hour two way flows) ...... 53 Table 12 - Impact Assessment of Proposed Strategy areas on Goals ...... 59 Table 13 - Usage of Bus Telephone Information Line ...... 72 Table 14 - Bus Satisfaction Survey ...... 73 Table 15 - Impact Assessment of Proposed Strategy areas on Goals ...... 89 Table 16 - Impact Assessment of Proposed Strategy areas on Goals ...... 95 Table 17 - Impact Assessment of Proposed Strategy areas on Goals ...... 100 Table 18 - Highway Network Classification ...... 102 Table 19 - Highway Condition ...... 103 Table 20 - Number and Type of Structures on Register (All Owners) ...... 104 Table 21 - Implementation Milestone Targets ...... 107 Table 22 - Impact Assessment of Proposed Strategy areas on Goals ...... 107 Table 23 - Impact Assessment of Proposed Strategy areas on Goals ...... 115 Table 24 - VMS System Dimensions ...... 120 Table 25 - Progress of Safety Indicators against Local and National Casualty Targets ...... 127 Table 26 - Implications of Proposed Road Safety Targets on the Authority...... 134 Table 27 - Road Safety Training in Schools ...... 137 Table 28 - Safety Campaigns ...... 139 Table 29 - Monitoring Method for Indicators ...... 144 Table 30 - Correlation of Indicators with National Objectives ...... 147 Table 31 - Partnership and Joint Working Arrangements ...... 152 Table 32 - Programme ...... 157

Hull City Council Local Transport Plan (2011 – 2026)

Foreword

I am pleased to introduce this, the third Local Transport Plan (LTP3) to be produced by Kingston upon Hull City Council. This new plan builds on the two previous 5 year plans and takes a longer term view which covers the 15 year period from 2011-26.

In the last 10 years since the publication of the first Local Transport Plan the transport horizon in the City has changed significantly with the opening of the Hedon Road Improvement, the new Transport Interchange, the improvements to the Hull Docks Branch Railway and numerous smaller schemes. In all over £150m has been invested in improvements to the City’s transport system, much of this has been secured from sources outside the LTP system through strong partnership working with external public bodies and the private sector. This investment has delivered significant positive outputs such as reductions in road casualties and congestion levels and has led to the city ‘bucking the national trend’ in growth of car traffic and reducing bus passenger levels.

In the present economic climate of uncertainty and likely lack of future funding availability our major challenge will be to continue to deliver on our key objectives and work towards our vision

‘To provide and develop a safe and efficient transport system that contributes to the social, environmental and economic well being of the residents, businesses and visitors to the City and provides equal opportunities for everyone to access key services using, where possible, ‘green’ alternatives to the private car’.

I am confident that by taking a pragmatic, realistic and flexible approach and by closer integration of transport into wider agendas such as health, economy and education and by building on our already impressive record of securing funding through joint partnership working, we will continue to contribute to the delivery of sustainable economic growth in the city and wider sub region.

Councillor David Woods

Cabinet Portfolio Holder for Environmental Sustainability Kingston upon Hull City Council

Hull City Council Local Transport Plan (2011 – 2026)

Executive Summary It is now 10 years since Kingston upon Hull City Council produced its first Local Transport Plan (LTP1) which covered the period 2001-2006. This original plan and the subsequent second follow up plan (LTP2) published in 2006, outlined a vision for transport in the City together with the transport policies and strategies needed to deliver the vision. This is the Council’s third Local Transport Plan (LTP3) covering the period 2011 – 2026 which is to be submitted to the Department for Transport (DfT) at the end of March 2011.

Hull’s previous two Local Transport Plans (2001-2006 and 2006-2011) proved to be a success, improving transport and road safety for many people in the City. There is, however, still much work needed to tackle transport issues in the City, such as reducing traffic congestion on major routes, improving highway conditions, providing better public transport and tackling road safety problems.

Several very significant major transport improvement schemes have been completed during the LTP1 and LTP2 periods including the new A1033 Hedon Road Dual Carriageway, the new Paragon Interchange and the improvement to the Hull Docks Branch freight rail line. During LTP3 it is intended to build on the success of these schemes through further carefully targeted investment. In the present economic climate this will require a more imaginative approach focused around making best use of the existing transport system and infrastructure. Although it is hoped that further major investments in schemes such as the A63 Castle Street and further Park and Ride sites can be delivered, it is not certain when this delivery will take place. Meanwhile the focus in LTP3 is shifting towards ‘softer’ measures such as Travel Planning, smarter choices, and the use of technology to deliver transport improvements which represent best value for money and help deliver sustainable economic growth with limited funding.

Following an extensive consultation process we are proposing to continue to aspire to the vision adopted in LTP2

This vision has been expanded into the following local objectives based on the Department for Transport (DfT) national policy framework:

LOCAL TRANSPORT OBJECTIVE 1 To ensure that good levels of accessibility, especially by public transport, are integrated with planned changes to the City in the health, housing, education, and employment sectors.

LOCAL TRANSPORT OBJECTIVE 2 To maintain and improve road safety on the City’s road network

Hull City Council Local Transport Plan (2011 – 2026)

LOCAL TRANSPORT OBJECTIVE 3 To help facilitate the regeneration of the City and the expansion of the Port of Hull in a sustainable manner

LOCAL TRANSPORT OBJECTIVE 4 To promote a healthier City through improving air quality and encouraging active travel.

The Department of Transport recently announced their capital funding allocation for Hull City Council to cover Integrated Transport and Highways Maintenance for 2011-12 to 2014-15 although the latter two years are only indicative and could therefore change in the future.

Settlement Year Funding Areas 2011/12 2012/13 2013/14 2014/15 (000’s) (000’s) (000’s) (000’s) Integrated Transport 2,278 2,429 2,429 3,416 Highways Capital Maintenance 2,014 1,926 1,799 1,741 Total 4,292 4,355 4,228 5,157

These funding levels compare with recent levels of funding received for 2010/11 of £3.592 Integrated Transport and £2.492 Highways Maintenance (Total £6.084m) and represent a total decrease of about 29.5%. Funding for both the integrated Transport and the Highways Capital Maintenance are both formula based and is received as non ring fenced capital grant.

Local and Strategic Policy Context The City has been very successful in achieving, and in many cases exceeding the challenging targets set in LTP2. We propose in LTP3 to carry on delivering the above transport objectives. The new challenge will be to achieve economic growth and help deliver the wider City and National Agendas whilst still delivering sustainable transport objectives and continuing to listen and take into account the needs and views of all transport users in the City. Wherever possible, we are working in partnership with all stakeholders and are trying to ‘lock them into’ the LTP3 goals. The focus on LTP3 is now very much on how transport can contribute to delivering other wider agendas in the City.

The development of a transport strategy and programme for the City over the next fifteen years has been progressed in the context of the national policy framework, as set out in: - The Future of Transport’ National White Paper, (DfT - July 2004) - The Stern Review (Oct 2006) - Eddington Report (Dec 2006)

At a local level, numerous policies and strategies covering a wide range of non transport specific issues have been considered as part of the development of LTP3. These include:

Transport and the City - Emerging Local Development Framework (2011-2026) - Newington and St. Andrews (NaSA) and Holderness Road Corridor Area Action Plans (AAPs) Hull City Council Local Transport Plan (2011 – 2026)

- Environment and Climate Change Strategy (2010-2020) - City Corporate Plan (2009-2012) - Sustainable Community Strategy (2009-2011)

Transport and Health - Local Improvement Finance Trust (LIFT)

Transport and Education - Building Schools for Future (BSF) - Primary Capital Programme for schools

Transport and Business - Yorkshire and Humber Regional Freight Strategy

A further detail of this policy context is provided in Chapter 2 of this document.

The influence of the City of Kingston upon Hull stretches far beyond its boundaries. People travel to work in the City from far into the East Riding of Yorkshire and across the Humber Bridge from the south. Hull has been identified as one of four key Cities in the Region and one of eleven Cities in the North of England whose success is vital in delivering the Northern Way’s Growth Strategy designed to redress the north-south divide. Economic growth in the Humber depends to a large extent on the development of Hull at the heart of its City Region.

Hull’s role as a port forms a vital link in the North European trade axis running from Ireland to Russia crossing the North of England via the M62 motorway and Transpennine railway corridors.

Although Hull has achieved much in its previous Local Transport Plans (LTP’s), the City still faces many challenges and problems that improvement in the transport system can help overcome. These include:

- high levels of deprivation - high levels of crime, - significant levels of unemployment, - low standards of education facilities, - poor health standards and - distorted housing market

Further details of these issues are provided in Chapter 3 of this document.

The above challenges and problems have manifested themselves in a population that has increased slightly in recent years. There is much evidence that policies put in place by the City Council are starting to make real progress towards reversing these negative trends and there is recognition in the City of how important a co-ordinated approach will be in continuing this good work.

Economic growth in the City is seen as the key to solving many of these problems. This LTP explains the role that transport can play in achieving this recovery and growth. Improvements to the external transport links from the Port of Hull to the National Hull City Council Local Transport Plan (2011 – 2026)

Transport system are vital to the economic growth of both Hull and the wider area and the role of partnership working with external bodies such as Network Rail, the Highways Agency and the East Riding of Yorkshire Council continues to become more important to achieve the City’s vision for transport. 1. Introduction Over the last 10 years Hull has been working towards a transport system that provides a safe, convenient, reliable and sustainable means of transporting people and goods. The achievement of this goal is essential to help deliver economic growth and the new jobs necessary to relieve many of the City’s problems.

In the current climate of diminishing financial resources, it is important that the Council continues to work in partnership with stakeholders, interest groups and other agencies to deliver transport initiatives to benefit the wider community and achieve its goals.

This plan forms the third Local Transport Plan for the City of Kingston upon Hull. It provides the transport vision for the development of the City together with the transport policies and strategies that are needed to deliver that vision and to help deliver the objectives of our partner organisations. The plan has been developed by the Council in partnership with stakeholders and the wider community, building on the on-going consultation being carried out as part of the development of the Local Development Framework, Gateway Pathfinder and Building Schools for the Future. Further specific consultation has been carried out as part of the preparation of this L.T.P.

1.1. Background Historically the Government originally through Section 108 of the Transport Act 2000 and more recently as amended by Local Transport Act 2008 placed a duty on all authorities outside London to renew their Local Transport Plans at least every 5 years. To date the Council has produced two Local Transport Plans, which cover a ten-year period from 2001-11 (LTP1 – 2001 to 2006 and LTP2 – 2006 to 2011). In the past the LTP document has been used as a bidding document to Government, setting out the transportation needs of the Authority. This is no longer the case as the capital funding allocations for maintenance and the integrated programme are determined by formulae.

The City has seen significant improvements over the period of its first two Local Transport Plans; with significant reductions in road casualties and a number of the Road Safety targets being achieved well in advance of the 2010 National and local targets. Improvements in transport infrastructure have taken place such as:

. the construction of the City’s first purpose built Park and Ride site at Priory Park (the patronage of which continues to grow)

. the use of Intelligent Transport Systems (ITS),

. Corridor improvements,

. the opening of the Hedon Road Improvement Scheme to enhance the access to the docks,

. improvements to the capacity of the freight railway to serve the docks

1 Hull City Council Local Transport Plan (2011 – 2026)

. the opening of the new £16m state-of-the-art Paragon Transport Interchange (multi modal interchange between rail, coach, bus, taxi, and cycling).

All of these have helped to significantly enhance sustainable transport provision in the City.

1.2. Policy Framework - Local Transport Plan (2011 – 26) The Council does not intend to ‘rest on its laurels’ as there is still much work to do to continue to address the future transport and carbon reduction challenges which it faces. It is hoped that by addressing these challenges the transport system will help contribute to improvements to the vitality and vibrancy of the City making it a more desirable place to live, work and play.

The Council’s emerging Local Development Framework (2011 -26) will set out the future spatial land use for the city, identifying sustainable locations for the future development of new housing (17,500 dwellings over the plan period), employment, leisure and amenity / open space. This needs to be planned as we move into what is likely to be a very challenging period of reduced Government funding and general cut-backs for Councils and other Agencies. It is therefore vital for the Council to work closely with other Agencies, through the Local Strategic Partnership (One Hull) and others to make the best use of resources. This is necessary to help drive forward proposals which will provide sustainable travel opportunities to tackle climate change and to provide facilities for an ever- increasing demand for safe, reliable and efficient travel.

Unlike in previous plans the Government has now allowed greater flexibility over the duration of the plan period to fit in with other local complementary plans and strategies. Plans are no longer restricted to a five-year review period. For Kingston upon Hull a fifteen year time horizon has been selected to align with the Council’s emerging Local Development Framework (LDF) which, when adopted, will set out the Council’s strategic land use development aspirations up to 2026. The plan also takes into account the following Council strategies:

• Sustainable Community Strategy (2009-2011) • Corporate Plan (2009-2012) • Environment and Climate Change Strategy (2010-2020)

The Council therefore, needs to continue to develop sustainable transport schemes and initiatives that meet the needs of local people, provide for sustainable growth and offer value for money. Although the new plan covers a 15 year time horizon to 2026 it is not intended for it to be cast in ‘tablets of stone’. The intension is for it to be flexible enough to respond to changes in National and Local Policies and to be able to respond to all opportunities which may present themselves in the future. This will assist in achieving the transport vision for the City and helping to also meet partners’ goals.

The implementation of this plan will help galvanise the focus of the Council into moving forward with its partners and stakeholders towards delivering a transport 2

Hull City Council Local Transport Plan (2011 – 2026)

system that supports strong economic growth whilst reducing the emission of greenhouse gases; consequentially improving the overall fabric of city life and city living.

This Local Transport Plan sets out the transport policy framework to help achieve the vision of the City in light of future economic growth and related challenges, including an initial implementation plan for the short (1-3 years), medium (3-5 years) and long term (beyond 5 years). Until future capital and revenue funding levels have been confirmed by the Council, it is impossible for the Authority to set a meaningful capital implementation programme with any degree of certainty. Therefore, initially only a broad brush programme is proposed which will be further developed once the Council has prioritised its spending and set its capital budget in spring 2011. The intention is to devise a three-year rolling programme of transport improvements and initiatives.

In December 2010 the Department of Transport announced the capital allocations for the City for the next four years (2011/12 to 2014/15) although the last two years (2013/14 and 2014/15) are only indicative allocations and could therefore change in the future.

The Council welcomes the creation of the Local Sustainable Transport Fund (LSTF) by the DfT. The core objectives of this fund will be to support economic growth and reduce carbon through sustainable travel initiatives. The guidance setting out the bidding process is due to be published early in 2011 and the Council is intending to make a bid for this grant.

The Council intends to review the LTP3 at regular intervals during the life of the plan to ensure that the plan does not need to be refocused as a result of any changes to national or local policies which have an impact that affects the delivery of the plan or have a detrimental impact on work undertaken by other agencies or stakeholders.

1.3. Challenges for the City The City of Kingston upon Hull influence stretches far beyond its boundaries. Its Travel to Work Area extends far into the East Riding of Yorkshire and south across the Humber Bridge. It has been identified as one of the 4 Key Cities in the Region and one of eleven Cities in the North of England whose success is vital to delivering the Northern Way agenda and redressing the north – south divide. Economic growth in the Humber depends to a large extent on the development of Hull as a City Region. Hull’s role as a port City forms a vital link in the North European trade axis running from Eire to Russia crossing the North of England via the M62 corridor. 3

Hull City Council Local Transport Plan (2011 – 2026)

Although Hull has achieved much in pure transport terms over the last ten years, since the beginning of the LTP era, it still faces many challenges / problems which improvement in the transport system can help overcome. These include high levels of deprivation, crime, unemployment, levels of education attainment (recently improving), poor health and a failure in the housing market, all of which have manifested themselves in a decline in population (population between 1991 and 2001 declined by 19,700) but in recent years has begun to stabilise. There is much evidence that policies put in place by the City Council are starting to make real progress towards reversing these negative trends and it is important that a coordinated approach is taken to continue this good work.

Economic growth in the City is seen as the key to solving many of these problems. The Council aims to integrate transport as an inherent element of its sustainable growth strategy and use it to play a “place-making role” to help achieve aspirations for rapid recovery and growth.

Improvements to the external transport links from the Port of Hull to the National Transport system are vital to the economic growth of both Hull and the wider area. The A63 Trunk Road linking to the M62 is severely constrained at Castle Street in the centre of the City and the solution to this problem has long been a top local and Regional priority.

The City has been very successful in achieving, and in many cases, exceeding the challenging targets set in LTP2. The intention in LTP3 is to carry on delivering transport objectives that contribute to the priorities of reducing congestion, improving safety, accessibility and air quality. The new challenge will be to achieve economic growth and help deliver the wider City and National Agendas whilst still delivering sustainable transport objectives and continuing to listen and take into account the needs and views of all transport users in the City. Where possible the Council will continue to work in partnership with all stakeholders and try to ‘lock them into’ achieving common goals.

Hull City Council Local Transport Plan (2011 – 2026)

2. Local and Strategic Policy Context

2.1. Vision and Objectives Following consultation with stakeholders the Council is proposing to retain the transport vision which it developed for LTP2, namely:

This vision has been expanded into the following local objectives:

The first objective is aimed at ensuring that the transport networks provide good quality, affordable and reliable access to a range of destinations

The second objective focuses on the need to take steps to continue to reduce the number of incidence and severity of injuries through road traffic accidents, and to tackle real and perceived personal security issues.

LOCAL TRANSPORT OBJECTIVE 2 To maintain and improve road safety on the City’s road network

The third objective focuses on the need to reduce congestion on all forms of transport and to maximise the ability of the transport networks to meet the environmental, social and economic needs of the community.

LOCAL TRANSPORT OBJECTIVE 3 To help facilitate the regeneration of the City and the expansion of the Port of Hull in a sustainable manner

The final objective is aimed at improving air quality and low carbon agendas.

LOCAL TRANSPORT OBJECTIVE 4 To promote a healthier City through improving air quality and encouraging active travel. 5

Hull City Council Local Transport Plan (2011 – 2026)

2.2. National Transport Policy Since the current LTP2 was prepared the National emphasis on transport has been refocused from the 5 shared priorities of Accessibility, Congestion, Safety, Air Quality and Quality of Life, towards meeting the goals identified in Delivering a Sustainable Transport System (DaSTS), DfT, 2008.

DaSTS outlines five goals for transport, which focus particularly on the challenge of delivering strong economic growth while at the same time reducing greenhouse gas emissions, as recommended through the Stern Review (Oct 2006) and Eddington Report (Dec 2006).

In the overall process, our objective would be to set achievable targets that reflect the wider goals of the City Council and its partners to deliver National objectives in terms of: Contributing to improved safety, security and health Supporting economic growth Tackling climate change Promoting equality of opportunity Improve quality of life and a healthy natural environment

2.3. Local Policy Framework

2.3.1. Sustainable Community Strategy (2009-2011) This strategy has been developed by a range of organisations in the public, private, voluntary and community sectors, working through Hull’s Local Strategic Partnership.

The Sustainable Community Strategy (2009-2011) sets out the vision and priorities that partners will work toward in “Creating a Better City” where no one is left behind.

The Local Area Agreement (LAA) is the action plan for the delivery of the Sustainable Community Strategy. It sets out four key themes which will enable the City to improve with lasting and significant changes these are:

Earning - working to make sure that all local people thrive economically; Learning – guaranteeing that no local child or young person is left behind in achieving their full potential; Health and Wellbeing – enabling everyone to make healthy lifestyle choices; and Safe – helping local people to build strong communities and a city which is a safe place to live.

Objectives for 2011 within the strategy, which specifically relate to transport issues, are as follows:

Earning Improve road and rail access to the port, the city centre and other key development sites strengthening the economic performance of the City Centre and increase the City’s market share of retail and leisure spending. 6

Hull City Council Local Transport Plan (2011 – 2026)

Learning . Encourage more young people to access and stay in learning by tackling barriers such as transport, childcare and funding and establishing clear progression routes between secondary, further and higher education.

Health and Well-being . Improving the quality of the built environment and condition of highways. . Increasing the number of people choosing to walk or cycle around the City . Reducing obesity by promoting active lifestyles and improved diet, delivering interventions in local communities and creating a Single Point of Access for weight management and lifestyle support.

There will be a need to ensure that there is synergy between LTP3 and the next Sustainable Community Strategy that is currently being prepared.

2.3.2. Emerging Local Development Framework (2011 – 2026) The Hull LDF through a suite of planning documents including a Core Strategy provides a vision for the long-term spatial development of the City to 2026. The structure of the planning framework is illustrated in Figure 1. At the time of writing this draft the timescales for the delivery of the City’s LDF Core Strategy had been delayed due to changes in National policy / Guidelines and the pending Government deliberations over the future of the Regional Spatial Strategy (RSS).

Spatial planning shapes the places where people live, work, relax and play. Good planning ensures that the right development is located in the right place at the right time. Successful planning makes a positive difference to people’s quality of life and helps to provide homes, jobs and better opportunities for everyone. It protects and enhances the natural and historic environment and conserves the countryside and important open spaces. The planning system also seeks to reduce carbon emissions and make more use of resources.

To realise the spatial vision of the core strategy, 8 strategic objectives are proposed. Transport will play an integral role in helping to deliver all of these 8 objectives by creating a policy framework for sustainable transport which increases accessibility and assists economic development whilst protecting and improving the environment. Key actions are to deliver facilities for walking, cycling and public transport, and to reduce the impact of traffic on the environment by managing road space and parking. Particular attention is being focused on ensuring that the future developments are delivered in sustainable locations.

Hull City Council Local Transport Plan (2011 – 2026)

Figure 1 - Local Development Framework (2011 – 26)

Planning Yorkshire and Sustainable Other Plans / Policy Humber Plan Community Strategies Guidance / (RSS) Strategy Statements (Uncertain Including LTP future)

HULL DEVELOPMENT FRAMEWORK

Core Strategy

City Policies Area Action Site Allocations / Plans Proposals Map (AAP’s)

Supplementary Planning Documents

A publication draft of the Core Strategy is expected to be published in spring 2011 with a view to being adopted by the end of 2011.

2.3.3. Newington and St. Andrews (NaSA) and Holderness Road Corridor Area Action Plans (AAPs) The strategic vision for the Newington and St. Andrews (NaSA) and the Holderness Road Corridor areas are set out in individual area action plans. These AAP’s set out the regeneration goals for each and include a number of broad social, environmental and economic objectives which each AAP aims to achieve. The AAP areas are depicted on Figure 2.

Hull City Council Local Transport Plan (2011 – 2026)

Figure 2 – Proposed Areas of Development in the City

Newington and St. Andrews (NaSA) Area Action Plan The Newington and St. Andrews Area Action Plan (AAP) which was adopted in February 2010 sets out the future spatial policies to enable the regeneration of the area over the next 15 year period. This plan builds on the vision for the area’s future, based on the issues facing the Newington and St. Andrews area.

Key areas for action include: new build, refurbishment, environmental improvements and potential demolition to structure and stimulate the regeneration of the area. The Council believes bringing these areas forward will accelerate the change process in the entire Newington and St. Andrews area, raising the profile and aspirations for the area and offering real change to the quality and choice in the housing stock.

The AAP has detailed area based policies and proposals for each of the eight neighbourhood areas namely Hawthorn Avenue, West Park, Boulevard, Hessle Road, Anlaby Road, Albert Avenue, Coltman Street and Dairycoates. The approach has many facets. A wide range of social, economic and environmental factors have been considered as they play important roles in the delivery of the action plan.

The AAP is not intended to be a rigid blueprint for development, but rather a framework within which individual development projects can be brought forward and delivered. The delivery strategy, therefore, seeks to balance clarity of vision and flexibility of approach through working in partnerships and integration of the full scheme.

Hull City Council Local Transport Plan (2011 – 2026)

Holderness Road Area Action Plan (A.A.P.) The Holderness Road Corridor (HRC) Area Action Plan (A.A.P.) sets out future spatial policies to enable the regeneration of the area up to 2026. The Council has not yet adopted the A.A.P. but it is anticipated that it will be adopted early in 2011.

The development of the A.A.P. was based on the key principles of community engagement in planning, which are appropriate, from the outset, continuous, transparent and planned.

Prior to the formulation and adoption of any strategic planning document, credible and robust evidence was collected to establish the needs of the area. The findings of the research were used to build up a detailed understanding of the social, economic and environmental composition of the HRC area. It identified that there is a strong sense of community across the area, but also distinct and individual neighbourhoods. The AAP used this analysis to establish focus areas (Ings area, East Park area, Preston Road area and Holderness Road and New Bridge Road area) and the boundary of the AAP area. These focus areas have a distinctive feel with unique strengths and weaknesses. These areas act as a focus for change, with changes targeted at tackling specific local issues, which when linked together would bring regeneration to the whole HRC area. By building on their individual strengths, a vision has been produced for each focus area.

Guiding principles of transformational change have been identified covering all of the focus areas. Spatial themes with individual objectives and aims have been developed for each area to deliver the overall vision for the HRC area. Transport themes form an integral part in delivering the overall vision. These are:

• Green Space: focus to create new, green links between key open spaces to improve access and to encourage movement between areas. The A.A.P. aims to identify locations to create new green spaces and improve, or redistribute, those of poorer quality. Holderness Road, Holderness Drain and Preston Road are proposed to be green routes that connect green spaces and neighbourhoods; with the overall vision to promote biodiversity and the interaction between urban area and wildlife.

• Movement and Economic Opportunity: Its objective is to connect local places, neighbourhoods and economic and educational centres more coherently. The aim is to create streets safe for pedestrians, cyclists and cars and improve traffic flow on existing routes.

Further details on both A.A.P.s can be found on the Council’s Web site under Planning / Planning Policy.

2.3.4. Hull City Council’s Corporate Plan (2009 - 2012) The Council’s Corporate Plan is based on the outcomes identified within Hull’s Sustainable Community Strategy. 10

Hull City Council Local Transport Plan (2011 – 2026)

The Council delivers a wide and diverse range of services working across the city to help improve people’s lives. Its mission is to:

‘Work hard to secure a positive and sustainable future for the city. This will be achieved through decisive leadership, partnerships, and the support of active and empowered communities’

The LTP vision seeks to develop a safe and efficient transport system that contributes to the social, environmental and economic well being of the residents and businesses. This vision will be supplemented by the Corporate Plan’s goals for the environment especially improving the housing stock, street scene and air quality.

2.3.5. Environment and Climate Change Strategy (2010 – 2020) The UK Government has sought to create a focus on addressing climate change through legislation, policy initiatives, energy efficiency programmes, emissions trading and assessing the carbon impact of policy. In 2008 the Government, through the Climate Change Act, set a target to reduce carbon dioxide emissions by 32% by 2020 and 80% by 2050 based on 1990 levels. In July 2009, the UK Government launched a suite of four plans which set out how the Country will attempt to decouple economic growth from carbon emissions and establish a direction to achieve the 2020 targets for carbon reduction through the life of the LTP;

UK Low Carbon Transition Plan. The UK Renewable Energy Strategy; The UK Low Carbon Industrial Strategy; UK Low Carbon Transport – A Greener Future

To complement the national policies, the Authority has made clear its commitment to tackle climate change by signing the Nottingham Declaration on Climate Change committing itself as the largest employer in the City to take action on Climate Change.

The key issue for Hull is what to do about the unsustainable use of resources and inbuilt climate change so that the City and its residents are protected and to also ensure that Hull is able to prosper.

This Strategy sets out how the City will take action on three Measures of Success covering mitigation and adaptation to climate change and the sustainable use of natural resources; these are arranged around specific Priority Areas and Objectives. The Measures of Success set clear ambitions for the City and propose stretched targets so that Hull becomes a leader in carbon reduction action. These measures are set against the background of the latest evidence on how our climate is changing. Climate projections for Hull taken from the UK Climate Projections 2009 which suggest that the annual temperature is likely to increase by between 1.4°C and 3.3°C by 2050 under a medium emissions scenario. Precipitation is 11

Hull City Council Local Transport Plan (2011 – 2026)

likely to remain at similar levels but the probability of extreme weather events such as the floods of 2007, prolonged periods of hot weather or more severe winter temperatures is likely to increase.

A study undertaken in 2008 highlighted that domestic (30.2%) and transport (17.4%) emissions account for just under half of the City’s emissions with the rest from industrial and commercial activity (52.4%). The current forecast of the City’s population would see a 5% increase in transport related carbon dioxide emissions by 2026 compared to the 2001 baseline. This equates to a 1.2% increase in Hull’s overall carbon emissions.

Nationally research has shown that potentially the following reductions may theoretically be achievable however locally these may not be deliverable.

A 10% reduction in private road mileage by 2026 would result in a reduction of 39% on 2001 baseline travel emissions.

A 26% improvement in the efficiency of road vehicle engines, in terms of grams of CO2 emitted per km travelled, would result in a 22% reduction of travel related carbon dioxide emissions in 2026 from a 2001 baseline.

A doubling of car occupancy from 31% to 62% would result in a 40% reduction of travel related carbon dioxide emissions in 2026 from a 2001 baseline.

A combination of ‘hard factors’ such as development of public transport infrastructure (bus, train or tram) and congestion charging could reduce carbon dioxide emissions. Furthermore, ‘soft factors’ such as workplace travel plans, car clubs, car sharing, teleworking and improved information on public transport can reduce traffic levels by between 3% - 14% in urban areas.

2.3.6. Integrated Sustainability Appraisal (ISA) An Integrated Sustainability Appraisal (ISA) has been undertaken in parallel to, and in association with, the development of this plan. The ISA identifies the potential impacts of the Council’s third Local Transport Plan on the local economy, the community and the environment, the three dimensions of sustainable development.

The ISA consists of a combination of assessments appraising the environmental, equality and human health impacts of the proposed strategy contained in this Local Transport Plan. The report has been prepared in accordance with the requirements set out in the European Directive 2001/42/EC for environmental assessment but also includes appraisal in terms of Equality under the Equality Act 2010 and a detailed assessment of the impact on human health.

The European Directive 2001/42/EC requires Strategic Environmental Assessment (SEA) of a wide range of plans and programmes, including Local Transport Plans. The objective of the SEA Directive is:

Hull City Council Local Transport Plan (2011 – 2026)

“to provide for a high level of protection of the environment and to contribute to the integration of environmental considerations into the preparation and adoption of plans…with a view to promoting sustainable development” (Article 1).

The EU directive has been transposed in England through the Environmental Assessment of Plans and Programmes Regulations 2004 (Statutory Instrument 2004 No. 1633), which integrates the SEA directives requirements with the existing transport appraisal process, the New Approach to Appraisal (NATA).

It is essential th-+at the environmental impact of any schemes or strategies identified in this LTP are assessed and mitigated as far as possible. The resulting Environmental Report will be available on request and it will be available on the Council’s website.

3. Geographic and Demographic Characteristics

3.1. Introduction The City of Kingston upon Hull is located on the north bank of the River Humber at its confluence with the River Hull. It is some 15km (9.32 Mile) east of the Yorkshire Wolds and about 25km (15.53 mile) west of the North Sea. The River Hull bisects the City in a north-south direction. The location of Hull in its regional context is outlined below in Figure 3.

Figure 3 - Regional Context

Source: Yorkshire and Humber Regional Spatial Strategy (Adopted 2008)

The City forms a semi circle with an average radius of some 7 km (4.34 mile). The pattern of major roads has developed from routes radiating from the historic City Centre to the suburbs and villages beyond. The distribution of major land uses owes much of its origins to the River Hull and the Humber estuary, along which most of the major industries, port areas and docks have developed forming an inverted 'T' shape. The two segments of the City between these industrial areas are primarily housing with significant open areas defining the boundaries of communities.

3.2. Strategic Network A comprehensive road and rail network links the City with the rest of the country. The core road and rail networks are outlined in Figure 4 and Figure 5 and summarised below.

14 Hull City Council Local Transport Plan (2011 – 2026)

The A63 (T) / A1033 (T) runs through the City on the north bank of the River Humber and provides access to the port to the east and the national motorway network, via the M62, to the west. Access through Hull via the A63 (T) was improved in 2003 by the completion of the A1033 (T) Hedon Road improvement scheme. However, significant congestion and safety problems are still prevalent on A63 Castle Street and the Highways Agency has recently published the Preferred Route for the A63 Castle Street Improvement Scheme. This scheme includes a grade separated solution which aims to improve safety and traffic flow whilst fulfilling the desire of regeneration partners to promote economic revitalisation of the City Centre and the adjacent waterfront. The Government recently announced as part of its Comprehensive Spending Review (C.S.R.) that they would continue working on A63 Castle Street with the intention of starting work post 2015 subject to future funding availability.

Within the City, three sides of a dual carriageway orbital box of roads (Castle Street, Ferensway and Freetown Way) have been constructed which enables the city centre core to be set aside for a pedestrian friendly environment. The possibility remains to upgrade Great Union Street to the east of the city centre to complete the orbital box. In addition a signed ring road surrounds the City from St Andrews Quay in the west to Marfleet in the east; however, this ring road has not been purpose built and runs through sensitive residential areas (as shown in Figure 5) and is currently under review.

Kingston upon Hull is one of Yorkshire's major cities and is regionally unique in being a Port City. It is at considerable distance from other major centres, York is some 60 km (37.28 mile) and Leeds some 90 km (55.92 mile) away, and consequently, the City has developed as a sub-regional centre for a wide area on the north bank of the River Humber.

The A15 crosses the estuary at the Humber Bridge and provides access to North and North East Lincolnshire including Scunthorpe, Grimsby and Humberside International Airport. The A1079 has been de-trunked and provides the primary route to York and the north.

Hull City Council Local Transport Plan (2011 – 2026) Figure 4 - Strategic Transport Network – Kingston upon Hull

Hull City Council Local Transport Plan (2011 – 2026) Figure 5 – Local Highway Network – Kingston upon Hull

Hull City Council Local Transport Plan (2011 – 2026)

The City is served by the national railway network via the terminus station at Paragon Interchange as shown in Figure 6. While there are no local railway stations within Hull’s administrative boundary, there are stations within the Greater Hull conurbation at Hessle and Cottingham. The capacity of the rail network in and around Hull is, however, restricted by numerous level crossings and the fact that track access is only generally available at present for 16 hours per day between 06:00 and 22:00.

Figure 6 - Strategic Rail Network – Kingston upon Hull

A freight railway, which was formerly part of a more comprehensive network in the City, runs at high level between the main line west of the City to the Hull Docks area to the east. A scheme to increase the number of train paths available from 10 to 22 per day in each direction on this route was opened in June 2008 as part of Yorkshire Forward’s ‘early wins initiative’.

The Port of Hull is part of the biggest port complex in the country and continues to expand to offer a wide range of freight and passenger services to destinations across Europe and the rest of the world although growth in port traffic has been hit by the current economic climate.

Humberside International Airport is 20 miles (32 km) away from the City while Leeds/Bradford Airport is 70 miles (112 km), Robin Hood Airport Doncaster Sheffield is 50 miles (80 km) and Manchester Airport is 110 miles (176km) away. All are reasonably accessible for residents of the City.

Hull City Council Local Transport Plan (2011 – 2026)

3.3. Population The population of the City has declined by 61,000 between 1931 and 2001 (as shown in Figure 7) but since 2001 the City has seen a very gradual reversal in this trend as shown in Figure 8.

Figure 7 - Population Trend in the City (1901 – 2009)

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Figure 8 - Growth of Population in the City (2001- 09)

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3.4. Economy In terms of macro economic indicators for comparing productivity, Gross Value Added (GVA), Hull’s economy was worth £4.26 billion GVA with an estimated GVA per head of £16,571 (compared to £16,670 regionally and £20,458 nationally) in 2007. Analysis of growth over the last ten years demonstrates the challenges facing this area which is

Hull City Council Local Transport Plan (2011 – 2026)

highly dependent on manufacturing and the public sector. Manufacturing experienced the slowest rates of growth in economic output in the Hull area. Although GVA in Hull, North Lincolnshire and North East Lincolnshire remains around the regional average, it is a long way behind the national average and Hull has low levels of productivity compared to other large cities in the North. The East Riding has lower GVA per head because of its low job density, although earnings are relatively high because of its knowledge-intensive employment as shown in Figure 9.

Figure 9 – Economic Growth Indicator – GVA Per Capita (1995 – 2007)

Source: ONS 2010 NUTS3 GVA Data

3.5. Employment The Annual Population Survey (APS) Jan-Dec 2009 shows that the activity rate for the working age population was 71.9% for the City and 78.6% for the East Riding as compared to 75.4% at regional level and 76.9% at national level. The City of Hull has the largest working age population in the economic area, 68.3% (179,200) of the population are between the ages 16 – 64 compared to 62.7% of the East Riding according to Office of National Statistics Mid Year Estimates. In 2008 there were 115,723 jobs in the city which represents 64.58% of working age population. The largest sector in Hull is public administration, education and health which accounts almost a third (30.8%) of all employment in the economic area followed by distribution, hotels and restaurants as shown in Figure 10.

Hull City Council Local Transport Plan (2011 – 2026)

Figure 10 - Employment Distribution in the City (2008)

Other services 3.9% M anufacturing 17.1%

Public administration, Construction education and 4.7% health 30.8%

Distribution, Hotels & Restaurants 23.5% Finance, IT and Transport & Other business Communication activities 14.2% 5.0%

Source: Economy Development and Regeneration (Hull City Council)

Hull has a relatively high proportion of manufacturing employment (17.1% compared to 10.1% for England) as shown in Table 1. Whilst remaining the largest sub sector, the food and beverage manufacturing has shown a decrease in recent times possibly due to the recession.

Table 1 - Comparison of Employment by Industry (2008) Kingston upon England Employment by Industry Hull Number % % Manufacturing 19,800 17.1 10.1 Construction 5,500 4.7 4.6 Distribution/hotels/restaurants 27,300 23.5 23.5 Transport & communication 5,700 5 6 Banking, finance and insurance etc 16,500 14.2 22.7 Public admin, education & health 35,600 30.8 26.4 Other services 4,500 3.9 5.3 Total jobs 115,700 100 100 Source: ABI data, (rounded to nearest 100) Even chemicals and chemical products, which provides substantial number of jobs has also declined. The percentage of the banking, finance and insurance sector in the wider local area is just 12.3% of all jobs (33,000) in 2008, 49.9% of these (16,500) were based in the city.

The Northern Way undertook a study to develop understanding of the labour market relationships in the three separate labour markets in Hull and the Humber Ports.

Hull City Council Local Transport Plan (2011 – 2026)

These developed City typologies were applied to Hull’s relationships with places within its surrounding areas as shown in Figure 11. Figure 11 - Relationship between Hull and the neighbouring Urban Centres

Source: City Relationships – The Northern Way (Aug, 2010)

A few of the main points identified by the study in relation to the neighbouring urban centres were:

• Beverley is ‘dependent’ on Hull as an employment centre, although as an administrative centre attracting workers from surrounding areas, it also has some characteristics of an ‘independent’ urban centre. Beverley plays a dual role both as a residential area, with good housing and quality of life offer, and as an employment centre, with a relatively high proportion of knowledge intensive employment.

• Bridlington is relatively self-contained and ‘isolated’ from Hull in labour market terms. The majority of people living and working in the town tend to be employed in low wage jobs. The skills profile of the area means that Bridlington’s residents are less likely to travel elsewhere for employment – just 5% commute to Hull.

• Driffield has a strong residential offer but is ‘dependent’ on Hull as an employment centre. Just fewer than 10% of residents commute to Hull from Driffield. The area offers an attractive place to live for knowledge workers working in the city – 16% of Driffield’s residents working in professional occupations work in Hull.

• Goole is largely ‘isolated’ from Hull in labour market terms, although there may be stronger firm links between Goole and Hull because of the ports. As a port often described as ‘the UK’s premier inland port’, Goole has relatively high levels of self-containment compared to other urban centres in East Riding (61% live and work in Goole).

Hull City Council Local Transport Plan (2011 – 2026)

3.6. Travel to Work Area (TTWA) Hull is geographically one of the UK’s smallest cities with one of the highest population densities. It is surrounded on three sides by the UK’s largest unitary authority (in terms of land area), the East Riding, which has a substantially lower population density. Hull is also the only east coast city to have a port within its administrative boundaries. As well as an employment centre, Hull plays a role within the wider area as a major retail centre (recent developments include the St. Stephen’s shopping centre) and as an educational centre, home to the University of Hull. Even though it is a regional city it does not perform the same ‘economic centre’ role as other large northern cities, and this is reflected in its travel-to-work area: it does not have the level of influence over surrounding areas that Leeds and Manchester do, for example.

As illustrated in Figure 12, there are lower levels of interaction across Hull and Humber Ports as a whole compared to both Sheffield and Leeds City Regions. Commuting between the north and the South Bank is minimal. Just 0.7% of North Lincolnshire’s residents commute to Hull and 0.2% travel the other way. Commuting levels are similar between North East Lincolnshire and the North Bank. The labour market links from Hull and Humber Ports to other surrounding cities are limited, reflecting the geography of Hull and Humber, the relative weakness of its economic centres, but also preferences for people to move rather than commute. The figure also reflects that Hull does not act as a key employment site for Leeds and Wakefield residents.

Hull City Council Local Transport Plan (2011 – 2026)

Figure 12 - Commuting Patterns across the Yorkshire and Humber Region (2004)

Source: City Relationships - Northern Way (2010)

The Hull Travel-to-Work Area has a population of around 419,100 with Hull located at the heart of the area (see Figure 13). The Hull Travel to Work area extends into the East Riding of Yorkshire, serving over half a million people. Hull is the principal settlement in the Humber sub-region and provides more than 115,000 jobs as well as many shopping, leisure and cultural facilities, most of which are based in the city centre.

Hull City Council Local Transport Plan (2011 – 2026)

Figure 13 - Travel to Work Area (2001)

Source: Census 2001

Analysis of commuting by occupation demonstrates the importance of quality of life as a determinant of where highly skilled individuals in Hull want to live (Figure 14) compares commuting from each of the urban centres to Hull by occupation. It is clear from the figure that Beverley and Driffield have the highest proportion of knowledge workers (Defined as Managers, professionals and Associate professionals) commuting to work in the city.

The proportion of jobs held by Hull’s residents is low – 66% of Hull’s jobs are taken by the city’s residents – compared to other cities such as Leeds (72%) and Sheffield (72%). This is partly a result of the city’s under-bounding but also because of high levels of unemployment amongst the resident population. The city’s skills profile means that only 48% of knowledge worker jobs and 31% of the city’s jobs in professional occupations are held by Hull’s residents. Many of these jobs are taken by commuters: Hull’s GVA is higher than surrounding areas but wealth (in terms of earnings) returns back to the suburbs” (Source: Northern Way ibid 2006).

The commuting patterns of ‘knowledge workers’ across the wider area – and hence the labour market links across Hull – reflect the variations in the quality of the housing stock and wider quality of place factors. This is particularly apparent in the relationship between Hull and the East Riding: according to the 2001 Census, nearly 50% of those travelling from East Riding to Hull are knowledge workers (17,018 people), whilst just 28% travelling from Hull to East Riding are knowledge workers (3,832 people).

Hull City Council Local Transport Plan (2011 – 2026)

Figure 14 - Commuting to Hull by Occupation (2001) 100% 90%

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0% Beverley Bridlington Driffield Goole Grimsby Hull Scunthorpe

Elementary Process, Plant & Machine operatives Sales & Customer Service Personal Service Skilled Trades Administrative Associate Professional Managers & Senior officials

Source: City Relationships - Northern Way (2010)

3.7. Mode of Journey to Work The 2001 census identified that 39% of Hull’s population travelled by sustainable means compared to 27% for Yorkshire and The Humber and 27% in England (shown in Table 2). Table 2 - Mode of Travel to Work (2001) City of Yorkshire England Modes Kingston and The

upon Hull, Humber Works mainly at or from home 5% 8% 9% On foot 10% 11% 10% Bicycle 12% 3% 3% Rail 1% 2% 7% Bus, minibus or coach 13% 11% 8% Motorcycle, scooter or moped 2% 1% 1% Taxi or minicab 1% 1% 1% Passenger in a car or van 8% 7% 6% Driving a car or van 48% 56% 55% Source: Census 2001 Office for National Statistics

Hull City Council Local Transport Plan (2011 – 2026)

At the time of the last national census (2001), car ownership levels for Kingston upon Hull show that there are a majority of people in Hull who either have no car, or solely one car (refer to section 3.9). This may be reflective of the large unemployment rate, the relatively low-income levels or the compactness of the City that aids a frequent bus service in the local authority.

3.8. Strategic Traffic Survey Monitoring In 2000 the Council set up two screenlines to monitor travel patterns across the city. The River Hull screenline monitors by direction traffic crossing over the nine River Hull bridges. The Hull Docks Branch railway screenline monitors traffic on the routes which cross the screenline heading in to/from the city centre (20 survey sites). The screenlines are illustrated in Figure 15.

Annual 12 hour classified count surveys are carried out at the same time of year to monitor all movements across the screenlines. These surveys provide a ‘snap shot’ on the trends in traffic including pedestrians crossing the two screenlines.

The Council also has 51 Automatic Traffic Counting ATC) sites located across the City which it uses to supplement the classified count information.

Figure 15 - Location of Screenlines for Traffic Monitoring Surveys

Hull City Council Local Transport Plan (2011 – 2026)

Figure 16 illustrates the trend in traffic growth entering into the City Centre between 07:00 and 10:00 whilst Figure 17 illustrates the trend in two way traffic movements across the River Hull for the morning and evening peaks and 12 hour (07:00 to 19:00).

Figure 16 - TrafficPeak crossing Traffic Flow the into Hull City Docks Centre Branch (07:00 - 10:00)Railway Line

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Figure 17 - Two Way Growth in Traffic (River Hull Screenline)

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Hull City Council Local Transport Plan (2011 – 2026)

3.9. Car Ownership Table 3 and Table 4 show that although Hull has witnessed a significant increase in car ownership over the 30 years between 1971 and 2001 the figures still show traffic growth in Hull well below the regional and national average.

In comparing the figures for Hull with the National picture there appears to be considerable scope for car ownership to increase still further in Hull, and the trend over the 30 years indicates that this is likely to occur, although this will only be confirmed following the National Census in 2011.

Table 3 - Car Ownership in Kingston upon Hull (1971 – 2001) Year 0 Cars 1 Car 2 Cars 3+ Cars (%) (%) (%) (%) 1971 67 30 3 0 1981 57 37 5 1 1991 51 39 9 1 2001 44 43 11 2 Source: Census 2001 Office for National Statistics

Table 4 - Car ownership levels for Kingston upon Hull (2001) City of Yorkshire England Kingston and The upon Hull Humber (%) (%) (%) No car or van 44 30 27 1 car or van 43 44 44 2 cars or vans 11 21 24 3 cars or vans 2 4 5 4 or more cars or vans 0 1 1 Source: Census 2001 Office for National Statistics

3.10. Indices of Deprivation Indices of deprivation identify areas of multiple deprivation at the small area level. Based on a methodology developed by the Social Disadvantage Research Centre at the University of Oxford, separate indices have been constructed for England, Northern Ireland, Scotland and Wales.

Though not directly comparable, each index is based on the concept that distinct dimensions of deprivation such as income, employment, education and health can be identified and measured separately. These dimensions, sometimes referred to as 'domains' are then aggregated to provide an overall measure of multiple deprivation and each individual area is allocated a deprivation rank and score.

Hull City Council Local Transport Plan (2011 – 2026)

The indices are used to help target policies and funding, and reinforce a common goal to improve the quality of life in disadvantaged communities. However, the indices may not be used together to create a single UK index.

Indices of Deprivation are designed to identify small area deprivation and so assist in the development of more targeted policies and more informed funding allocation. As each country has its own responsibility for tackling deprivation, and the combination of factors which influence the levels of deprivation in each country may differ, separate indices have been constructed to help address the issue more effectively.

The overall index of multiple deprivation (IMD) 2007 identifies that 87 of Hull’s 163 Lower Super Output Areas are in the most deprived 20 per cent in England. This equates to approximately 137,383 people, or about 53 per cent of all residents, and places Hull as the eleventh most deprived local authority in England as shown in Figure 18 (an improvement on ninth most deprived local authority when assessed in 2004).

Figure 18 - Location of Most Deprived Wards in the City

3.11. Health Profile Health profiles are produced annually by the Association of Public Health Observatories and funded by the Department of Health. The results of this work identified that the health of people in Hull is worse than the England average.

The assessment identified that the life expectancy of males and females in Hull is 74.8 and 79.1 years respectively compared to the England average of 77.7 male and 81.8

Hull City Council Local Transport Plan (2011 – 2026)

female. It has also been identified that deaths from smoking and early deaths from heart disease and stroke and from cancer, are all worse than the England averages as shown in Table 5. Table 5 - Comparison of health indicators for the City (2009) Hull England Indicator Total Number Value Average Worst Per Year Death from 501 305.2 210.2 330.2 Smoking 1 1 1 Early deaths from heart 268 107.4 79.1 130.5 disease and 2 2 2 stroke Early death 355 144.1 115.5 164.3 from cancer 3 3 3

Source: APHO and Department of Health 2009 1. Per 100,000 population age 35+, directly age standardised rate 2005-07 2. Directly age standardised rate per 100,000 population age under 75 2005-07 3. Directly age standardised rate per 100,000 population age under 75 2005-07

Hull City Council Local Transport Plan (2011 – 2026)

4. The Changing Face of Hull There is a significant amount of ongoing work with other major regeneration partnerships within the city which has and will continue to see large areas of the cityscape change throughout the life of this plan.

4.1. Gateway Housing Market Renewal Pathfinder Gateway is the neighbourhood regeneration agency charged with revitalising Hull’s housing market to reverse the trend in the population migration from Hull into the East Riding of Yorkshire.

Gateway were responsible for bidding for funding from the government's housing market renewal fund, attracting additional public/private sector investment and delivering the plans to revive Hull's housing market. The intervention area covered the whole of the city.

Gateway’s intention was that by 2020 they were aiming to achieve: • a stable population in the city; vacancy rates at the regional average; house prices on a par with the regional average; a residential offer to suit people from all walks of life and that supports a more sustainable economy in the city; attractive and sustainable neighbourhoods, backed by schools which perform at or above the regional average and crime levels that are no higher than other comparable cities.

However, since the publication of the Comprehensive Spending Review, it has become clear that there is no bespoke funding for housing market renewal beyond March 2011 and that potential future funding is unlikely to be secured in time to allow the current programme to continue uninterrupted.

All remaining funding must therefore be used to meet legal and contractual commitments and all other activity has had to be put on hold, including the current phases of acquisition in Newington St. Andrew's, Ings and Preston Road.

The Gateway team has informed the residents affected and is putting in place a range of measures to support people through this period of uncertainty. Hull City Council is doing everything possible to secure alternative funding and in the meantime has allocated a limited amount of emergency funding to allow those residents who were due to move before Christmas to do so. This decision to re-direct funding from a number of other capital projects has been taken with the support of all political groups.

4.2. Building Schools for the Future Hull schools are currently taking part in the Government’s ‘Building Schools for the Future’ (BSF) programme. The programme will see approximately £400m invested in Hull’s schools and the refurbishment and/or new build of all mainstream secondary and

Hull City Council Local Transport Plan (2011 – 2026)

special education schools in Hull. The first 4 secondary schools are currently under construction.

A key aim of the BSF project is to bring the schools into the heart of their catchment areas and make them central to key communities and closely linked to primary schools. Locating the schools in core areas and local to their catchment areas increases the potential for more trips to and from the school to take place by sustainable modes.

The ‘School Census Data’ published by the DfT for 2007 and 2008 provides a very positive trend which shows that over the last two years the percentage of primary and secondary school pupils (aged 5-16) that currently travel by sustainable modes is 84.3% (Walk 66.7%, Cycle 2.7% and Public Transport 14.9%).

Figure 19 illustrates the breakdown in mode of travel to school for primary and secondary age pupils in the city. It can be clearly identified that sustainable modes are used extensively for the journey to school with 80.6% and 91.6 % travelling sustainably for primary and secondary schools respectively. By moving the schools into the centre of their catchments the Authority is likely to see a further improvement in the number of secondary pupils travelling sustainably when the first phase of the BSF programme is realised and four new secondary schools are opened in September 2011.

Figure 19 - Mode of Travel to School (Primary & Secondary)

Primary (Aged 5 -10) Secondary (Aged 11 -15) MODE OF TRAVEL TO SCHOOL: PUPILS AGED 5 - 10 MODE OF TRAVEL TO SCHOOL: PUPILS AGED 11-15 Train Other Bus (Not Known) 0.01% 0.52% Train Other 0.30% 0.04% Car/Van School Bus 0.11% 7.94% 2.03% Unclassified 0.11% Bus (Not Known) 2.20% Car Share Public Bus 0.40% 0.92% Car/Van 15.69% School Bus Cycle 16.51% Taxi 1.37% Car Share 1.35% 3.07%

Public Bus Taxi 11.06% 0.80%

Cycle 4.28% Walk 56.11% Walk 75.20%

In the development of all of the individual school travel plans, pupils have been asked how they would prefer to travel to school. The results from each individual travel plan have been analysed to provide an overall breakdown of the preferred mode of travel to school. Figure 20 illustrates this breakdown. The results show that there are a significant number of pupils who would prefer to cycle to school (an increase of 33% in

Hull City Council Local Transport Plan (2011 – 2026)

Primary and 14% Secondary schools). During this plan period further analysis is to be undertaken to further understand the barriers which exist to realise the suppressed demand to cycle. Figure 20 - Preferred Mode of Travel to School (Primary & Secondary)

Primary (Aged 5 -10) Secondary (Aged 11 -15)

other taxi 6% Train taxi other 1% 1% car share 1% 4% carshare 3% 3% car Walk car 15% 34% 15% Walk other bus other bus 47% 4% 4% School bus School bus 4% 6% Cycle Cycle 35% 17%

The range of schools and facilities provided by BSF will offer greater choice and maximise the learning opportunities for all children in Hull. Schools will work closely with key organisations in the city such as the Hull Primary Care Trust, local businesses, Hull University, the three post-16 colleges, Hull City AFC, Hull FC, Hull Kingston Rovers, sports and cultural organisations, faith communities and a wide range of others. The aim is to develop a diverse range of study options, supported by relevant expertise and experience, to provide the highest standards in academic and vocational education.

4.3. Primary Capital Programme (PCP) It is currently anticipated that Hull will receive approximately £50m from the Primary Capital Programme to invest in primary schools in the city over the next 15 years. The changes to the primary schools will complement the present programme of change for the secondary schools. The current intention is to renew, remodel or refurbish the schools so that they are equipped for 21st century learning at the heart of their communities helping to encourage sustainable travel to and from the schools.

4.4. Local Improvement Finance Trust (LIFT) Citycare is the company that is delivering the national NHS LIFT (Local Improvement Finance Trust) programme for NHS Hull, the city's primary care trust, and the population of Hull.

Hull City Council Local Transport Plan (2011 – 2026)

It is a public private partnership which is responsible for property development, design, construction, maintenance and estates management services. It is delivering health and social care solutions across Hull and the surrounding area, transforming facilities for the benefit of patients and staff, and contributing positively to the areas into which the developments are being introduced.

To date 9 major health care developments have been introduced across the city at a cost of over £40m with a further Health Centre development currently under construction within the City Centre at a cost of approximately £15m.

The introduction of these multi agency developments is making a significant contribution to the people of Hull, improving not only access to health care but some sites will also provide access to other facilities such as council and community services

The distribution of these facilities around the City will not only improve accessibility to the range of facilities that are offered but will also help to serve specific local communities thereby helping to reduce the distance travelled as shown in Figure 25 later in the document. Further information on Citycare proposals can be found on their website (http://www.citycare-developments.co.uk).

Hull City Council Local Transport Plan (2011 – 2026)

5. Hull Road User Hierarchy Table 6 identifies the road user hierarchy which was approved and adopted as part of LTP1 and which will continue to be current over the life of this plan although it will be reviewed on a regular basis. Table 6 - User Hierarchy for Different Road Types Overall Strategic Roads Corridors Residential User City Wide A63 and A1033 Streets Pedestrians 1 9 1 1 Cyclists 2 8 1 2 Public Transport 3 2 1 3 Commercial Business Users 4 1 6 9 (Vans and HGV’s) Taxis 5 3 4 4 Powered Two Wheelers 6 4 5 5 Car Borne Shoppers 7 5 7 6 and Business Users Car Borne Leisure 8 6 8 7 Car Borne Commuters 9 7 9 8 Key 1 = highest Priority 9 = Lowest Priority

It should be noted that this priority order refers to travellers actually using a road type, not people crossing a road (where pedestrians and cyclists are generally given high priority).

Hull City Council Local Transport Plan (2011 – 2026)

6. Walking Walking is the most widely available form of physical activity as a means of transport, and therefore highly equitable. It is the dominant form of transport for journeys under one mile at 80% (DETR 2000). Increasing levels of walking will be one of the important objectives as it relates to national / local objectives and is also related to health and physical activity as it plays a bigger role in creating a healthier community. Kingston upon Hull has been following a proactive approach towards walking (work, recreation and health) purposes. As a guide, the City Council adopted a Walking Strategy / framework as a part of LTP2 which outlines the steps being taken to encourage walking in Hull and identifies the direction that will be taken in the future. The Authority will continue to create an environment that encourages walking by considering the needs of pedestrians first. The Council is currently reviewing its existing Walking Strategy to produce a revised strategy in the spring 2011.

6.1. Existing Network The contribution of the footway to the quality of public space and streetscene has been particularly important and significant for the promotion of walking in the city. Fundamental to the city’s maintenance footway hierarchy is the pedestrian route network that runs throughout the city. The existing network of more than 1531.4 km (951.56 mile) of footways in the city is shown in Figure 21. It includes Prestige walking zones in the city centre, Primary walking routes in busy shopping and business areas, Secondary walking routes (medium usage routes) and Local access footways. To maintain this extensive network, the Council continuously perform “gap analysis” for existing service levels and based on this analysis the Council have already resurfaced more than 70 km (43.49 mile) and reconstructed about 24 km (14.91 mile) in the last two years (2008/9 – 2009 /10) alone. A significant number of other schemes have also been completed to improve walking routes especially to provide improved access to local facilities. These include footway widening, dropped kerbs and tactile paving, and new or improved crossing facilities at Priory Road, Marfleet Lane, Maybury Road and Preston Road junction.

Pedestrian movement within the city centre is generally assisted by the provision of wide pavements in most streets. The quality of paving varies, with Queen Victoria Square, Queen’s Gardens, King Edward St, Jameson St, Prospect St, Brook St and St Stephens’s retail shopping centre providing the most attractive areas for walking. The city centre also has a reasonably good quality environment and streetscape particularly around the shopping areas. Most areas are well maintained and seating has been provided to help encourage walking for the less mobile.

Hull City Council Local Transport Plan (2011 – 2026)

Figure 21 - Existing Footway Network in the City

In the city centre there has been an increase in footfall according to data collected by the Council and Hull Business Improvement District. According to this survey, average footfall (Number of people visiting a shop or a chain of shops in a period of time) in the city centre has increased by approximately 18% from approximately 54,000 per week (2000) to 63,600 per week (2009). Most of the points in the main shopping streets achieved average flows of around 40,000 per week or more.

Satisfaction surveys have shown encouraging improvements with scope for further improvement in the future. According to the National Highways and Transportation (2009) survey, overall satisfaction level with pavements and footpaths in the City stood at 50.87% and the satisfaction level with regard to specific aspects of pavements and footpaths stands at 56.85%. These figures highlight that further work is required to be undertaken to address local concerns during the LTP3 period.

Hull City Council Local Transport Plan (2011 – 2026)

Further development of the pedestrian network will take into account the results of the ongoing accessibility planning assessments that are currently being undertaken to maximise access to a wide range of facilities across the city. Recognising the importance of ensuring good accessibility for businesses as well as tourists and local residents, a programme of improvements will be developed throughout the LTP3 plan period. In particular, there will be special attention to serve new developments as well as other key destinations in the city. This will include streetscape improvements, improved signing, and re-paving, where possible.

6.1.1. Pedestrian Crossings To protect pedestrians and to improve mobility around the city, the Council has continued to introduce pedestrian crossing facilities based on a prioritised programme. The objective of this programme is to provide defined routes to encourage people to be active and walk to facilities especially for short journeys. The programme also looks to address locations with a specific history of pedestrian accidents.

Every year the Council receives a number of requests for a pedestrian crossing facility. Each request is assessed taking into account the suitability of the proposed location, accident information, the volume of traffic and the number of pedestrians crossing at the requested location. If the proposal meets the criteria for a pedestrian crossing, it is included into the prioritised crossing programme. The programme is reviewed annually to ensure the most prioritised schemes are brought forward first. The delivery of any scheme is however controlled by the availability of funding.

In 2008/09 nine new pedestrian crossings were introduced (Puffin crossing, Toucan crossing and Zebra crossing). In 2009/10 four new zebra crossings were installed. During the plan period the Council intend to maintain the prioritised programme and will deliver the programme subject to the availability of funding.

Other pedestrian crossings facilities have also been delivered as an integral part of new developments where the transport assessments, which have been undertaken in support of the developments, have shown that a pedestrian crossing facility is necessary to cater for the expected pedestrian demand.

6.1.2. Raised / Dropped Crossings and Tactile Paving The Council receives a significant number of requests every year for the introduction of ‘dropped crossing’ and disabled access points to help improve personal accessibility to services and to help maintain an individual’s independence. These requests are reviewed and a ‘drop crossing’ programme is produced which, where possible, provides route enhancements to provide access to specific destinations and provide improvements for the wider community. Where possible the route enhancement proposals are co-ordinated with the Council’s programme for the installation of raised bus boarders to help enhance the overall accessibility of the City.

During 2009/10, 74 dropped crossings were introduced and 63 are projected to be installed in 2010/11. At the same time 17 disabled accesses were introduced in

Hull City Council Local Transport Plan (2011 – 2026)

2009/10 and 10 are planned in 2010/11. This does not include crossings that were constructed as part of the Council’s other programmes of work or those which have been implemented as part of any new development. The drop crossing programme is to be continued during LTP3 subject to the availability of funding.

6.1.3. Additional City Centre Pedestrianisation A review of the City Centre pedestrianisation is to be undertaken early in the LTP3 period to evaluate the potential for extending the limits of the existing pedestrianised area in the city centre. The review will take into account the impact on servicing of commercial properties, bus routes and general traffic movements in the area.

6.1.4. Public Rights of Way The Public Rights of Way Network plays an important part in encouraging walking in the City and provides a quieter more pleasant alternative to the network of footways alongside highways. The extent of the 37km (23 mile) of Public Rights of Way Network in Hull is illustrated in Figure 22. The plan also illustrates the linkages with the PROW network in the adjacent East Riding of Yorkshire Area. This network does provide important traffic free links in conjunction with the wider network of off-road cycle routes and other designated footpaths.

Figure 22 - Existing Public Rights of Way in the City

The Rights of Way Improvement Plan forms an integral part of LTP3 and the Public Rights of Way are recognised as a key ingredient of the City’s integrated transport

Hull City Council Local Transport Plan (2011 – 2026)

network. It is also important to highlight the strong linkages that exist with Public Rights of Way in the East Riding especially bearing in mind the extent of the Travel to Work area (TTWA).

A copy of the Council’s ‘Rights of Way Improvement Plan 2009-2019’ can be accessed on the Council website (www.hullcc.gov.uk). The document sets out an ‘Action Plan’ setting out key priorities for improving the Rights of Way Network which are to be implemented over the plan period. Some of the key priorities are reproduced below.

To improve connectivity within the network To ensure Public Rights of Way are correctly signposted To ensure that the individual Public Rights of Way are clear of obstructions To improve accessibility through improved surface materials, safer crossings etc To utilise the Council website and publications more effectively to improve the awareness of the Public Rights of Way Network To produce maps to further Improve awareness of public rights of way To provide more interpretation on selected routes To promote the benefits of Public Rights of Way To clearly identify and publicise the processes regarding the creation and modifying of Public Rights of Way To carry out a review of the definitive map and statement.

6.1.5. Integration of Strategies This LTP aims to build on past performance to continue to further encourage greater levels of walking in the city. It will seek to introduce measures to help increase sustainable access to public facilities and open spaces.

It is widely believed that physical inactivity is a major contributor to many forms of ill health. When compared with other risk factors for serious health complaints, the prevalence of physical inactivity is found to be much higher. In particular inactive people have greater risk of coronary heart disease and stroke. Together heart disease and stroke account for one third of all deaths (Sustrans 2001). Even young children are getting less active and more prone to obesity. The ‘Health profile of Cities’ report prepared by the Department of Health in 2009 identified that 11.7% of children and 27.3% adults in Hull are clinically obese when compared against 9.6% and 23.6% nationally and 9.8% and 24.1% for Yorkshire and the Humber region. (See also Section 3.11 – Health Profile)

To address these issues the Council has been working in partnership with the health sector to encourage active travel through its various programmes to improve public health and help create an environment where people can choose the healthy option.

The Council has promoted various physical activity programmes and promotional campaigns largely targeted towards individual behaviour change. Together with this, environmental interventions will be carried out to promote physical activity by making local environments perceivably attractive and safe, to meet everyday travel needs.

Hull City Council Local Transport Plan (2011 – 2026)

The Council has also published and is currently implementing various strategies to encourage walking. These include:

- ‘Pride, Passion and Participation (2008 – 2013), - Open Space Strategy (2011 - 2021), - ‘Serious About Play (2004)’ which is to be superseded by the ‘Play Strategy (2011-21)’ which is expected to be published in 2011.

The main objectives of all of these strategies is to promote and increase access to facilities; promote walking; and develop and increase access to green spaces and outdoor / environmental opportunities for physical activity.

To encourage walking the Council has been and will continue to implement and support various initiatives to promote active and healthy life styles. These interventions aim to enable local groups and organisations to develop and run schemes that meet local needs and enables individuals to take charge of their own health and well being. These ongoing projects have been implemented in partnership with health (NHS, PCT, and British Heart Foundation), Education through the Building Schools for the Future (BSF), Local Access Forum, Natural England, Voluntary / Community organisations and local residents. The Council has been pursuing a city wide approach to increase the number of walking trips by advertising, marketing, education and providing an improved environment for local residents.

6.1.6. Ongoing Initiatives There are a number of ongoing initiatives being undertaken in the city. These are ‘Walking for Health’, ‘Walk for Life’, Free Pedestrian training for primary school children and ‘Safer Routes to School’ all of which help to facilitate and encourage the promotion of walking in everyday life.

In 2009 the Council carried out an Open Space, Sport and Recreation Assessment. The spatial results of the assessment are shown in Figure 23. The assessment has enabled the Council to create a set of local access standards for open space provision.

Table 7 identifies the adopted local standards for accessing different outdoor provision on foot. During the LTP3 plan period the Council will continue to introduce measures to help improve access which will hopefully encourage more people to walk to use the available facilities.

Hull City Council Local Transport Plan (2011 – 2026)

Table 7 - Adopted Local Standards for Open Space Provision Typology Accessibility Standard Parks 20 minute walk time (960m) Natural and Semi 20 minute walk time (960m) Natural Open Space Amenity Green Space 10 minute walk time (480m)

Facilities for Children 10 minute walk time (480m) Facilities for young 15 minute walk time (720m) people Outdoor Sports 20 minute walk time to tennis, bowls Facilities and synthetic pitches 15 minute walk to grass pitches 20 minute drive to athletics track Allotments 20 minute walk time (960m) Source: Hull Open Space Assessment 2008

Hull City Council Local Transport Plan (2011 – 2026)

Figure 23 - Distribution of Open Space Provision in the City

Hull City Council Local Transport Plan (2011 – 2026)

The Council has also carried out accessibility mapping for the play parks in the City as identified in Figure 23. The plan highlights that most residential areas of the City can gain access to a play park within a 10 – 15 minutes walk as shown Figure 24. Green corridors also play a key role in improving access through sustainable modes taking into account the needs of a variety of users including those on foot, cycle and on horse back. This priority is also reflected in the draft Open Space Strategy, which advocates the need to continue to improve the walking infrastructure.

In the Council’s ‘Building School for the Future’ programme, there is currently a proposal to create a “Green Lung” from Henry Cooper School, in the north of the City, alongside the Beverley and Barmston Drain to tie into the ‘Green Flag’ award winning Oak Road playing fields. This green corridor will not only link Endike primary school with the proposed new Northern Academy School but will also open up a traffic free route to Oak Road playing fields.

Hull City Council Local Transport Plan (2011 – 2026)

Figure 24 - Accessibility of Existing Play Parks on Foot

Legend City Boundary

Play Parks

Journey time (Minutes)

Hull City Council Local Transport Plan (2011 – 2026)

Figure 25 shows the accessibility of health centres on foot. The plan illustrates that it is possible to access a health centres within a 15-minute walk. Although the plan illustrates that there are still some areas within the city which require additional facilities to maintain these accessibility levels such as Sutton Village, Bransholme and North Bransholme. To improve walking as a mode, the Council therefore recognises that improvements in accessibility demand a twin track approach. In the short term, measures are needed to provide a basic level of transport service for as many people in the City as possible, be it by bus, cycle or on foot. However in the medium and long term it is land use policy and development that will bring journey origins and destinations closer together, reducing the need to travel and bringing more journeys within the compass of a walk, a cycle ride or a short bus ride.

Hull City Council Local Transport Plan (2011 – 2026) Figure 25 - Accessibility to Health Centres by Foot

Legend City Boundary

Health Centres

Journey time (Minutes)

Hull City Council Local Transport Plan (2011 – 2026)

6.2. Recent Developments Since the adoption of Hull’s Walking Strategy the following have been achieved:

During the life of LTP2 the Council has spent approximately £2.8m on maintaining the existing footpath network. This does not include works that have been undertaken as part of other capital programmes.

Citywide improvements to crossing facilities by providing pedestrian refuges, dropped crossings, zebra crossings and upgraded and new signalised crossings.

Introduction of traffic calming / 20mph zones in many residential areas to improve the environment and safety of pedestrians. (Approximately one third of the City’s residential road network has traffic calming measures or 20mph speed limits).

Introduction of pedestrian facilities at major junctions eg Preston Road / Marfleet Lane and Princess Avenue / Spring Bank. The schemes not only address safety concerns but also help to improve access to local facilities for pedestrians especially the elderly and for people whose mobility is impaired ie people carrying shopping, pushing wheelchairs etc.

Production of the Council’s Rights of Way Improvement Plan (2009-19) incorporating an ‘Action Plan’ setting out key priorities for improving the Public Rights of Way Network. The measures identified in the Action Plan are to be delivered through the life of this plan.

The development of local travel maps which cover different areas of the city and help to improve information on access to surrounding areas. The maps contain information on bus services, cycle routes, the Public Rights of Way Network, parks, public buildings etc. It is hoped that funding will be available to publish the maps early in the LTP3 programme.

6.3. Challenges To continue to improve pedestrian facilities at busy intersections and across the highway network to remove barriers to encourage walking and to improve safety and accessibility.

To rationalise street clutter to improve the street environment for pedestrians especially the disabled whilst still meeting statutory requirements for signing etc.

To identify local walking hubs to promote walking for recreation and physical activity.

To continue to increase and extend the connectivity between open spaces, green corridors, PRoW and the existing highway network in order to create improved permeability through the City to encourage walking.

Hull City Council Local Transport Plan (2011 – 2026)

To encourage existing businesses in the city which currently do not have a travel plan to prepare a plan to encourage staff to travel sustainably.

To ensure appropriate implementation and monitoring of existing and new Travel Plans to encourage the use of sustainable means of travel over the private car.

To continue to grow the City’s economy whilst encouraging walking, especially for short journeys, without having a detrimental impact on pedestrian casualties in the City.

6.4. Recommendations / Way Forward Table 8 - Impact Assessment of Proposed Strategy areas on Goals Walking Goals Area Action Climate Quality Economy Safety Equality Change of Life

Strategy Update To review and prepare new     Walking Strategy To prepare Smarter Choices     Strategy Accessibility To carry out a review of the      City Centre pedestrianisation To prepare a programme to improve crossing facilities    especially for the disabled To improve supplementary facilities such as signing,    resurfacing, tactile crossings, removal of street clutter To continue to introduce     traffic calming measures To continue to implement Safer Routes to School      initiatives To continue to monitor and Maintenance prepare programmes to   maintain the condition of the footways in the city Public Rights of To implement the Action Plan     Way of the Rights of Way Improvement Plan To continue to prepare Promotion initiatives to promote walking      /Campaigning as an alternative to using the private car.

Hull City Council Local Transport Plan (2011 – 2026)

7. Cycling 7.1. Existing Network Historically Hull has had very high cycle use and levels of usage are still well above the national average, due largely to the flat topography, low car ownership and the compact nature of the City. The 2001 Census identified that 12% of the mode share of journeys to work were made by bike. The apparent success in holding up usage levels is largely as a result of the ongoing development of a usable cycle network, the pro-active cycle promotion strategy which has been on-going over the last 10 years (some in partnership with the East Riding of Yorkshire Council) together with the extensive cycle training and safety awareness undertaken by the Authority’s Road Safety Team.

Table 9 presents a breakdown of the components of the City’s comprehensive network of ‘off’ and ‘on’ road facilities which has been largely developed over the last 10-15 years. Table 9 - Components of the City’s Cycle Network Facility units Off Road Routes 65km (40.38 mile) On Road Cycle Lanes 70km (43.49 mile) Advanced stop lines 130 Signal controlled crossings for cyclists 33 Cycle Parking Spaces installed throughout the Over 960 City Traffic Calming Schemes implemented 142 (up to 2009) ‘Safer Routes to School’ schemes 78 schools implemented to date to encourage walking and cycling

Figure 26 illustrates the extent of the existing network. It highlights that nearly one third of the City’s residential road network have traffic calming measures or 20mph speed limits

Hull’s flat topography and low car ownership (as illustrated in Tables 3 and 4 previously) makes cycling an important mode of travel in the City for commuting, shopping trips, leisure, education and as a means of helping to improve the general health and fitness of residents and visitors.

The ongoing debate about the road safety concerns of on-road facilities versus the personal security concerns of off-road facilities continues, and so the City Council is actively promoting both options with two complementary and integrated networks being the ideal long term aim to facilitate the needs of seasoned cyclists and those who are not so confident.

Hull City Council Local Transport Plan (2011 – 2026) Figure 26 - Cycle Network in Hull

Hull City Council Local Transport Plan (2011 – 2026)

7.1.1. Growth in Cycling In LTP2 the Council set a target of increasing cycling across the River Hull Screenline by 1.7% per annum. Table 10 and Table 11 highlight the trend in growth in cycling which has occurred across the two screenlines over the last 7 years. Both screenlines indicate that although there have been fluctuations in the results the general trend in the number of people cycling in the City has increased over time.

Table 10 - River Hull Screenline (12 Hour two way flows) Year 2004 2005 2006 2007 2008 2009 2010 Target 3747 3811 3875 3941 4008 4077 4146 target Index 100.0 101.7 103.4 105.2 107.0 108.8 110.6 Actual flow 3747 4031 4899 4119 4005 4274 4547 Index 100 107.6 130.7 109.9 106.9 114.1 121.4 Source: Annual Screenline Traffic Surveys

Table 11 - Hull Docks Branch (12 Hour two way flows) Year 2004 2005 2006 2007 2008 2009 2010 Target 7128 7249 7372 7498 7625 7755 7887 Target Index 100 101.7 103.4 105.2 107.0 108.8 110.6 Actual Flow 7128 7733 8808 7892 8808 9300 8824 Index 100 108.5 123.6 110.7 123.6 130.5 123.8 Source: Annual Screenline Traffic Surveys

7.1.2. Future Cycle Network During the life of this plan the Council will endeavour to further increase cycling levels in the city, through a mix of the implementation of various cycle schemes. It will continue to work in partnership with stakeholders and interest groups such as SUSTRANS.

Figure 27 highlights the improvements to the existing cycle network. The proposed enhancements to the network will help to improve network connectivity and permeability into the residential, industrial and commercial areas of the City helping to improve access to employment.

In addition to the proposed improvement network, the Council has recently been working in partnership with ‘Building Schools for the Future’ to further develop the

Hull City Council Local Transport Plan (2011 – 2026)

proposed cycle network to not only improve the cycle connectivity between the new BSF schools but to also further enhance the permeability into the residential areas and provide greater access to the schools to help encourage pupils and the general public, who may want to access the community facilities at the schools, to cycle. All of the new schools included in the BSF programme are to have secure cycle parking facilities and the introduction of a ‘school zone’ to further enhance safety.

Hull City Council Local Transport Plan (2011 – 2026) Figure 27 – Proposed Future Cycle Network

Hull City Council Local Transport Plan (2011 – 2026)

7.1.3. Cycle Security Figure 28 shows the cycle thefts in the city which have taken place between 1st May 2008 and the 31st October 2010. The figure shows that the number of cycle thefts is declining over time. The Council is working closely with Humberside Police to clamp down on cycle crime especially in the City Centre. In spring 2011 advisory notices are to be introduced in hot-spot areas. The notices highlight the importance to securely lock the cycle.

Figure 28 - Number of Cycle Thefts in Hull

7.2. Recent Developments Implementation of the first 3 phases (Hedon Road to Holderness Road) of a cycle route linking East Hull to North Hull following the route of the existing ring road. The final phase of works is due to be completed by spring 2011. The cost of the cycle element of the scheme is approximately £430k.

Marfleet Avenue / Preston Road junction and the associated off road cycle network that extends from Holderness Road to the Withernsea Branch line providing alternative mode of transport choice to access 3 primary schools (Maybury, St Richards and Marfleet Primary schools) and 1 secondary school

Hull City Council Local Transport Plan (2011 – 2026)

(Archbishop Sentamu Academy) which is currently under construction as part of the BSF programme and is due to be opened in autumn 2011.

Priory Road (segregated footway / cycletrack approx 2km (1.24 mile) between Shropshire Close and the City boundary which completes a link in the cycle route network that extends from Cottingham to Hessle Road that is virtually all off road or on quieter traffic calmed streets. Completed June 2009 it also provides a link to National Cycle Network Route 65 and the Trans Pennine Trail.

Working with Building Schools for the Future (BSF) to ensure that cycle access to schools is an integral part of the City’s proposed future cycle network.

Worked in partnership with Humberside Police, Citysafe, Hull BID to create and publish in September 2010 a ‘Cycle Theft Strategy’ which aims to enhance increased confidence in cycle security through education, enforcement and information.

Working in partnership with Humberside Police and Citysafe - engaged with large attractor venues including St Stephens and Hull College to develop no cost and low cost improvements to enhance existing cycle parking facilities.

Cycle Maps (8th Edition last produced 2008) 30,000 distributed throughout the city and beyond May/June 2008, with a further 15,000 published in December 2008. (Copy available on Council Website (www.hullcc.gov.uk).

The development of a draft local travel map (cycling/walking/public transport) including local amenities (shops, parks, schools, recreation facilities etc) for each of the 3 areas of the city, East, West and North with a city centre overlap to enable access to KC Stadium, Hull University, Hull Royal Infirmary and the Transport Interchange are visible on all 3 maps.

Improved accessibility for cyclists between Chanterlands Avenue and Newland Avenue via St Ninnians Walk and Ella Street.

Hosting a successful stage of the Tour of Britain National Cycle Race which set off from Queens Gardens, Hull city centre in September 2008.

Cycle parking provision throughout the city has increased by 200 plus spaces including the covered shelter in Paragon Street / Queen Victoria Square which is proving very popular and is often full to capacity in fine weather.

The introduction of a major pedestrian / cycle only swing bridge crossing the River Hull costing approximately £6.5m is currently under construction. It is expected to be completed by autumn 2011.

Hull City Council Local Transport Plan (2011 – 2026)

An existing bridge crossing the Hull Marina lock in Wellington Street West has been refurbished as a pedestrian / cycle only bridge. The works were completed in October 2006 at a cost of approximately £2m including all the associated landscaping works.

Radio and bus back advertising campaigns have been conducted jointly with East Riding of Yorkshire Council to encourage residents in the region to consider cycling as a sustainable / healthy alternative to using the private car.

The Council is currently working with Cycle City Guides to map the city’s cycle network in order to develop a cycle journey planner. The funding for the project has been provided by Cycling England and the survey work necessary to prepare the journey planner is to be undertaken in January 2010. It is anticipated that the on-line cycle journey planner should be operational for the City by the end of March 2011.

7.3. Challenges To further increase the awareness of the existing cycle facilities by continuing to undertake marketing campaigns and the distribution of Cycle Maps (45,000 maps previously distributed) in association with targeting specific groups in the community.

Specific cycle network problems in Hull include the hostile nature of the Trunk Road as a cycle route, the barrier effect of the Trunk Road to north - south movements.

To reduce the amount of cycle theft that is currently experienced in the city especially in the city centre. The Council are continuing to work in partnership with Humberside Police to address this issue, although it should be noted that for every cycle stolen in the public realm, there are approximately 7 cycles stolen from sheds, garages and other forms of crime such as domestic burglary

To provide a staffed secure cycle parking facility in a central location such as Paragon Interchange given the current funding uncertainties.

To monitor the success of area wide cycle hire schemes currently being implemented in other cities and to investigate the feasibility of introducing such a scheme in Hull.

To maintain the highway network to a standard that reduces problems for cyclist such as those caused by potholes, gulley grates and edge of carriageway condition.

To maintain street lighting on off-road routes from vandalism in the current financial climate.

Hull City Council Local Transport Plan (2011 – 2026)

To address the condition of cycle routes during inclement weather to allow use particularly as snow and ice can present a challenge to riders.

To further improve the connectivity of the existing cycle network by removing barriers such as one way streets (contra flow issues) etc.

To minimise the number of cyclists riding on footways / without lights. The failure to follow traffic laws and regulations continues to be raised as an issue at Community Safety Action Partnership meetings.

To increase the numbers of active groups / volunteers needed to provide support to encourage cycle training and general cycle use.

7.4. Recommendations / Way Forward Table 12- Impact Assessment of Proposed Strategy areas on Goals Cycling Goals Strategy Area Action Climate Quality Economy Safety Equality Change of Life • To review and prepare Cycling Strategy Strategy Update      • To produce ‘Smarter Choices Strategy’ To prepare comprehensive cycle Delivery programme to deliver      cycle network presented in Figure 27 • To produce updated Cycle Map • To produce Local Travel Maps • To participate in National Bike Week

Publicity • To continue with radio      and ‘Bus Back’ campaigns in conjunction with ERYC • To participate in Lord Mayor’s Gala • To support other health focused events

Hull City Council Local Transport Plan (2011 – 2026)

Cycling Strategy Area Action Goals Climate Quality Economy Safety Equality Change of Life • To undertake audit of existing cycle facilities to feed into Asset Management Plan • To produce Action Plan for the Maintenance maintenance of the      assets • Engage with voluntary organisations to provide support in monitoring and maintaining the cycle network To explore all opportunities to attract Funding additional funding to      accelerate the delivery of the cycle programme • To implement the Cycle Theft Reduction Strategy in conjunction with Stakeholders Security • To continue to      introduce secure cycle parking in the city centre and other strategic public locations To continue to implement national policy on Developments encouraging use of      sustainable modes ensuring adequate provision for cyclists.

Training To continue to provide      cycle training in schools

Hull City Council Local Transport Plan (2011 – 2026)

7.5. Motorcycles The City Council supports the safe use of motorcycles and appreciates the potential benefits in terms of their environmental advantage over other single occupancy motor vehicles in terms of potential fuel savings and road space (congestion). To this end the Council has throughout the LTP1 and 2 periods successfully allowed motorcycles to use its bus lanes on Holderness Road (as an initial trial) and more recently on other radial routes. This arrangement has helped to reduce congestion and has not raised any significant safety issues or complaints from other road user groups.

Motorcyclists are traditionally a vulnerable road user group. The City has a specific area of concern in relation to an increasing number of moped rider casualties even though the overall number of motorcycle casualties in the city has reduced from 118, based on the 1994-98 average, to 79 in 2009 (33% reduction). The Council will be looking to address this particular issue through the Safer Roads Humber Partnership during LTP3.

Hull City Council Local Transport Plan (2011 – 2026)

8. Public Transport 8.1. Bus 8.1.1. Revised Bus Strategy In August 2008 a revised Bus Strategy was adopted by the Council. The new strategy reinforces the Authority’s commitment to improving facilities to encourage the use of bus travel reducing the reliance on the private car, thereby decreasing the ‘stress’ on the network and reducing points of congestion, especially at peak times. A copy of the Revised Bus Strategy is available on the Council’s Website: http://www.hullcc.gov.uk.

The Bus strategy adopted the following vision:

‘to work in collaboration to maintain and improve the standard of bus services, encouraging the stability and growth of bus use in the City’

This vision was translated into a strategy setting out the following key objectives:

o To introduce measures to give buses priority along major corridors and at key junctions in order to reduce bus delays, improve punctuality and give buses a journey time advantage over other vehicles, especially at peak periods.

o To develop further Park and Ride facilities on the edge of the built-up area that will provide effective alternative travel opportunities into the City Centre for car users, with priority given to sites in the North and East of the City.

o To maximise the effectiveness of Paragon Interchange and develop the concept of local interchanges at key locations around the City.

o To improve the information available to current and future bus passengers to broaden knowledge of travel choices and encourage greater bus use.

o To encourage operators to continue to invest in quality accessible vehicles and staff training to ensure passenger needs are met to the highest standards.

o To use new technology to develop ticketing systems that reduce delays, promote integration and encourage greater bus use.

o To focus expenditure on supporting non-commercial bus services in a consistent manner using criteria that address identified accessibility problems.

Hull City Council Local Transport Plan (2011 – 2026)

o To develop demand responsive and Community Transport solutions for those areas and times for which conventional bus services cannot be justified.

o To explore, using best practice from other areas, opportunities for brokerage services to provide effective transport solutions for people with disabilities, including the use of taxis, private hire cars and vehicles owned by Community Transport groups and charities.

o To continue to develop consultation processes to allow users of the bus network to have an input into its future direction.

o To develop workplace travel plans that includes travel by bus at their heart.

o To provide through its civil enforcement powers high standards of traffic control enforcement, particularly for bus lanes, to assist the efficient movement of buses and ensure that the impact of investment in physical measures is maximised.

o To monitor the efficiency and effectiveness of the bus network through observations, formal and informal meetings with the bus operators, meetings with stakeholder partners, the existing public consultation processes and other comments received.

Further information relating to how each of the objectives is to be delivered through the life of this plan is highlighted through this chapter.

8.1.2. Existing Bus Infrastructure • Paragon Interchange Paragon Interchange was opened in 2007. Built as part of the St. Stephen’s retail and leisure development, it comprises of a ‘state-of-the-art’ transport interchange, built as an extension to Paragon rail station, offering seamless transfer between rail, bus, coach and taxis. The new interchange complements an extensive refurbishment of the rail station, which is the terminus of lines from the west (Sheffield, Doncaster and Leeds) and from the north (Scarborough). The Interchange provides a fitting gateway to the City Centre for passengers arriving by public transport and is a major asset to the City, complementing other major public and retail developments.

Hull City Council Local Transport Plan (2011 – 2026)

Currently there are about 1,700 bus departures (Sept 2010) with 3500 bus movements (in and out) from the Interchange on a typical weekday. All buses enter and leave the interchange to and from Ferensway. Service buses drive up to the departure doors and park in a “saw tooth” arrangement, reversing away from the gate when loaded and turning at a roundabout at the west end of the Interchange to exit down the back of the bus manoeuvring area. The pedestrian access gates, which control passenger movements onto the bus, are secured until a bus arrives at the particular service gate and releases the pedestrian access gate. A control building overlooks the bus area and individual drivers are able to be contacted by radio to minimise vehicle conflicts and improve service punctuality.

The Council’s Strategy for the Interchange is focused on making this valuable and strategic asset work efficiently, effectively and safely for both passengers and the bus operators. There is regular monitoring of complaints, problems and issues with stakeholders through public consultation meetings (See Section 8.1.4).

• Park and Ride The city has two existing park and ride sites, one located at Walton Street and the second at Priory Park. The site at Walton Street was originally operated by the Council from when it commenced in the mid 80’s as a Saturday only service extended to six day operation in the late 90’s but in 2010 the service was taken on as a commercial operation by EYMS.

The site at Priory Park opened in January 2003 and is the Council’s first purpose built Park and Ride site. Since it opened the site has proved to be very successful with patronage growing by 257% between 2003/4 and 2008/9. Figure 29 illustrates the trend in growth of the service. However, in 2009/10 the service experienced a slight fall of approximately 5%, this has been attributed to the downturn in the current economic climate.

Figure 29 – Priory Park- Park and Ride Patronage (2003/04 – 2009/10) 450 400

350

300

250 200 150

100 No of Passengers (000's) No of Passengers 50

0 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10

Years 64

Hull City Council Local Transport Plan (2011 – 2026)

During LTP2 the Council were looking to progress a second Park and Ride site in the north of the city in-line with the proposed park and ride implementation strategy. However, due to land acquisition issues the Council switched its attention to delivering a site in East Hull on the site of the former Hedon Airfield.

In 2009 the Council submitted an outline planning application to the East Riding of Yorkshire Council to develop a site on the former Hedon Airfield. The site was proposed to be accessed via a new roundabout on Hull Road. The City Council subsequently withdrew the application in order to address issues raised by Natural England. However, before the issues could be addressed the project was put on hold whilst the Council reviewed its financial position following the Government spending review.

The Council still considers that Park and Ride will form an essential element in the Council’s LTP3 programme to help encourage the use of sustainable modes but it is currently unlikely that any scheme will be progressed in the short term.

• Raised Bus Boarders To help improve access to bus services in the city, the Council has for a number of years been introducing raised bus boarders to allow level access onto buses. The introduction of the bus boarders significantly improves the accessibility for people boarding or alighting the bus especially the disabled, the elderly and those people with particular access requirements or difficulty ie pushing a push chair, carrying bags etc. The programme of introducing raised bus boards will continue through the plan period.

The ATCO benchmarking survey for December 2010 identifies that out of the 1350 bus stops within the city 43% (581) have been upgraded.

. Bus Shelters In 1998 the Council entered into a twenty years agreement with J.C. decaux UK Ltd for the provision and maintenance of 305 bus shelters in return for the right to display advertising material on the highway. This agreement enabled a large number of old often damaged shelters to be replaced by new shelters that contained a seat and information display, which is maintained by the Council to a standard set out in the Bus Strategy. A number of bus shelters also have fitted a real time passenger information display.

8.1.3. Bus Services Bus services within Hull are mainly operated on a commercial basis by two major bus operators, Stagecoach Hull and East Yorkshire Motor Services (EYMS). EYMS also run services outside the City into the East Riding and to neighbouring urban centres (York and Scarborough) whilst Stagecoach operate a service to Leeds. Of all the scheduled services which operate in the city there are only a

Hull City Council Local Transport Plan (2011 – 2026)

limited number of contracts (13 Contracts) which are financially supported by the Council. This level of support equates to less than 5% of the total bus mileage operated in the city.

The Council also manages a significant number of school transport contracts (29 contracts) which operate across the city.

The number of service changes in a year is limited to 7 following agreement with the operators in 2004 to enter into the Voluntary Code of Service Stability. This significantly helps to assist the distribution of up to date information at bus stops and thereby helps to minimise confusion for bus users.

Hull is also served by long distance coaches operated by National Express and Megabus (Stagecoach). These predominantly serve London direct (National Express) and interchange with rail at the East Midlands Parkway (Megabus), Birmingham and Nottingham for connecting destinations. The Humber Fastcat provides a half hourly service to Scunthorpe during the day and the Humber Flyer provides an hourly service to Grimsby via Humberside Airport.

Home to School Transport Due to the compact nature of the city the majority of pupils attending primary schools with the exception of faith schools, attend their neighbourhood primary school. The same applies to secondary schools. This leaves the Council to be responsible for the organisation of transport for children with Special Educational Needs. This is provided through a mixture of taxis, private hire cars and minibuses fitted with tail lifts to provide accessible transport for pupils who need to travel in their wheelchair.

Home to School Bus Scholars Network As previously highlighted the compact nature of the City does not require the provision of free home to school transport. Throughout the city a supported school bus network has been in operation throughout the LTP1 and 2 periods. This network provides bus services that complement the local bus network.

Bus Patronage The Council continues to make excellent progress in encouraging the use of public transport in the city. Figure 30 illustrates bus patronage levels over the last 8 years. It can be clearly identified that bus patronage grew by 17% from 20.7m in 2001/02 to 25.0m in 2008/09 (financial years). However in the last year patronage fell by 4.5%. This is considered to be as a direct result of the current recession. Monitoring of the passenger journeys will continue and it is assumed that as the economy recovers the previous patronage trend will be re-established in the coming years especially with focussed use of resources.

Hull City Council Local Transport Plan (2011 – 2026)

Figure 30 - Number of Bus Passenger Journeys (2001/02 – 2009/10)

30,000 • • 25,000 • 20,000 • • 15,000 • • 10,000 • • 5,000 • • (000's) Passengers No of Bus 0 • 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 • Years • • Community Transport Services In addition to the scheduled bus services there are two active Community Transport Groups that operate in the City namely West Hull and East Hull Community Transport. The West Hull Community Transport is a community based project managed by CT Plus (Hull Ltd) in partnership with the Goodwin Development Trust. Whilst the East Hull Community Transport group started in 2001 supported by local people from assistance from PRNDC Ltd and ERDF funding. In February 2005 the group became a social enterprise and a limited company was formed which acquired charitable status.

The two Community Transport providers have specialist vehicles that are designed to provide services to enable customers to gain access to facilities across the City which would otherwise be difficult for them to access using commercial bus services. The groups provide a number of services including Dial-A Ride, Home-to-Health, Home-to Work/Training, Group Hire, Self Service and Shopmobility as well as training services.

The city-wide dial-a-ride service was set up in July 2004 and is operated jointly by East Hull and West Hull Community Transport. The service uses fully accessible vehicles and operates from 8am to 6pm. In 2008/09 and 2009/10 the service carried 42,693 and 44,464 passengers respectively an increase of 4.1% over the previous year.

East Hull Community Transport provides a demand responsive accessible minibus service branded Home to Hospital (H2H) which is operated in partnership with Hull City Council, between East Hull and the City’s hospitals. In 2005 North Carr residents were also included for Door-to-Door pick-ups to the main hospitals (although the clinical services offered at Princess Royal Hospital have now significantly reduced). During 2009/10 the service carried

Hull City Council Local Transport Plan (2011 – 2026)

over 2,859 passengers with investment of £37,000 through a mix of grant funding and the use of the concessionary fare scheme.

The Council continues to have a good working relationship with both community transport groups, NHS and other organisations and plans to continue to work closely with the groups to build on the success of these current initiatives and to explore any future opportunities to further enhance the services provided to the benefit of the local communities. However, due to the current uncertainties in funding it is unclear at this time as to whether the Council will be in a position to provide the same level of financial support in the future.

8.1.4. Public Consultation The Council identifies the importance of undertaking regular public consultation on the City’s public transport network. Not only does it provide feedback from the public on the operation of the bus services but it also provides the opportunity, at an early stage to identify any service/financial changes which are to be made to the network or to provide information on any legislative changes which are to be introduced.

The Council carries out public consultation on all bus services on a regular basis in the form of:

o A Bus Forum is held on a frequent basis. This event is attended by bus operators (EYMS and Stagecoach Hull), together with officers of the Council. The objective of the forum is to hear what the public have to say about local bus services and consult on issues pertaining to bus operations in the city.

o Bus Surgeries: The Council holds these events in partnership with the local bus service operators on a bimonthly basis at venues around the city (North Point Shopping Centre, Princess Quay and Hull College) to make the public aware of the bus services that operate in the area and to raise awareness of forthcoming service changes or initiatives

Besides the consultation fora identified above the Council has a complaints procedure for the public to report any problems and issues regarding public transport facilities in the city.

8.1.5. Bus Concessionary Fares In April 2005 the Council operated its own ‘free’ concessionary fare scheme, which allowed older and certain categories of disabled persons to free travel around the City and to Castle Hill Hospital, with a 50% reduction in the fare for trips outside the city boundary. The introduction of this scheme resulted in a significant increase in patronage of 1.2 million when compared against the previous year.

Hull City Council Local Transport Plan (2011 – 2026)

The Government introduced a Concessionary Fare Scheme in April 2008. This scheme entitles a concessionary bus pass holder to travel anywhere in England on public bus services free of charge, between 9:30 and 11:00 Monday to Friday and all day Saturday, Sunday and Bank Holidays. The introduction of the scheme gave a further boost to bus patronage with an increase of 1.2% (83,807 trips) from 2008/09 to 2009/10

8.1.6. Partnerships The Council has entered into a number of public transport partnerships over the years in order to improve the quality of public transport services offered to the public in the city. Details of the ongoing partnerships are given below.

• In 1997 the Council entered into a Quality Bus Partnership with the bus operators and Humberside Police. The main objective of the partnership was to improve the quality of the infrastructure, bus service information and bus service quality to the public. It also included, monitoring the introduction of priority measures designed to improve the flow of buses.

Since the partnership commenced Quality Bus Corridors have been developed on all major radial routes in the City (six routes). All of the routes boast raised bus boarding areas and where location allows, bus shelters (23%) incorporating lighting and seating and timetable information. Real Time passenger information has been introduced at key locations.

In 2005 the Council negotiated a Punctuality Improvement Partnership (PIP) with East Yorkshire Motor Services and Stagecoach in Hull. A subsidiary of the Quality Bus Partnership this partnership set out to identify a number of poor punctuality ‘hotspots’ in the city, verify them through survey and electronic ticket machine (ETM) data prior to developing improvement measures (which includes a formal data sharing agreement).

Following detailed discussions late last year, the Partnership agreed to extend the membership to include representatives from the business community in an attempt to develop bus travel as a component of travel planning.

Bus reliability has been defined as the “Proportion of bus services running on time and excess waiting times” (DCLG). Bus punctuality is generally measured according to the guidance by Department for Transport. The figure shows an increase of 4.6% from 2006/07 (90.4%) to 2009/10 (95%) which illustrates the positive impact of the new Paragon interchange and the effectiveness of the Quality Bus Partnership.

• The Council entered into a Taxi Quality Partnership with the Hull Hackney Drivers Association in 2005/06 to raise the importance of the public using

Hull City Council Local Transport Plan (2011 – 2026)

licensed taxis and provide a conduit for the identification of potential taxi ranks that can be managed through the use of Traffic Regulation Orders.

The Council is currently undertaking an audit of all the existing taxi ranks in the city to establish current provision and to identify the characteristics of each location. The need for additional ranks across the City has already been identified by the partnership and these are currently being progressed wherever space is available subject to public consultation.

8.1.7. Bus Timetable Information To encourage greater use of bus travel the Council works closely with the bus operators through the Bus Quality Partnership and the Bus Punctuality Partnership to help identify issues and measures to improve the reliability of the bus services.

In order to build public confidence in the bus network the Council has introduced protocols with the bus operators to ensure that bus timetable information is accurate and easily accessible. The Council currently produces bus timetable information in a number of forms utilising technology advances to broaden the accessibility of the information to the public. At present the following opportunities are available:

Bus Map The Authority in partnership with the local bus operators produce a bus map (shown in Figure 31) showing the entire local bus services and their routes and frequencies. Hard copies of the map are produced and widely distributed regularly to Customer Service Centres, Libraries, Health Centres, Community Centres and Tourist Information Centres etc.

The most recent map was produced in Sept 2009 to show the routes and frequencies of all buses within the City as well as an enlargement of the City Centre showing the location of on-street stops and the services using them.

The map also covers the suburban areas of Anlaby, Cottingham, Hessle and Willerby, which lie in the East Riding of Yorkshire. These areas are included because the City is the main provider of employment, shopping and leisure facilities for these areas and also provides for many of their health and education requirements.

The map provides valuable bus service information to enable people living within Hull to find out how to get to Castle Hill Hospital, which is located within this suburban area. Over recent years the hospital has become a centre for certain specialist services and therefore it is important that sustainable access to the site is maintained and encouraged to reduce car borne trips and impact on the neighbouring Authority’s highway network. The Council is working jointly with the East Riding of Yorkshire Council to address this particular issue.

Hull City Council Local Transport Plan (2011 – 2026)

Figure 31 - Bus Services in Kinston upon Hull (2009/10)

Bus Call Telephone Information Line The Bus Call information line was established in 1998 in partnership with the East Riding of Yorkshire Council, East Yorkshire Motor Services and Stagecoach in Hull. The service forms part of the National Travelline Network. It is available from 8.00 a.m. to 8.00 p.m. seven days a week, except days when no buses are running. The service uses an easily remembered telephone number of 222 222 and the target is for 80% of calls to be answered within 30 seconds. The usage of this service has increased in the recent years as shown in Table 13.

In 2008 the service was expanded to cover York and parts of North Yorkshire with both City of York Council and North Yorkshire County Council contributing to the costs of running the service which were previously met wholly by ERYC and Hull. Information about forthcoming service changes is put into the system which automatically updates itself on the date the changes take effect.

Hull City Council Local Transport Plan (2011 – 2026)

Table 13 - Usage of Bus Telephone Information Line Total Calls Calls relating Year taken by to Hull’s service Services 2006 / 07 550,878 333,281 2007 / 08 576,612 373,645 2008 / 09 647,707 413,561 2009 / 10 548,322 358,328

As access to the information becomes easier using advancements in technology for example sms text messaging, Applications for smart phones etc., it is highly likely that the use of this ‘traditional’ phone service will diminish over life of the plan.

Real Time Passenger Information In 2004 the Council entered into a partnership with West and South Yorkshire PTEs, York City Council and East Yorkshire Motor Services (2008) to develop a Regional Real Time Passenger Information System.

A demonstration real time information show case corridor was introduced in Hull in 2005 on the Spring Bank West / Willerby Road Corridor. The system performance was monitored and following a successful trial the system was expanded into other areas of the City.

In 2006/2007 Anlaby Road, Hull Royal Infirmary, Princes Avenue, Chanterlands Avenue and Cottingham Road areas were added onto the system followed by Holderness Road and Hessle Road in 2009 /10. Further expansion has led to all buses operated by Stagecoach in Hull being fitted with tracking equipment. Buses operating the Priory Park – Park and Ride Service are also fitted with tracking equipment.

It was proposed that the East Riding of Yorkshire Council would join the partnership in 2009/10 and this would enable the gap between the Hull and York systems to be filled and key stops in the East Riding sections of the Quality Corridors to be covered. However to date the East Riding have not joined the partnership although the opportunity for them to join the system still exists.

Bus Timetables by SMS Text Messaging In August 2005 the Council launched a service which allows the public to receive scheduled and more recently predicted departure time information using their mobile phone (SMS text messages). All bus stops in the City are covered by the system.

Hull City Council Local Transport Plan (2011 – 2026)

The Council intends to use the system to interrogate the database to obtain a better understanding of how the current network operates and to identify punctuality hotspots and to maximise operational efficiency.

8.1.8. Bus Passenger Satisfaction Surveys The Authority has high aspirations for public transport and has specific objectives within the Bus Strategy, which are considered to be both deliverable and measurable. The Council has been performing well in the provision of public transport services in terms of its operation and maintenance. The Place survey carried out by the Department for Local Government and Communities (DLGC, 2008), collated information on people's perceptions of their local area and the local services they receive. Based on the responses, only 14.6% highlighted that they feel there is a need to improve public transport services in the city. When asked about usage of local bus services, 75.4% people highlighted that they use them regularly and out of which 68.1% stated, they are satisfied with the delivery of the service in the city.

Over the last two years (2009 and 2010) the Council has taken part in the National Highways and Transport Survey. One of the principal sections relates to the publics levels of satisfaction with bus services and other public transport. The City performed well in its delivery of local transport services including community transport and taxi services as identified in Table 14.

Table 14 - Bus Satisfaction Survey

Ranking Ranking Overall Scope for (of 95 (of top 25 Benchmarking Indicator Satisfaction Improvement unitary unitary authorities) authorities) Overall Satisfaction with 71.22 3.90 9 2 Local Bus Services Satisfaction with Local Bus 75.74 0.97 4 2 Service Satisfaction with Local 62.74 7.72 4 2 Public Transport Information Satisfaction with Local 72.8 4.18 6 2 Taxi (or Mini cab) Services Overall satisfaction with 59.55 3.60 24 8 Community Transport Source: Highways and Transport Network (NHTN, 2010)

Although this independent survey indicates that the Council is performing well in partnership with the stakeholders, the Council is not intending to ‘rest on its laurels’ and will be striving to improve on its performance over the life of this plan.

8.1.9. Bus Accessibility The LTP strategy has been developed to reflect the Government’s Transport and Health White Papers and the Sustainable Communities Plan. One of the important

Hull City Council Local Transport Plan (2011 – 2026)

aspects of this LTP has been accessibility and to provide a high standard of transport opportunity to everyone in the City. It is expected that the transport strategy will help to improve accessibility to jobs and services which will help meet national and local objectives including promoting social inclusion, economic regeneration and welfare to work.

Given the synergy between transport and land-use planning and the need to meet the increasing travel demands generated by the location of homes, businesses and recreational facilities, this plan has been aligned with the city’s emerging spatial planning strategy and the Local Development Framework (LDF). The emerging LDF will acts as a blueprint for the land use development of the city up to 2026. Land use planning for the city is largely focussed on the development of Brownfield sites and protection of the green belt including public open space. There is a requirement to ensure that all new developments are sustainably accessible. The City Council’s core strategy is to place accessibility analysis and strategy at the heart of its work on transport planning. This means that accessibility will be one of the principal drivers behind, inter alia, investment decisions relating to:

Public transport expenditure – the Council is developing proposals to integrate accessibility planning and modelling with the allocation of funding for supported public transport services. In this way the Council will demonstrate an objective means of allocating scarce funding for supported services. These proposals are to be developed in partnership with transport operators and key stakeholders.

Major capital investment schemes – alongside conventional appraisal techniques, the Council will use accessibility planning to guide the development of any major transport schemes (> £5 million in capital cost) that emerge during the period of this Local Transport Plan; and

Corridor treatment schemes – the Council has and will continue to implement measures on the main radial corridors to provide facilities to encourage the use of sustainable travel. Accessibility considerations are already paramount in the design decisions taken for these schemes, and accessibility modelling will be one of the tools used to help reinforce this emphasis in future design work

The Council adopted a two-stage approach to assessing accessibility issues in the City:

• Strategic Accessibility Assessment – This includes strategic mapping of accessibility to key destinations such as hospitals, health centres, job centres educational centres, and district centres using the ‘Accession’ accessibility planning tool. This work on accessibility planning has been incorporated at the heart of our new transport strategy. It has been used to develop a

Hull City Council Local Transport Plan (2011 – 2026)

comprehensive and qualitative means of measuring absolute accessibility to identify problems (refer Figure 32 to Figure 41). Given the scale of changes that are currently occurring and those which are proposed in the City over the coming years – with major changes to housing, education and health sectors set to take place – Accessibility modelling has been an important tool to assess the impacts of these changes and plan mitigating measures accordingly.

Local Accessibility Action Plans – using the outputs from the strategic assessments a series of local action plans are proposed to be developed. These will often be centered on a particular area of the City, be it a housing area or a key destinations such as Hull Royal Infirmary. The Council’s structure has a strong focus on local areas through its Area Committee structure, and a Local Accessibility Action Plan will be developed for each area of the City during the implementation period of the plan.

An important element of the whole process of accessibility planning – right from identifying problems through assessing solutions and delivering action plans – is the involvement of a wide range of stakeholders. Even the area chosen for this overall assessment includes the urban areas to the west of the City that lie in the East Riding of Yorkshire (Hessle, Willerby, Cottingham).

Hull City Council Local Transport Plan (2011 – 2026)

Figure 32 - Accessibility of City Centre by Bus (Weekday 7:00 – 9:00)

Legend City Boundary

Journey time (Minutes) 0 – 15

15 – 30

30 – 45

45 – 60

> 60

Hull City Council Local Transport Plan (2011 – 2026)

Figure 33 - Accessibility of City Centre by Bus (Weekday 18:00 – 20:00)

Legend City Boundary

Journey time (Minutes) 0 – 15

15 – 30

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Hull City Council Local Transport Plan (2011 – 2026) Figure 34 - Accessibility of Hull City Centre by Bus (Saturday 10:00 – 15:00)

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Hull City Council Local Transport Plan (2011 – 2026) Figure 35 - Accessibility of Hull Royal Infirmary by Bus (Weekday 08:00 – 10:00)

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Hull City Council Local Transport Plan (2011 – 2026) Figure 36 - Accessibility of Hull Royal Infirmary by Bus (Weekday 18:00 – 20:00)

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Hull City Council Local Transport Plan (2011 – 2026)

Figure 37 - Accessibility of Castle Hill Hospital by bus (Weekday 08:00 – 10:00)

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Hull City Council Local Transport Plan (2011 – 2026)

Figure 38 - Accessibility of Castle Hill by Bus (Weekday 18:00 – 20:00)

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Hull City Council Local Transport Plan (2011 – 2026) Figure 39 - Accessibility of University of Hull by Bus (Weekday 8:00 – 10:00)

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Hull City Council Local Transport Plan (2011 – 2026) Figure 40 - Accessibility of St Andrews Quay (West) by Bus (Weekday 7:00 – 9:00)

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Hull City Council Local Transport Plan (2011 – 2026) Accessibility to Existing Play Parks Figure 41 - Accessibility of Kingswood by Bus (Saturday 12:00 – 14:00) by Foot

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Hull City Council Local Transport Plan (2011 – 2026)

8.1.10. Recent Developments • The opening of the Council’s award winning Paragon Interchange in September 2007 (See Section 8.1.2).

• To enhance the reliability and punctuality of the local bus services the Council is trialling, with the help and assistance of the bus operators, a bus priority facility on the A165 Holderness Road. The system utilises five signalised crossing installations in conjunction with real time passenger information in order to provide priority to late running bus services to assist them in achieving the scheduled timetable. Any services that are running to time will receive no prioritised benefit although certain services will still gain a benefit when priority is given to other services on the same route which do require assistance.

It is to be monitored to assess the impacts of the scheme over a 12 month period. Assuming the trial is successful the Council’s Bus Punctuality Improvement Partnership will consider other locations where this system could be utilised to provide a benefit to the public transport services, subject to funding being available.

Corridor Improvements - Over the last 10-15 years improvements to the main radial corridors have been introduced in a phased co-ordinated manner. The improvements have generally involved the redistribution of road space to address issues such as congestion, parking, servicing etc. The proposed solutions have included measures to improve facilities for public transport, walking and cycling to make it more attractive for users and improve journey times and safety. Specific measures for public transport have included bus priority measures such as: - Peak hour tidal bus lanes - Bus priority at critical signal controlled junctions and car parking lay-bys introduced, where practical. - Improvements to shelters and bus stops for increased passenger comfort including the rationalisation of some bus stops - Signalised junction improvements including the introduction of controlled pedestrian facilities. - Raised tables at side road junctions to improve facilities to assist pedestrian, especially the elderly, to cross the road.

The latest phase of works included: o Spring Bank / Spring Bank West Corridor - the introduction of parking lay-bys, junction improvements (Princess Avenue / Spring Bank - which included the introduction of controlled pedestrian facilities on this busy junction), installation and refurbishment of pedestrian crossings, cycle lanes and improved traffic signal control measures.

Hull City Council Local Transport Plan (2011 – 2026)

The next phase of the works involves a proposal to implement a bus lane between the Docks Branch Railway Bridge on Spring Bank West to the Spring Bank / Princess Avenue junction (subject to funding availability).

The intention for the remainder of the plan is to continue to introduce measures on the main corridors to encourage sustainable travel. The rate at which the schemes are progressed will be dependant upon the level of funding that becomes available.

• In 2010 the Council adopted a new style of hard copy display of bus timetable information at bus stops to help improve visibility and legibility for the public. The layout of this information is to be monitored to judge the public reaction to the revised layout.

• The Easy Rider Wallet scheme has recently been introduced which alerts bus and taxi drivers in the City that a particular person may require specific additional assistance on their journey. People with either learning disabilities, visually impaired, deaf or where English is not their first language may carry the wallet to assist them in their journey. Thereby making bus and taxi travel less stressful making it easier and a more enjoyable experience affording the holder greater travel independence. The bright orange wallet contains plastic pockets into which information can be inserted, helping to improve communication with the bus or taxi driver. The wallet scheme is already in operation by several authorities in England including the East Riding of Yorkshire.

8.1.11. Challenges

To continue to improve the facilities at bus stops to help improve accessibility on and off buses.

To continue to improve access to passenger information.

To make bus timetable information available through Apps for I- phones

To develop advance and efficient ‘through’ ticketing arrangements such as smart card arrangements – single card

To make efficiency improvements in the provision of the existing local bus network whilst keeping the same level of accessibility;

Hull City Council Local Transport Plan (2011 – 2026)

To review the provision of home to school transport to ensure it does not discourage active travel. This may provide savings and help carbon and health targets;

To continue to ensure that new developments are located in areas well served by public transport or ensure that appropriate mechanisms are introduced to grow the bus network to serve the development.

To deliver new purpose built Park & Ride facilities in this climate of reduced funding. Sites in the East and North of Hull or where opportunities present themselves, which are in general alignment with the City’s Park and Ride Strategy.

To continue to improve bus reliability (increasing punctuality and decreasing congestion) along key corridors into and out of the city using tidal bus lanes and the use of technology. Bus priority measures will provide a journey time advantage to buses over other vehicles in major corridors and the city centre.

To investigate the opportunity and need for a dedicated purpose built coach passenger facility close to the city centre to help promote Hull as a tourist destination.

To develop transport interchange hubs (including the park & ride sites) on this network that can be co-ordinated with taxi, community transport and local bus services serving the more rural areas of East Riding of Yorkshire.

To mitigate any possible service changes as a result of the new guidance on concessionary fares reimbursement.

To continue to support Community Transport especially in the current funding – challenge is funding issue

Hull City Council Local Transport Plan (2011 – 2026)

8.1.12. Recommendation / Way Forward Table 15 - Impact Assessment of Proposed Strategy areas on Goals Bus Goals Strategy Area Action Climate Quality Economy Safety Equality Change of Life Monitor and upgrade infrastructure facilities like bus raised boarders,     bus shelters and bus stops to improve accessibility Introduction of new Bus facilities to assist in Infrastructure mode transfer and     general connectivity in the sustainable network Implement Civil Enforcement Measures for high standards of     traffic control, in particular for bus lanes Monitor the existing bus priority measures to assess the impacts Bus Priority Continue to introduce      Measures measures to promote sustainable travel as Bus Priority, ITS and other measures Provision of additional facilities at existing P&R sites Park & Ride To develop and     Facilities implement proposals for additional P & R sites at strategic locations Development of travel Work Travel plans for new and     Plans existing residents within the focus areas Continue to promote, implement and monitor Partnerships related partnerships to     improve the quality of bus services Continue to interrogate monitor and promote technology innovations to improve reliability for Bus Timetable bus services    Information To continue to introduce Real Time Passenger information to improve punctuality of the bus services

Hull City Council Local Transport Plan (2011 – 2026)

Bus Goals Strategy Area Action Climate Quality Economy Safety Equality Change of Life To develop and promote advance ticketing system including Smart Card, Print at Home and Ticketing    Other measures to bring efficiency in the information dissemination Adopt Strategic Accessibility criteria in new developments to Accessibility ensure new     developments are well connected to the public transport To continue to promote Community and monitor community    Transport transport initiatives To monitor the impact on services as a result of any changes to the Bus concessionary fare Concessionary scheme     Fare Scheme To develop and implement measures to safeguard existing levels of service Monitoring of complaints, problems and issues Feedback & Continue regular    Consultation Publicity & Marketing of information and new initiatives (Bus Fora /Surgeries)

8.2. Rail

8.2.1. Overview Rail offers the most viable sustainable alternative to road based transport for medium and longer distance passenger and freight transport and as such forms a major element in the Council’s mode shift strategy.

The Government set out its strategic direction for the rail industry in the 2007 white paper ‘Delivering a Sustainable Railway’. This includes a statement on how much public expenditure is to be allocated to the rail industry in the 5 year period 2009 – 14 (Control Period 4) and what the Government expects to be delivered by the rail industry (High Level Output Specification). The main objectives set out in the white paper include:

Hull City Council Local Transport Plan (2011 – 2026)

Creating a system capable of handling double the number of passengers and freight over the next 30 years Providing a better quality service for passengers and Fulfilling its environmental potential to deliver mode shift away from less sustainable road transport

Network Rail published its Yorkshire and Humber Route Utilisation Strategy (RUS) in July 2009 following extensive consultation with stakeholders. This report included an analysis of the current capability and capacity of the network and identified future issues and potential improvements to the network over the next 10 years plus a view of the longer term. This report identified a number of specific issues relevant to the rail services serving Hull. To tie in with the publication of the Yorkshire and Humber RUS, Network Rail produced a number of Route Plans which support an overall Delivery Plan for Control Period 4.

Work has already started on a Northern RUS covering the whole of the north of England. This RUS which is expected to be completed by 2011 is one of the first ‘second Generation’ RUS’s to be produced. It will take account of the First Generation Yorkshire and Humber RUS and will update it to take account of recent developments including the new longer term planning horizon (30 years) as set out in the 2007 white paper, progress with major schemes being developed for Manchester Hub, High Speed Rail Link proposals and the latest economic situation. The RUS will use a new 2014 passenger demand baseline and latest passenger and freight forecasts to look forward to 2019 and 2030 (and on to 2039) and will identify gaps and potential mitigations. In the shorter term the Northern RUS will inform planning for Control Period 5 (2014 – 19) and set the scene for subsequent control periods. In the medium term it will be used to help with any changes to future franchise specifications.

In September 2009 the Government published its longer term vision for the Strategic Rail Freight Network which contained a number of objectives relevant to issues affecting the City of Hull, these included:

. Minimising passenger / freight conflicts . Making the network available 24 hours a day, all year round . Eliminating pinch points . Upgrading network capacity . Upgrading gauge clearance to take 9’ 6’’ containers (W10 / W12) and train lengthening.

In the present economic climate it is likely that funding for some of the programmed improvements set out in the RUS and the 2010 Network Rail Route Plans will come under pressure. Meanwhile a recent report by ‘Centre for Cities’ published in July 2010 has highlighted the vital role that good rail services can play in rebalancing the economy by linking people to jobs. The report emphasises that targeted high return investments in the rail network and services will help support the private sector economy and open up job opportunities. Businesses will benefit from a larger labour pool and cities will be better connected and more attractive to investors.

Hull City Council Local Transport Plan (2011 – 2026)

8.2.2. Passenger Rail

8.2.2.1. Existing Network There are essentially 2 lines serving the City, the North Trans Pennine to / from the west and the Hull to Scarborough line to / from the north. Both lines terminate / connect at Hull Paragon Station in the City Centre. There are no other passenger connections (stations or halts) within the local authority area.

• North Transpennine Line This line runs west of the City along the Humber Bank with a number of local stations in the East Riding including Hessle, Ferriby and Brough. The line splits near Broomfleet with one line continuing to Howden, Selby and on to Leeds and beyond to Manchester (with connections to the East Coast Main Line (ECML) – London/Scotland west of Selby). The other line turns south at Boomfleet to Goole, Doncaster (alternative connection to the ECML) and on to Sheffield and the Midlands and South West.

• Hull to Scarborough Line This line runs north with stations at Cottingham, Beverley, Driffield, Bridlington and eventually on to Scarborough via Filey and Seamer. There are also a number of minor station halts along the route north of Beverley including Arram, Hutton Cranswick, Nafferton, Bempton and Hunmanby.

8.2.2.2. Services • Hull to Sheffield / Doncaster / Goole operated by Northern Rail run generally at a frequency of 2 trains per hour through the day. In May 2010 Northern Rail had a 2 year extension to its existing franchise granted as it had achieved its performance targets. This means that the franchise will now run until September 2013. Latest figures for service performance (combined punctuality and reliability) show that there has been a steady improvement from 84.6% in 2004/05 up to 91.55 in 2010.

• Hull to Selby / Leeds / Manchester operated by First Trans Pennine Express (FTPE) run generally at a frequency of 1 train per hour through the day. FTPE’s existing franchise is due to run out in January 2012 with a possible option to extend up to 2017 still to be confirmed. Overall FTPE performance levels are good with latest figures over 92% although this is believed to mask poorer performance on the section of the franchise serving Hull.

• Hull to York. There is a direct service operated by Northern Rail at approximately 2 hourly intervals through the day with a more frequent service made up by connections at Selby, Leeds or Doncaster. Journey times are generally poor with even direct services taking over an hour to reach York which is less than 40 miles (64.37 Km) from Hull.

• Hull to London. There are currently 8 direct trains per day between Hull and London, 7 operated by First Hull Trains (formerly Hull Trains) and one by

Hull City Council Local Transport Plan (2011 – 2026)

East Coast Main Line (Formerly National Express) All direct services operate via Selby then join the East Coast Main Line to London via Doncaster. First Hull Trains are an open access operator and have an extended track access agreement in place until 2016. Fastest journey times to London are approximately 2 hours 35 minutes and passenger numbers are now up to 720,000 per year with 90 services per week. Reliability is generally good but this took a dip in 2009 when it switched its fleet from class 222 Pioneer Units to Class 180 Adelante units to provide up to 50% more capacity. Reliability has more recently been restored.

• Hull to Cottingham / Beverley / Driffield / Bridlington / Scarborough. These services are operated by Northern Rail with a very high frequency (4 per hour) service in the peak hours between Beverley, Cottingham and Hull with progressively reduced service further north with only 1 train approximately every 90 minutes to Scarborough.

8.2.2.3. Recent Developments • Hull Paragon Interchange was opened in September 2007 as part of the major new St. Stephens retail and leisure development. This brought together on one site within the same refurbished building all rail and bus services in the City.

• Hull to Scarborough Line. A revised timetable was introduced late in 2009 with a full all year round Sunday service to take advantage of improved retail opportunities in Hull with the opening of the new St. Stephens Shopping Centre. This proved very popular especially on the run up to Christmas. The Community Rail Humber Partnership has worked throughout the LTP2 period to promote the use of this line and passenger numbers have increased significantly.

• Hull to Leeds Services. The RUS identified the need for an additional 5th hourly service between Manchester and Leeds to be delivered in Control Period 4. The opportunity to extend this new service to York, Selby or Hull has arisen. Detailed discussions and lobbying to bring this service to Hull have taken place with DfT and First Transpennine Express. It is hoped that this will be addressed in any future change to the franchise specification for the Transpennine services. If this is successful it would mean a very significant doubling of the service between Hull and Leeds to two trains per hour.

• New Passenger Rail Halts. A study was carried out in 2009 to consider the feasibility of new rail halts at the KC Stadium and Priory Park on the main line into the City from the west and in the Bricknell Avenue Area between Hull and Cottingham on the line from the north. Although this very preliminary feasibility study concluded that there were no ‘show-stopping’ technical reasons why halts could not be provided it also found no strong business case to provide them. This coupled with a lack of interest from train operating companies due to adverse effects on existing timetables led to a decision to protect future sites but to not actively progress any implementation. Previous investigations into the feasibility of passenger use

Hull City Council Local Transport Plan (2011 – 2026)

of the Hull Docks Branch railway line strongly suggested that the necessary infrastructure costs and lack of passenger demand would not support a strong business case although the Council still has aspirations to make better use of the existing rail network in the City. The business case may be reviewed in the longer term if the economic situation changes.

8.2.2.4. Challenges / Issues • Opening Hours / Track Access. Due to the poor state of the signal scheme west of Hull and the large number of manned signal boxes and level crossings the main line into the City is usually closed overnight between 11:30pm and 5:00 am to avoid the cost of working an extra shift. Although existing passenger demand for journeys outside operating hours is limited there are problems for longer distance business users travelling to the City from Manchester Airport or London where the latest departures are 20:32 and 20:30 respectively.

• Line Speeds. The line west of Hull between Selby and Ferriby is widely acknowledged as the longest straight track on the UK rail system but running speeds are commonly only around 60 – 70 mph. This leads to journey times between Hull, Doncaster, Leeds and York often slower than the comparable car trip.

• Service Frequency. The poor frequency of the service between Hull and Leeds (1 train per Hour) poses a significant problem for business users and does little to encourage sustainable rail travel. This is exacerbated by the psychological impact of missing a train and having to wait a full hour, which by coincidence is exactly the journey time by car between Leeds and Hull. The existing frequency is considerably worse than between comparable urban centres of this size and distance apart.

• Overcrowding is a particular problem between Beverley and Hull where small 2 car units are often full in the peak hours. Recent figures have shown that morning peak hour loadings on this route are the third highest in the region behind Harrogate to Leeds and Calder Valley to Leeds. Overcrowding on the Hull to Leeds service can be a serious problem especially on the section between Selby and Leeds.

• Service Reliability is a serious problem especially between Selby and Hull. This is caused by occasional openings of the bridge over the River Ouse at Selby, poor condition of signalling, occasional rail breakages due to heavy freight usage, high incidence of cable thefts and rolling stock shortages and staff availability.

• Integration with other transport modes has improved dramatically with the new Public Transport Interchange in the City Centre where all bus and rail services are served under one roof along with coaches, taxis, cycle routes / parking, walking routes and adequate long stay parking for long or distance rail commuters. Very significant improvements have also been made at stations within the surrounding East Yorkshire area where over the last 5 years new car and cycle parking has been provided at several key stations

Hull City Council Local Transport Plan (2011 – 2026)

and is being well used. Some improvements have been made to joint ticketing with the introduction of the ‘plus bus’ initiative linking train and bus to cover the ‘total journey’. Much could still be done to further integrate long distance trips by closer rail / coach / bus service co-ordination (timetables). A further challenge relating to integration is the need to provide better sustainable access to airports including re-establishing the direct rail service to Manchester Airport and the possible need for better co-ordinated rail / bus links to Leeds Bradford and Robin Hood Doncaster airports.

8.2.2.5. Recommendations / Way Forward Table 16 - Impact Assessment of Proposed Strategy areas on Goals Passenger Rail

Strategy Area Goals Action Climate Quality Economy Safety Equality Change of Life Extend opening hours in evening by 1 hour to 12:30 Opening Hours / Track Lobby Network Rail and     Access Operating Companies Make representations through future franchise renewals Line Speed and Continue to lobby Network Signalling Rail for improvement works as Improvements rest of soon as possible.      Hull to improve journey Works planned to be times reliability and implemented by Network Rail eng. Access in control period 5 (2014 - 19). Continue to lobby Operating Companies and DfT to include extra hourly service to Leeds in any new franchise Service Frequency arrangements     Support First Hull Trains in their request to run an 8th direct service per day to London Lobby for longer trains especially between Beverley Train Overcrowding      and Hull and between Leeds and Selby in Peak Hours Investigate further and protect in the LDF potential sites for Network Connections      new rail halts at KC stadium and Bricknell area Support actions for further electrification of the Transpennine line and further High Speed Rail     improvements to the ECML in advance of any expenditure on High Speed 2

Hull City Council Local Transport Plan (2011 – 2026)

Passenger Rail Goals Strategy Area Action Climate Quality Economy Safety Equality Change of Life Continue to support the concept of reopening the Rail Reopening Beverley to York line in the     longer term. Support ERYC in protecting the line in their LDF Support introduction of wider based joint ticketing initiatives such as YORCARD Continue to work more closely with ERYC and Rail/Bus/Coach operators to Integration with other better coordinate services      modes Investigate opportunities for more secure cycle storage facilities and possibly bike hire at Hull Paragon Interchange. Support ERYC in their initiatives to improve facilities in surrounding settlements.

8.2.3. Freight Rail

8.2.3.1. Existing Network Freight trains share the main line into Hull from the west with passenger services then split off to the north at Hessle Road Junction and circle north round the City on the freight only Hull Docks Branch Line. This line runs on an embankment crossing roads via a series of overhead bridges, crosses the River Hull via an opening High Level Swing Bridge and passes from Network Rail into the private control of Associated British Ports at Southcoates Lane. It eventually terminates in the Port to the east of the City, finally passing north of King George Dock via extensive new sidings and finally into the Queen Elizabeth Dock area with connections to the existing coal and steel terminals. There is an existing protected corridor for rail reconnection through to the B.P refinery complex at Saltend and onwards to give potential rail access to development land further East in the East Riding of Yorkshire. Due to its elevated nature there is little or no practical opportunity for further direct rail access to the industrial sites along the Hull Docks Branch. A facility to turn freight trains in Hull is available via the Anlaby Loop.

To the West of Hessle Road Junction there is an existing spur serving an aggregates plant in west Hull and then further west there are direct links to new industrial sites and the Port of Goole and a little used limited connection to a quarry at Melton in the East Riding of Yorkshire. No freight trains currently use the Hull to Scarborough Line and there is no known demand to use this line (which would require expensive works before it could carry heavy freight).

Hull City Council Local Transport Plan (2011 – 2026)

8.2.3.2. Services In recent years the main commodity carried by rail through the Port of Hull has been imported coal travelling to the Aire Valley Power Stations in West Yorkshire. Other commodities include steel, scrap metals and a small amount of general mixed cargo but no containers. The total volume of traffic in recent years was around the 2 million ton level but traffic has been very variable due to the present economic climate and world energy prices which have led to a recent decline in coal imports.

8.2.3.3. Recent Developments • Hull Docks Branch This line was originally constructed as a dual track route as part of the Hull and Barnsley Railway. In 1988 the majority of the line was reduced to single track due to low traffic levels. By 2005 growth of port traffic had increased the number of trains to 8 each way per day which was close to the capacity of a single track with slow running speeds and out of date signalling. Projected growth in port traffic and the desire to keep as much of this traffic as possible off the A63 Castle Street Trunk Road (which was already close to capacity and experiencing high levels of congestion) led to the development of a scheme to increase capacity. This scheme was promoted through a very successful partnership consisting of Network Rail, Northern Way (Yorkshire Forward), Associated British Ports (ABP) and the City Council. In 2006 the scheme was incorporated into the wider Humber Ports Capacity Productivity Transport Innovation Fund (TIF) Scheme which received final ministerial approval in September 2007. The works costing over £16m in total were completed in summer 2008 with £9.5m funded through the Northern Way / YF, £5.1m Network Rail and over £1.5m from ABP. The works included the completion of a new junction layout at Hessle Road (connection to main line), significant lengths of double track on the branch line, new signalling on the branch controlled from the existing signal box at Hessle Road, under bridge and embankment strengthening, major strengthening works to the River Hull Swing Bridge and uplifting the line speed throughout to 30mph. ABP also undertook significant installation of double track and new sidings within the port boundary. The branch line now has more than doubled its capacity to be able to handle up to 22 trains each way per day.

• Gauge Clearance The Northern Way’s Evidence Based Review of the Growth Prospects of Northern Ports identified that the North’s overall share of UK port traffic is likely to increase with particular strong future growth potential for container traffic. The Northern Way then produced a report on ‘Market Demand for Rail Gauge Enhancements’ which in turn led to joint working with Network Rail on initial assessments of the feasibility and cost of enhancements to the loading gauge for routes from Tees, Tyne and Humber Ports to the wider national network. Initial stages of this work have now been completed and have demonstrated that unlike other routes the route between the Port of Hull and the East Coast Main Line (ECML) requires only minimum works to give W10 clearance. These works include minor modifications at Selby Station and a limited number of other locations yet to be confirmed by

Hull City Council Local Transport Plan (2011 – 2026)

Network Rail. It is planned that the necessary works will be completed in this control period before 2014. Works could be carried out as early as 2011. This will then leave the way clear for the potential transport of 9’6’’ deep sea containers on standard rail wagons through the port of Hull, making Hull the only Port north of Felixstowe with this ability.

• Developments in the Port of Hull Associated British Ports are currently developing a major new facility adjacent to Queen Elizabeth Dock (Hull Riverside Bulk Terminal) to handle large quantities (up to £5million tons per year) of dry bulk goods such as coal and biomass. The facility will involve a new riverside jetty with conveyors to storage facilities and direct to rail facilities for inland transport. The jetty facility is the subject of a Harbour Revision Order currently being processed. The development is being carefully planned to maximise the use of the existing spare rail capacity and to make minimum use of road transport.

8.2.3.4. Challenges • Capacity Since the completion of the Hull Docks Branch Line Improvement in 2008 the use of the line has unfortunately decreased due to external economic factors. These factors include the wider economic recession which has decreased industrial activity and traffic through all ports generally. More specifically the relative low cost of oil and gas on the world markets plus the high levels of coal already stockpiled at power stations and low electricity demand from industry meant that 2009 was a particularly low year for coal imports. The volatile and changeable nature of world fuels markets means that although there is presently plenty of spare capacity for new rail freight on the network in Hull this can change suddenly (as it has in the past) which makes future planning very challenging. If the current capacity of the Hull Docks Branch (22 trains each way per day) were to be fully utilised this would in turn use up all of the existing spare capacity on the main line into the city from the west putting more potential pressure on passenger services. In the longer term this could become a major issue if demand grew and the Hull Docks Branch were to be ‘fully dual tracked’ providing capacity for up to 40 trains each way per day. In this scenario works to improve signalling, line speed and increase operating hours west of Hull would be essential.

• Reliability Some reliability issues specific to rail freight do exist, these include: • Poor state of infrastructure west of Hull where broken rails were a problem (although occurrences seem to have decreased recently). This issue also causes serious problems for passenger services.

• Opening Bridges especially over the River Hull and further west over the River Ouse at Selby. Any delays can be more difficult for slower moving freight services to make-up. Problems can be very serious if bridges stick open or require extensive maintenance but these events are thankfully rare.

Hull City Council Local Transport Plan (2011 – 2026)

• Signal cable theft is a nationally growing problem which is especially acute in this area. Network Rail has recently made progress with extra security patrols and a programme of burying cables on problem sections (such as the Hull Docks Branch).

• Mode Shift Although much of the Port of Hull is well connected to the rail system which has also got sufficient spare capacity for increased use, there are large areas of potential development land which do not have direct rail access. The challenge is to try to connect (directly or indirectly) these areas to the network and to maximise the shift away from less sustainable road traffic. One such area is Alexandra Dock where an existing permission for a new container terminal and more recent early proposals for a possible ‘off-shore’ wind turbine manufacturing facility would both benefit from access to the rail network. Preliminary discussions are currently underway to establish if a regular dispensation could be obtained to run non standard vehicles (over 44 tons) across a public road to connect Alexandra Dock to a rail-head in King George Dock. A further large area of potential new industrial and storage facilities exists on land outside the City to the east of the BP refinery at Saltend. A rail corridor (on the line of a former siding) is being protected from development to ensure advantage can be taken of maximising sustainable transport by rail rather than loading further traffic onto the congested A1033/A63 Trunk Roads.

Hull City Council Local Transport Plan (2011 – 2026)

8.2.3.5. Recommendations / Way Forward Table 17 - Impact Assessment of Proposed Strategy areas on Goals

Rail Freight

Action Goals Strategy Area

Carbon Quality Economy Safety Equality Reduction of Life

Lobby for longer opening hours (overnight) west of hull   in order that extra freight trains avoid passenger services in the daytime. Monitor take up of spare track capacity on the Hull Docks Branch lobby for full track   Network Capacity dualling if demand dictates in the longer term.

Work in partnership with network rail and Northern Way to complete W10 gauge   clearance between Hull and ECML to minimise road transport and promote opportunity for port expansion. Lobby Network Rail to complete line speed and signalling works west of Hull between Hessle Road and   Gilberdyke as soon as Network Reliability possible works currently scheduled for control period 5 (2014 - 19). Lobby for longer track access to create better opportunities   to carry out maintenance works.

Protect corridor through BP Saltend (Support through East Riding of Yorkshire LDF) to   Network allow future rail access to Connections development land between Saltend and Paull. Investigate opportunities to connect Alexandra Dock with   a rail head in King George Dock.

100

Hull City Council Local Transport Plan (2011 – 2026)

8.3. Water Water borne travel has historically been very important in Hull with the majority of commercial activity clustered around either the River Hull Corridor or the Humber (Docks). Over recent years there has been a substantial increase in the amount of traffic through the Port of Hull from 7.5m Tonnes in 1992 up to 13m tonnes in recent years. Hull is a major European port with massive expansion plans based on new riverside berths to take bigger roll on - roll off ships in the Eastern Docks. The viability of these expansion plans relies largely on the access by road and rail from the national networks. The immediate short term deficiencies in the road network were largely addressed by the Hedon Road Improvement Scheme completed in 2003 and in a series of more recent minor improvement schemes. The long term economic viability of the docks will however be further strengthened when the Castle Street blockage is removed.

Large numbers of passengers (1 million + a year) are carried by North Sea Ferries. There is no direct rail service to the Ferry Terminal and so all interchange between the two modes is made via schedule bus or taxi from Paragon Station.

The River Hull has limited potential for growth as a transport corridor due to its tidal nature and depth and the disruptive nature of river traffic on other transport networks through bridge openings. Nevertheless the existing use is sustainable and is a useful means of moving bulk cargoes into the central commercial areas which would otherwise probably be on road, and as such, growth in use should be actively investigated. The use of the River Hull for passenger services via a ‘river bus’ may be worthy of future investigation especially in association with any future plans for the impoundment of the River Hull.

An increase in water borne freight will reduce the amount of HGVs on the local road network. It is acknowledged that this will not make a large impact but it is something that the local transport plan will support nonetheless.

Hull is well placed to take advantage of the wider network of navigable inland waterways stretching deep into the East Midlands (via the River Trent), South and West Yorkshire (via the River Ouse and the Sheffield and South Yorkshire and Aire and Calder canal systems). Although currently relatively little use is made of this system the Council is trying to encourage increased use and considers it could have a useful role especially in the carriage of bulky, low value, none time sensitive cargoes. The environmental benefits over road travel are well documented and the Council intends in LTP3 to try to help private companies to take advantage of the various grants available to switch to waterborne transport.

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9. Highways The Council considers that the condition of the City’s ‘core’ highway network has an important role to play in helping to bring forward economic regeneration through improving sustainable accessibility for all modes of transport around the City and in particular to and from the city centre.

The highway network is the largest asset that the Council owns and improvements in the condition of the network (Footpaths, carriageways and Street lighting) can:

• Help to reduce noise and vibration • Encourage walking and cycling leading to improved physical fitness. • Reduce driver stress • Help to reduce accidents

The importance that the Council places on its core network (Principal and non Principal network) was previously reinforced by the two National Maintenance Indicators (NI168 and NI169).These were included within the key indicator set to which the Council had previously signed up to deliver as part of its second Local Area Agreement (LAA2).

9.1. Existing Network The Council is currently responsible for the maintenance of 722km (448.63 mile) of highway and 765.6km (475.72 mile) of footpaths. Table 18 illustrates the breakdown into the various road classifications. Table 18 - Highway Network Classification Route Length of highway* Classification (Miles / km) (Miles / km) ‘A’ Roads 34.9 52.4 ‘B’ Roads 10.7 12.3 ‘C’ Roads 43.9 52.7 Other 632.5 Total 722.0

Footpaths 765.6 1531.2 * Takes into account lengths of dual carriageway and footpaths on both sides of a carriageway

9.2. Highway Maintenance To assess the condition of the Principal and Non principal carriageways scanner surveys (Surface Condition Assessment for the National Network of Roads) are undertaken annually in accordance with Government Guidance. Detailed Visual Inspections (DVI) surveys are also undertaken to assess the remainder of the adopted highway network and footpaths. The results of the surveys are used to, not only report on the condition of the network, but also to help provide a wider asset management picture from which the Council develops its highway improvement programmes to effectively target its resources.

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In the last four years from 2006/7 to 2009/10 the Council has spent £13.6m of LTP funding and approximately £7.1m from its own capital resources on highway maintenance across the City. Table 19 highlights the impact that this intervention has had on the PRN and Non PRN networks. The percentages identify the proportion of the network where structural maintenance should be considered.

Table 19 - Highway Condition Indicator 2008/09 2009/10 Principal Roads 9% 7% (NI 168) Non Principal Roads 6% 4% (NI169)

The results indicate that the condition of the principal and non principal roads has improved following the targeted programme of maintenance works with only 7% of the principal and 4% of the non principal network where structural maintenance should be considered. However, the recent adverse weather conditions are likely to have had a detrimental impact on the network although the extent of this will not be fully identified until the next set of surveys has been undertaken.

In 2010 the entire footpath network in the city has been surveyed (Detailed Visual Inspection) to establish its condition as part of the development of the Council’s Asset Management Plan. The results have not yet been received but will be used to inform the development of the future footways capital programme.

9.2.1. Winter Maintenance In order to provide an effective Winter Maintenance Service the Council has access to a computerised Ice Prediction System. The system enables the Council to receive predictions based on information from sensors at strategic sites which are linked directly to the Leeds Weather Centre which provides regular road surface temperature forecasts. In autumn 2010 the Council installed local monitoring stations on Freetown Way and Kesteven Way to provide supplementary information to the wider system. The system provides the data which enables decisions to be made to commence gritting.

The City Council is currently in negotiations with ABP, the Highways Agency and the East Riding of Yorkshire Council over joint arrangements for storage and stock piling of salt to ensure supplies are maintained to off-set the risk of climate change and the increased frequency of severe winters.

9.3. Street Lighting The Council has approximately 35,600 street lighting units plus approximately 3,600 signs and bollards. Lighting assets include street lighting columns and associated equipment, high mast lighting, subway lighting, illuminated traffic signs and bollards. Within the street lighting inventory there are a number of older lighting columns that have reached or are nearing the end of their design

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life. A way forward to replace these columns and reducing the carbon impact of street lighting has to be identified and implemented.

A new strategy has been developed to address the issues of maintaining and improving the street lighting asset with diminishing capital and revenue budgets. This strategy aims to reduce night time personal injury accidents, the severity of accidents, crime, the fear of crime and in particular crime against the person, and to open up and expand the night time economy.

It is intended to align the Council’s street lighting service with the UK Lighting Board’s document ‘Well Lit Highways: Code of Practice for Highway Lighting Management’ (November 2004). The new strategy, subject to member approval, will be introduced at the beginning of the plan period with an intention of delivering an approved action plan during the period 2011 – 2014.

9.4. Structures / Bridges 9.4.1. Ownership Hull City Council owns the majority of bridges and structures in the city but some are owned and maintained by other bodies, e.g. Highways Agency, Network Rail, Environment Agency, Yorkshire Water Plc, Associated British Ports, Utility Companies and Internal Drainage Boards. The number of highway structures on the Register and a breakdown of ownership are shown in Table 20.

Table 20 - Number and Type of Structures on Register (All Owners) Foot - Moving Retaining Other Ownership Bridge Culvert Basement bridge bridge wall structure Hull City 82 Council 52 12 32 26 3 55 Highways 9 Agency 1 1 2 4 0 2 Railway 21 Authority 3 1 0 2 0 0 Drainage 5 Boards 0 0 7 1 0 3 Others (includes 2 16 0 6 172 23 8 unknowns) TOTAL 119 72 14 47 205 26 68

In most cases the ownership of a structure is quite clear but in some instances the ownership is unknown or disputed. Where ownership cannot be proven and there is an urgent need to deal with a structure which poses a hazard to users, the Council exercises its duty of care under the Highways Act, assumes responsibility and carries out the necessary actions to remove the hazard. The Council then works to establish ownership and to resolve any dispute.

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Figure 42 illustrates the spread of structure conditions for highway structures owned by the Council.

Figure 42 - Stock Condition of Highway Structures 16 Very Poor Poor Fair Good V.Good

14 10% 33% 26% 17% 14%

No.of structures 6

0 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78 80 82 84 86 88 90 92 94 96 98 100 Condition Indicator Score (Average)

9.4.2. Recent Developments Over the last 3 years (2008/9 to 2010/11) the following works have been completed or are nearing completion.

• A165 North Bridge Service Tunnel (refurbished and re-painted) • A165 North Bridge Control Building (Completion expected by March 2011 – Full refurbishment of Grade II listed ART Deco style building) • Bridge Strengthening to achieve 40T assessment capacity (normal highway loading). • A1166 Hessle Road Flyover • A1105 Anlaby Road Flyover • Southcoates Lane Bridge • Painting of Boothferry Road Footbridge • Sutton Road Bridge Building – Refurbishment of steel framed masonry structure. • In filling of the redundant subway at Hall Road / Faircourt to eliminate the need for strengthening. • To help prevent bridge strikes some of the low bridges have been signed. • Site investigation eliminated the need to assess and strengthen a culvert under the A165 Holderness Road / Maybury Road junction. • The bridge inspection regime – All highway structures are inspected routinely in accordance with nationally agreed guidelines.

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Figure 43 - Time Dependant Plots for Highway Structures Time Dependent Plot - Condition of Highway Structures

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Average Stock Condition

ConditionIndicator 75 Critical Stock Condition

70 Target (Average Stock)

60 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 2005 2006 2006 2006 2006 2007 2007 2007 2007 2008 2008 2008 2008 2009 2009 2009 2009 2010 2010 2010

Figure 43 shows time dependant plots for the condition of highway structures owned by the City Council between 2005 and 2010.

9.4.3. Future Challenges

• To clear the existing backlog of structural assessments. Although none of these assessments involve structures located on either the Primary Route Network or principal roads, it will be necessary to establish whether the structures can carry normal traffic loads or require the introduction of weight restrictions to protect the structure.

• Implementation of the Code of Practice Management of Highway Structures Code of Practice was published in 2005. The code sets out implementation milestones although it is for individual local authorities to set their own targets. The ADEPT Bridges Group set 3 implementation milestone targets (1, 2 and 3). Table 21 illustrates current progress against these milestones. The set of milestones reflect the process of managing the asset and do not reflect the performance of individual bridges. The challenge for the authority is to meet the local target set for 2012 – this will require agreements from partners in setting parameters for whole life costing etc. • Sculcoates Swing Bridge – The Bridge carries mainly local traffic, cars and light vans, over the River Hull. The swing bridge was built in1874 and is narrower than the desired highway width. It is a Grade II listed structure and due to its present condition a 3 tonne weight restriction has been imposed. The structure is in need of essential and preventative treatment to prevent deterioration. Refurbishment of the bridge is estimated at around £2M and strengthening the existing bridge is not a realistic proposition.

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Table 21 - Implementation Milestone Targets Milestone Local Achieved Target by 2012 by 2010 (%) (%) 1. Safe for Use 1 92 74 2. Fit for Purpose 2 82 57 3. Delivers agreed 85 44 levels of service at minimum whole life cost Note: 1 Safe for Use requires a highway structure to be managed in such a way that it does not pose an unacceptable risk to the public. 2 – Fit for purpose requires a highway structure to be managed in such a way that it remains available for use by traffic permitted for the route.

• In the current climate of funding uncertainty it is likely to be a challenge to secure the funding required to clear the backlog of essential maintenance, which is estimated to be in the order of £6m.

• To improve the average Stock Condition Performance Indicator score from 82 (2010) to 90 in 2025.

Table 22 - Impact Assessment of Proposed Strategy areas on Goals

Structures

Action Goals Strategy Area

Carbon Quality Economy Safety Equality Reduction of Life

Implement Code of Practice - To develop service levels, lifecycle planning and asset Asset valuation to align with     Management the CIPFA Code of Practice on Transport Infrastructure and align with whole Government Accounting. To determine a Structural programme to deliver   Assessments the backlog of structural assessments To review and determine short term Programming programme for    Sculcoates Swing bridge. To develop a programme to address Maintenance    the backlog in essential maintenance

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Structures

Action Goals Strategy Area

Carbon Quality Economy Safety Equality Reduction of Life

To develop a Bridge programme to address    Strengthening the strengthening of weak structures To improve the overall Asset Condition condition of the stock of    highway structures.

9.5. A63 / A1033 Trunk Road 9.5.1. Network Description / Function Hull is unusual in that it has a major Trunk route passing right through the centre of the built up area from East to West. This route, 15km (9.32 mile) in length, falls under the direct responsibility of the Government’s own Highways Agency, unlike the additional 722km (448.63 mile) of roads in the City which are the responsibility of the City Council as local highway authority.

The A63 links the City and Port of Hull to the National Motorway Network (M62) at North Cave 17km (10.56 mile) west of the city boundary. Within the City the A63 follows closely the Humber Bank as a dual carriageway (Clive Sullivan Way) passing to the South of the city centre (Castle Street) before crossing the River Hull via Myton Bridge and becoming Garrison Road. The A63 terminates at Southcoates Lane in East Hull with the Trunk Route continuing as the A1033 Hedon Road passing the main docks to the BP Chemicals at Saltend immediately east of the city boundary where it terminates. Beyond this point’ to the east, the A1033 becomes the responsibility of the East Riding of Yorkshire Council.

The Trunk Route through the city functions as a major “International Gateway” as defined in the 2006 Eddington Report into Transport and the Economy and also forms part of Trans European Road Network linking Shannon (Eire) and St. Petersburg (Russia). It has also recently been identified as one of 14 Strategic National Corridors by the Department of Transport. The Port of Hull currently handles over 12m tonnes of freight and over 1m passengers per year, over 90% of which use some part of the Trunk Route for access.

The A63 also forms the main radial route into the city centre from the west for commuters, shoppers and visitors. The A1033 fulfils a similar function into the city from the east. The central section, Castle Street, also functions as the southern leg of the orbital box around the largely pedestrianised city centre and as the major highway link between west and east Hull.

9.5.2. Current Conditions Present flows are up to 55,000 vehicles per day on the busiest section (Castle Street), which makes this road the busiest in the City Region and one of the

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highest flow non-motorway dual carriageway routes in the Country. Congestion has been a major problem on this route for over 20 years (this is demonstrated by the fact that the peak hour flows have not been able to increase for the last 10 years as the road has been effectively “at capacity” or “full up”). Congestion and queuing is currently extensive throughout the working day, commonly with over 2km (1.24 mile) of queuing traffic in 2 lanes in the peak hours. The route has been classified by the Highways Agency as suffering severe “stress” (flow/capacity ratio) which is its worst classification category.

The heavy traffic levels coupled with the high proportion of heavy goods vehicles (many of them 40 ton articulated vehicles with foreign drivers rushing to catch ferries) in an urban area with high levels of pedestrian and cycle activity lead to Castle Street forming a barrier between the City Centre and the prime regeneration and leisure areas along the Humber Waterfront. Accident numbers have been unacceptably high for a number of years with over 250 injury accidents along the short stretch of Castle Street (approximately 1km) in the last 4 years. High congestion levels and the mix of heavy vehicles has led to unacceptable levels of traffic pollution with Nitrogen Dioxide levels above the European threshold and the declaration of a large part of the City Centre (including residential areas and a school) as an Air Quality Management Area. Besides pollution, due to heavy amount of HGV’s severe delays have been recorded as shown in Figure 44.

The physical nature of the route through the city causes serious problems. The western section of the route is a 70mph dual carriageway with grade- separated junctions and no ‘hard-shoulders’. The central and eastern sections have a 40mph speed limit with a mix of at-grade and grade separated roundabouts (some with signal control) and a significant number of separate signalised pedestrian and cycle crossings. The high flows, large number of heavy vehicles and lack of ‘hard shoulders’ lead to a very ‘fragile’ situation where even minor incidents (breakdowns or accidents) often cause long delays or even, in extreme circumstances, grid-lock of the City Centre, Trunk Route and parallel local roads.

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Figure 44 - Average Delay per 10 vehicle miles for the slowest 10% of journeys on the road network around Hull

9.5.3. Recent Developments During the life of the second LTP significant improvements have been achieved in the layout, operation and management of the trunk route through the city. These improvements have included:

Completion of a major junction reconfiguration at Castle Street/Queen Street/Market Place junction delivering significant safety benefits by banning right turn and straight across vehicle movements, providing much improved pedestrian crossing facilities and reducing congestion and delays on this busy section of the route.

Completion of a scheme to signalise the Garrison Roundabout junction of the A63/A1165 to provide safety benefits and to improve vehicle and pedestrian access to the Victoria Dock housing area to the south of the trunk road.

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Completion of an improvement scheme to provide a wider central reserve for pedestrians at the signalised crossing facility at A63 Castle Street / Humber Dock Street.

Changes to the speed limit west of Daltry Street to create a short length of 50mph to form a ‘transition’ between the70mph A63 Clive Sullivan Way approach to the city from the west and the 40mph section east from Daltry Street to reduce ‘rear-end shunt’ accidents with queuing vehicles.

Reduction in the number of times that Myton Bridge opens to shipping using the River Hull, from over 200 times per year down to around 20-30 times per year. This has been achieved by the relocation of businesses away from the River Hull and has led to a major reduction in delays to the Trunk Road especially as it is now easier to co-ordinate the lower number of openings to avoid the peak road traffic hours.

Improvements to junction signal control with the co-ordination of individual junctions controlled by the Highways Agency’s ‘mover’ optimisation system with the City Council’s city wide ‘SCOOT’ system.

Agreement between the Highways Agency, the City Council and the East Riding of Yorkshire Council over ‘Strategic (Emergency) Diversion Routes’ to cater for incidents on the trunk road. Implementation of the signing scheme has commenced and it is anticipated to be completed in 2011.

Improvements to the free peak hour “minuteman” vehicle recovery service operating on the trunk road through the city to include the trial of a fast response motorcycle “Retriever” service.

Good progress has been made towards the delivery of a long term scheme for Castle Street. The scheme, which started life in the late 1980’s before entering the then Government’s Road Programme, only to be dropped due to funding shortfalls in the mid 1990s, was resurrected as a result of the Hull East-West Multimodal Study (HUMMS) in 2002. The scheme has now been developed by the Highways Agency following an extensive public consultation exercise in 2009 and a Preferred Route Announcement in March 2010. In the October 2010 Comprehensive Spending Review the A63 Castle Street was identified as one of 14 Highways Agency Schemes described as “good schemes that address clear problems” and a decision was taken to “continue work” “For a potential construction in future spending review periods”. The Council is currently in dialogue with the Highways Agency and DfT to try to establish a commitment to further immediate scheme development so that the scheme could be prepared ready for delivery, if or when funding becomes available, after 2015. It is important that recent progress is not lost and the considerable work and investment already made does not need to be repeated after 2015. Clearly the earliest realistic scheme completion date is now 2018/19. The scheme

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which has consistently been highlighted as a top priority both locally in the city and also in the wider city region and by the Northern Way also fits well with the Eddington Study concept of removing blockages on International Gateways. The major element of the scheme is the ‘grade- separation’ of the Castle Street / Mytongate junction of the A63/A1079 which is achieved by ‘dropping’ the A63 into an “open cutting” under the junction. This combined with the removal of all signal control on the A63 and a new prestige; wide pedestrian/cycle bridge will reduce the severance effect of the road, reduce congestion, improve air quality and improve safety thereby encouraging further city centre regeneration and creation of new jobs both in the Port and at other city wide employment sites.

Stronger Partnership Working between the City Council and the Highways Agency has been an ‘important and highly successful feature of the approach to dealing with both operational and planning issues throughout the second LTP period. This partnership working included joint involvement at a very early stage in developing the City’s Local Development Framework and assessment of the implications of any new development using the Agency’s Network Analysis Tool. This work was carried out as part of a wider “Memorandum of Agreement” also involving the East Riding of Yorkshire and Doncaster councils. Work on the LDF, including a detailed model of the city centre, highlighted that likely development pressure could cause capacity problems at Mytongate, Queen Street/Market Place and Garrison Roundabout in the period before the long term Castle Street scheme could be implemented. The latter two junctions were subsequently improved to provide more capacity as part of safety improvements by the Highways Agency. A separate short term scheme for an improvement to Mytongate was then developed by the City Council. It was intended that this short term Mytongate scheme would be “forward funded” by the City Council and then later repaid through section 106 contributions to be received from private developers when sites were developed in the city centre. Design work is now complete on this scheme as part of a Section 278 agreement between the City Council and the Highways Agency and a decision on implementation will be made after the full extent of the Government’s ‘Comprehensive Spending Review’ is known and details of both the level of City Council funding availability and the likely timing of any long term scheme for Castle Street are clarified. Meanwhile, further joint discussions and modelling work is proposed to be carried out to review the earlier work in light of the present economic climate, latest traffic levels and growth predictions and a review of current developer pressure. This work has led to the establishment of an agreed amount of ‘traffic headroom’ which is available to allow some limited developments to come forward without the need to improve the Mytongate junction. Further work is now ongoing to agree an ‘Area Wide Travel Plan Framework with the Highways Agency which hopefully when implemented will help to reduce generated traffic by non sustainable means and hence, in effect, increase the ‘headroom’ available to release further development sites.

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9.5.4. Challenges Funding Uncertainty This is perhaps the biggest challenge in dealing with this route. Although £158m was allocated from the Regional Funding allocation for the long term Castle Street scheme this budget has now been reviewed as part of the Comprehensive Spending Review. It is also clear that this scheme is still some years away meaning a high degree of uncertainty still surrounds its future. Funding for short term options, although more modest (approximately £6m for the Mytongate Scheme), is also now under severe pressure as the Council’s funding for transport is likely to be cut, money is no longer available from the Regional Development Agency and Private Sector funding is very scarce. In order to take forward the Council’s LDF in this environment of financial uncertainty a joint exercise to model alternative long term transport options is currently being discussed with the Highways Agency using their city wide detailed Multi Modal Computer model developed for the Castle Street scheme. This model should demonstrate the effects on the transport system of alternative schemes based on the land use proposals in the LDF.

Port Related Traffic There are several aspects of Port Development which pose a challenge to managing the Trunk Route. Port related developments (within the Port) do not usually require planning permission so can take place without consultation with either the local Highway Authority or the Highways Agency, although a good working relationship exists with Associated British Ports so this rarely causes any problems in Hull. Cargo and passenger levels through the Port can be very variable on a daily basis leading to difficulties in managing traffic on the Trunk Road. The Port of Hull is ideally located to take advantage of developments in the emerging renewable energy sector. Proposals are already being brought forward for off-shore wind generation related developments within the Port estate in Hull. These developments are seen as crucial to the growth of the local economy with the potential in the longer term for thousands of new skilled jobs which are desperately needed in a city with some of the highest levels of unemployment and deprivation in the UK. Sustainable transport links from all areas of the City will need to be strengthened to access these emerging job opportunities. Although every attempt will be made to use water (sea) and rail to cater for the traffic generated by these developments they will, inevitably, lead to increased traffic on the Trunk Road, especially during the construction phase. The City Council and the Highways Agency are already working closely to manage and mitigate this traffic to allow developments to come forward. Other challenging aspects of port related traffic include dealing with the potential for increased container traffic through the Port (consent has been granted for a new container terminal in Alexandra Dock). Work is underway to facilitate the future movement of containers in special vehicles (over 44 tonnes) across a public road within the Port to a rail head in King George Dock to minimise any future growth in road traffic via the Trunk Road. It is also possible that passenger traffic through the Port may increase in the next few years due to the continued

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growth in the cruise ship market. Numbers of cruise ships visiting the city have increased dramatically in the last 2 years and interest is emerging in providing a new berthing facility to the west of the city centre. This will need careful co-ordination with improved public transport and safe pedestrian access to avoid increasing pressure on the Trunk Road. Careful consideration needs to be given to land use allocations through the LDF process to avoid undue pressure from non-commercial traffic on the S.R.N. This is reflected in the road user hierarchy in Section 5 Table 6 which prioritises commercial and business use of the Trunk Road network in the City.

Humber Bridge The issues of Humber Bridge Tolls and debt repayment have long been a major concern not only for Hull City Council but also for businesses, road users and other authorities in the sub region. The Council has lobbied hard over recent years for the Government to repay / write off the outstanding debt and has favoured a reduction in the toll levels to promote economic regeneration. Recent studies have shown that the economy of the Hull area would benefit significantly if tolls were to be reduced or removed (especially as residents from the South Bank would be more likely to visit shops and leisure facilities on the North Bank). The South Bank would be more likely to attract new residents (increased house prices) and commuters travelling from Hull to job opportunities on the South Humber Bank. It is recognised that in the present economic climate the Government will find it difficult to write off debts and to finance the ongoing maintenance and running costs of the bridge. The Council welcome the recent Government announcement of a Treasury Review of the debt situation and look forward to the outcome in 2011.

Road Safety / Severance The Trunk Road poses special challenges in terms of road safety. The high number of heavy goods vehicles, many with foreign drivers, many rushing through a congested network to make connections in the Port, plus high numbers of pedestrians crossing between the city centre and residential and leisure areas to the south of the Trunk Road leads to an unacceptable number of accidents especially on the central Castle Street section. These accidents, the high flows and the physical nature of the road effectively create a barrier between the city centre and areas to the south. This severance is known to be a strong deterrent to the regeneration of these prime sites around the marina and waterfront which are crucial to the city’s economic future.

Operational Resilience The heavy traffic levels and narrow road space with no ‘hard shoulders’ make dealing with incidents (breakdowns and accidents) especially challenging along the Trunk Road. The multipurpose nature of the route means dealing with a range of conflicting users (local, long distance, commuters, commercial traffic and non motorised users crossing the road) requires high levels of co-operation between the local Highway Authority,

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Highways Agency and road users involving use of alternative routes and appropriate I.T.S.

9.5.5. Recommendations / Way Forward Table 23 - Impact Assessment of Proposed Strategy areas on Goals

Trunk Route

Goals Strategy Area Action Carbon Quality Economy Safety Equality Reduction of Life

Improve capacity and Long Term A63 Castle safety, reduce Street Scheme      severance Short Term A63 Castle Regeneration Street Scheme   - - -

Regeneration East Hull Park and Ride   -  

Improve Area Wide Travel   -   capacity Planning Removal of Humber Regeneration - Bridge Tolls     Environmental Improvement / Intelligent Transport     - reduce Systems congestion Environmental Improvement / Switch to Rail and Water reduce Transport      congestion

9.6. Demand Management Transport demand management is the application of strategies and policies to reduce travel demand (specifically that of single-occupancy private vehicles), or to redistribute this demand in space or in time. Generally, demand management has the potential to deliver better environmental outcomes, improved public health, stronger communities and more prosperous and liveable cities. In recent years, there has been growing interest in a range of initiatives, which are now widely described as 'soft' transport policy measures. These seek to give better information and opportunities, aimed at helping people to choose to reduce their car use while enhancing the attractiveness of alternatives. They are fairly new as part of mainstream transport policy, mostly relatively uncontroversial, and often popular. This section brings together elements on parking and traffic management, as both will play a role in achieving the targets set for reducing road traffic growth. It draws on experience of earlier Local Transport Plans for various soft measures

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implemented in the Hull. Each of the measures is discussed separately relating to Parking, Planning Process – Highway Development Control, Intelligent Transport System (ITS) and Future highway Management proposals.

Due to implementation of these measures, we generally assume traffic levels to decrease and produce substantial reductions in congestion. The Council also believes that implementation and success of these measures locally depends on some or all of such supportive policies as re-allocation of road capacity and other measures to improve public transport service levels, parking control, traffic calming, pedestrianisation, cycle networks, congestion charging or other traffic restraint, speed regulation, or stronger legal enforcement levels. Basically, these measures have strong links with the Walking, Cycle, Public Transport including Park and Ride, Road Safety, area and Corridor strategies. The Council intends to implement these strategies to improve the attractiveness of walking, cycling and public transport.

However, only when practical and viable alternatives to the private motor vehicle are in place can the Demand Management Strategy be fully implemented; in the short term, only partial implementation of the strategy can be readily achieved. These elements will be integrated with the topic, area and strategies and not introduced in isolation. The large urban area of Kingston upon Hull is surrounded by the East Riding and the key radial routes into the city also face congestion in the morning and evening peaks. Elements of this strategy would require cross-boundary working on how to best deal with the problem. Issues such as park and ride, public transport improvements and better pedestrian and cycling facilities are seen as a way forward. It is recognised that restrictions on car parking levels and higher prices will also have a role to play.

9.6.1. Travel Plans Travel plans have been used successfully for many years, whether secured through planning or prepared on a voluntary basis. They are an important tool for promoting sustainable travel (walking, cycling, public transport), reducing single occupancy car use and encouraging the effective use of the transport network and they also provide a platform for developing network improvements. Travel plans are now being used to secure the provision of sustainable travel choices, both to new developments and to extensions of existing sites, whatever their land use.

The development of travel plans can offer real benefits not only to the organisation and its employees, but also to the community in the surrounding area. They may help to relieve local parking or congestion problems or improve public transport connections across the area. They may also relieve stress on employees through reducing delays or providing the opportunity to cut their travel commitments by working from home on occasion.

The Authority has been working with developers, employers, schools and the health authority including the Primary Care Trusts to prepare site specific travel plans to encourage the use of sustainable travel and to help reduce the need

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to travel by private car thereby helping to reduce the impact on the environment and also helping to improve personnel fitness.

The Council has a long term commitment to travel planning and has a dedicated Sustainable Travel Officer to work with individual Travel Plan co- ordinators to offer advice on sustainable transport. The Council is committed to take action to ensure that developers are complying with their planning commitments in relation to travel planning. Specific commitments to working closely with the Highways Agency and providing the resources necessary to ensure the delivery of outcomes specified in Travel Plans is being embedded in the Local Development Framework Core Strategy.

9.6.1.1. Area Wide Travel Plan Framework As identified in section 9.5.3 the Council are working with the Highways Agency to develop and agree an Area Wide Travel Plan Framework which will allow some limited developments to come forward without the need to improve the Mytongate junction. Once the framework is agreed all developments which have a traffic impact on the Mytongate junction will be required to prepare a Travel Plan in line with national guidance and in accordance with the Area Wide Travel Plan Framework.

Officers of the Council in conjunction with the Highways Agency will monitor the traffic impact of each of the developments recording the cumulative effects to determine the amount of ‘headroom’ that remains. If no headroom remains, either an improvement scheme to Mytongate roundabout will need to be implemented, or alternative mitigations will need to be agreed with the Highways Agency. If no alternative mitigations can be agreed then no further development (which has a direct impact on the Mytongate junction) is likely to be permitted.

9.6.1.2. Personalised Travel Planning A personalised Travel Planning (PTP) project is proposed to be undertaken with residents of new and existing properties in the focus areas covered by the Holderness Road Area Action Plan. Through this initiative, information and incentives will be provided by specially trained advisors, to inform residents of the alternatives to the private car and to encourage them to choose more sustainable modes of transport. The project aims to make residents aware of local facilities to reduce the need to travel significant distances.

It is proposed that a Partnership will be established comprising of the City Council, public transport partners, the Highways Agency and any other appropriate parties. The partnership will agree specific objectives and SMART targets for Personalised Travel Planning in the redevelopment areas, once the PTP project commences.

9.6.1.3. School Travel Plans Congestion around schools is perceived as a significant issue for many residents and road users. To address this issue, the Council has throughout the LTP2 period been working closely with schools to ensure that all schools in the City have an approved Travel Plan.

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By March 2010 all of the local authority maintained schools had approved School Travel Plans in place and the Authority is already working with some schools to carry out a ‘refresh’ on their existing travel plans.

9.6.2. Parking • Revised Parking Policy A revised Parking Policy for the City was adopted by the Council in 2008. This revised policy recognises the Council’s Network Management Duty to control the parking of vehicles on the highway and how they may impinge on the expeditious movement of traffic. Attention is being paid as to how indiscriminate parking can reduce the effectiveness of bus lanes and marked bus stops especially those constructed with raised boarding areas for the disabled and those with young children.

• Controlling on Street Parking – Controlled Zones On street parking is controlled within the city centre through a meter zone which operates between 8.30 am and 6.00 pm, seven days a week allowing motorists to park for up to two hours. Contained within this zone are the main retail and business areas that generate the demand for short stay parking.

The recent economic downturn combined with a reduction in long stay parking spaces has resulted in a number of commuters parking in residential streets close to the city centre. This has led to the Council, with support from local residents, introducing a number of Residents Parking Zones that only permit up to two hours parking unless the motorist holds a permit for parking in that area.

• Reduction in the Total Number of Long Stay Parking Spaces in the City Centre The Council is committed to reducing the number of long stay parking spaces in the city centre car parks it controls and has over the last two years converted designated long stay car parks into 'all times parking'. It also restricts the number of long stay car parking spaces it permits for retail and business developments through the planning process.

• Car Parking Charging Policy In 2008 the Council adopted a policy that bases the parking tariff on the cost of bus fares from the city boundary to the city centre. This policy ensures that at all times it is more economic to travel to the city centre by bus.

• Civil Parking Enforcement (CPE) Authority The Council assumed the responsibility of a Civil Parking Enforcement Authority at the end of March 2008; it has previously had Decriminalised Parking Enforcement powers since May 2006. In advance of the changes the Traffic Manager instigated regular higher level liaison meetings with the Civil Parking Enforcement contractor to ensure enforcement activity is

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being targeted to known events on the highway network and to review Traffic Penalty Tribunal decisions.

9.6.3. Planning Process - Highway Development Control The Council is fully committed to ensuring that as part of carrying out its Highway Development Control duty all potential developments are assessed to ensure that accessibility by sustainable means of transport is fully explored, thereby helping to reduce stress on the highway network, where possible. Developments which could generate significant trips will have to prepare Travel Plans which will identify how staff and visitors to the development will be encouraged to use sustainable travel. (See Travel Plans 9.6.1)

• Control of Development In line with Planning Policy Guidance Note 13 (PPG13) the Council’s Development Control policies are being used to resist any increase in the number of long stay parking spaces in the City Centre and also to prevent over provision at other sites in the City to help to further encourage greater use of sustainable travel ie walking, cycling public transport including the use of Park and Ride.

• Road User and Workplace Parking Charges – Worth Mentioning The Council has been consistent in its refusal to pursue either of these approaches as the economy of the city is not considered strong enough to stand the extra charges. Concerns have also been expressed about the fairness and equity of any such scheme in terms of social inclusion.

• Re-allocation of Road Space The Council has over the last two LTP periods (10 years) been reallocating road space to encourage the use of sustainable travel (cycle, bus lanes and pedestrian facilities) particularly on its main radial corridors. Since this strategy has been adopted the Council has seen bus patronage and cycle usage increase.

9.6.4. Intelligent Transport Systems (ITS) 9.6.4.1. Urban Traffic Control (UTC) SCOOT System The Council has for some considerable time recognised the advantages that technology can make to help deliver specific LTP objectives. The Council has for a number of years been developing a comprehensive UTC SCOOT system which is supported by CCTV installations at key junctions to allow the operator to see what is happening on the network, and if required, intervene to provide adjustments to the signal timings to control traffic movements until the ‘event’ has passed.

To further enhance the system the Council are developing automated control strategies for the network which will be implemented automatically by the system when network conditions reach specific thresholds set by the operator. The threshold trigger limits are being set following analysis of historic data stored in the systems database (ASTRID). The Traffic Signals Team is also able to utilise the wider City Council CCTV system, when required, in order to clearly identify particular situations that are causing a detrimental impact on the

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highway network. Again this allows operator intervention for short periods of time to help mitigate problems on the highway network.

In November 2008 the Council moved the location of the UTC SCOOT system to provide more effective integration with the wider strategic CCTV (HCC and Humberside Police).

The Council currently provides live CCTV images to assist local media to deliver real time information.

9.6.4.2. Bus Priority at Traffic Signals The Authority is currently running a trial on A165 Holderness Road corridor to provide bus priority at traffic signals to enhance the reliability of the local bus services. The equipment required to provide the bus priority was installed in 2010 onto several traffic signal junctions along the route. The equipment works in conjunction with the existing real time bus information to enable late running bus services to be given priority at the traffic signals to assist in achieving the scheduled timetable. However, any services that are running to time will receive no prioritised benefit although certain services may still gain a benefit when priority is given to other services requiring assistance.

The bus priority system was installed in 2010 and over the next twelve months the system will be monitored to assess its performance. Assuming the benefits of the system are realised the system will then play a significant part in improving congestion hotspots that are identified by the Council’s bus Punctuality Improvement Partnership.

9.6.4.3. Variable Message System (VMS) During the last Local Transport Plan the Authority implemented a comprehensive Variable Message System on its local highway network. The full system consists of three different elements. These are:

Enhanced Message Signs (EMS) – 4 lines of 18 characters Car Park Guidance System (CPGS) in the City Centre Car Park Monitoring Equipment (CPME)

The VMS system utilises the Siespace element of the Council’s UTC SCOOT system to communicate with the individual EMS / CPGS and CPME units around the City Table 24 highlights the dimensions of the system and Figure 45 provides a general illustration of the system.

Table 24 - VMS System Dimensions Year of Static EMS CPGS CPME Implementation Signs 2006/07 11 5 5 0

2007/08 2 18 7 45

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2008/09 5 0 0 5

Total 18 23 12 50

To complement the introduction of the CPGS in the city centre the existing static highway signing was also reviewed and updated to correspond with the new CPGS. The opportunity was also taken to rationalise the number of static signs thereby helping to cut down on street ‘clutter’ and improving the street scene whilst helping to improve pedestrian accessibility around the city centre.

Figure 45 - General coverage of the VMS System

Mid Term Review November 2008 Further more detailed discussions are required to be held with the Highways Agency to detail the requirements of the scheme for the A63 / A1033 Trunk Road in order to complete the installation of the full system. Early discussions were held with the Highways Agency at which time “agreement in principle” was reached over the possibility of installing some signs on the Trunk Road subject to detailed design considerations on this corridor. The discussions will need to involve operational aspects to ensure that both parties can make maximum operational use of the system.

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The system provides a useful tool in helping to address the requirements of the network management duties by providing real time information for the travelling public informing them of the ‘state’ of the network. At present the system is used to identify issues such as:

when the city’s moving bridges are due to open, which links on the network are congested which car parks currently have spaces available to avoid traffic circulating in the City Centre Providing road safety messages Notifications of incidents on the network Messages to encourage the use of sustainable modes.

9.7. Network Management Plan In 2004, the Government placed a Network Management Duty on all local highway authorities through the Traffic Management Act. The Network Management Duty requires Hull City Council to manage the expeditious movement of traffic on its roads and also facilitate the expeditious movement of traffic on the Highways Agency and neighbouring East Riding of Yorkshire Council’s roads.

Congestion is a major transport issue throughout the UK and particularly in Hull. It can have a significant impact on communities and individuals’ lives, and is already having a negative impact on economic performance in many towns and cities throughout the country (DfT, 2004a). The effective management of the road network is a key step in tackling congestion and whilst there are many factors contributing to congestion in Hull common to other cities, Hull’s strategic importance and role as a gateway to Europe creates unique challenges.

Hull has a number of key network management issues and these include: Congestion and journey times on its radial routes, the A63 Trunk Road corridor and in particular Castle Street (Highways Agency responsibility); The co-ordination of major developments within a framework for regeneration; Protecting public transport operations and key routes; A high proportion of foreign drivers; Considering cyclists and pedestrians who make up a high proportion of the modal share within Hull; Management and operation of Hull’s moving bridges; Protecting access to a major regional hospital; and To improve incident management activities (in particular events management).

In 2009 the Council published its Network Management Plan (A copy of the plan is available on the Council’s web site http://www.hullcc.gov.uk). The plan sets out the Council’s approach to delivering its responsibilities under the Network Management Duty. It provides a summary of the Council’s current

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activities in relation to the delivery of the duty; identifies gaps in the current service provision and sets out key areas for improvement.

The Council undertakes an annual self-assessment based upon each section of the Traffic Management Act with respect to the Traffic Management Duty. The assessment helps to highlight the Council’s current position and provide a focus to identify areas where the Council’s performance with regard to its Network Management Duty can be further improved.

9.8. Transport Asset Management Plan (TAMP) The Transport Asset Management Plan (TAMP) is a tool designed to advise the budget setting process, to help the Council to decide where specific highway budgets need to be spent and how to spend allocations in the most cost effective way. It represents a substantial shift in the way the Council manages its highways assets. The TAMP will define the Council’s decision making process for the management and maintenance of all of its assets that affect transport within the City. Part of the TAMP process is that desired levels of service are established through consultation with stake holders. The current service provision is established through measurement and the difference in the service levels is defined as the “performance gap.” The Council’s budget is then targeted towards closing the performance gaps in the most cost effective way in accordance with the TAMP.

The most cost effective way of targeting the Council’s budget is determined by valuing the Council’s entire highways asset and calculating the added value of the various proposed treatments. In the strictest application of the procedure, the most cost effective way of focusing spending the Council’s budget is the combination of treatments that adds the greatest value to the entire highways asset. In reality spending decisions have a political dimension, in that proposals will have to be approved by Council. This is because the strict application of the process may propose spending that is split between the Council’s assets in a way that is not acceptable from a political or operational point of view.

The Department for Transport (DfT) is encouraging local authorities to prepare TAMPs as part of the LTP process. It is likely that the production of a TAMP will become mandatory in the future. Even it is highly assumed that quality of TAMP plays an important role in funding provision.

A further, more specific, need for asset management is to obtain and organise information to support Asset Valuation (AV) as part of the Whole Government Account (WGA) requirement. As part of this it is necessary for all local authorities to produce a valuation of the highway assets. It is acknowledged that, TAMP for Hull will encompass:

All highway assets including River Hull assets All highway management operations. All interfaces between the highway management function and external activities.

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The TAMP, for the first time, considers all parts of the asset, and sets out an approach that considers and prioritises between them, in delivering the highway management service. The TAMP will enable delivery of best value in Highway Maintenance and hence demonstrate “Effective Asset Management” It is consistent with the Core Values and Challenges set out in the Corporate Performance Plan (2006 – 09) and works closely with it when establishing its Levels of Service, where Customer and Corporate Objectives can be viewed and measured.

A successful bid for funding will also depend upon accurate data being available about all of the assets covered by the bid, including their condition. Service levels will need to be specified as part of the contracting procedure.

The Performance Measures have been developed to establish, monitor and track condition of assets for improved decision making over time. It is based on Legislative requirements, organisational objectives, customer expectations and best practice guidelines. For each of the Levels of Service the Council have identified a number of Performance Measures and, where possible, have set targets against which we can measure our performance at the end of the year.

The Performance Measures are a combination of the statutory performance measures that we must report each year and our own local indicators. As mentioned previously, our local indicators have been based on the performance indicators recommended in the national Code of Practice for Highway Maintenance Management supplemented by additional measures to reflect the needs of Hull.

The Council maintain a number of data sets that are vital to the effective management of the highway asset. In order to help us manage the collection, storage, maintenance and analysis of this asset data we utilise a variety of IT systems (software). Like most authorities we have existing management systems (software) in place, for example UKPMS (held in-house), a bridge management system, a street lighting system, and a customer query system. Additionally, we have plans to procure an integrated highway asset management system to improve the way we manage, store, maintain and use this data to the benefit of all stakeholders.

Finally, effective lifecycle planning has been developed as it is about making the right investment at the right time to ensure that the asset delivers the requisite level of service over its full expected life at the minimum cost. Lifecycle Management Plans describe the decision making processes associated with each stage of the lifecycle and have been produced for each highway asset.

9.8.1. Implementation Programme In the process of drafting the TAMP and in performing a Gap Analysis, a number of improvement actions have been identified (mainly concerning the collection and maintenance of data). Many of the improvement actions cannot be fully completed at this stage in the development of the TAMP and they will need to be examined further along with the method of implementation.

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It is very important that stakeholders recognise that this TAMP cannot be approved / adopted without giving due regard to the identified Improvement Actions and subsequent implementation. Resource requirements and resource availability will have a direct impact on the implementation programme.

9.8.2. Key Milestones

• Existing Data Valuation 31/08/2010 • Collection Of Missing Data 15/10/2010 • Gross Replacement Cost Valuation 29/10/2010 • Life Cycle Plans 31/01/2011 • Calculation Of Depreciation Replacement Costs 28/02/2011 • Submission of TAMP to Cabinet 31/03/2011 • Submission of GRC and DRC to central government 30/04/2011

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10. Safer Roads 10.1. Introduction Road accidents have an impact not only on the victims and their families, but also on the community and the City as a whole. In 2009 938 people were injured on Hull’s roads out of which 113 were serious or fatal in nature. The average cost per accident is thought to be around £96,000. As such safety is an important issue not simply in human terms but also in financial and economic terms.

Over the past ten years Hull has achieved significant reductions in road casualties, and is now regarded as a leader in the field of road safety.

In March 2000 the Government published the road safety strategy document “Tomorrows Roads – Safer for Everyone” which set out casualty reduction targets to be met by 2010 measured against the 1994-98 average. These were:

• A 40% reduction in the number of people killed or seriously injured in road accidents; • A 50% reduction in the number of children killed or seriously injured; • A 10% reduction in the number of slight casualties.

Under the umbrella heading of Road Safety there are a number of elements, which work together in a fully integrated way in order to achieve the overall accident reduction aims and objectives of the city. These are commonly known as the 4E’s – Engineering Measures, Education, Training and Publicity, Enforcement and Encouragement.

The City has been at the forefront of casualty reduction nationally during the last decade In fact since 2000, casualties on the City’s roads have reduced by an average of 11.1% per annum (2000 – 2009) with a massive 34.4% when the reduction is compared to the 1994/98 average. The number of Killed and Seriously Injured (KSI) casualties has reduced by 54.6% and slight casualties by almost 67.5% when compared with the 1994 – 98 average. (Refer to Table 25) The City has also seen impressive reductions in other casualty categories when compared to the 1994 -1998 average with the latest figures showing child casualties down 61%, child pedestrian casualties down 73%, all pedestrian casualties down by 55.9%, cyclist casualties down by 42.0% and powered 2 wheeler casualties down by 33.0%.

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Table 25- Progress of Safety Indicators against Local and National Casualty Targets

National Local Progress Progress Base Original Revised 2009 Against Target Against Casualty Type Average 2009 2009 Ahead or Target Target Milestone Base Reduction by Revised (1994 - 98) Milestone Behind Reduction Reduction (based on (1994-98) 2010 Milestone by 2010 by 2010 latest figures) % Target Reduction %Target %Target %Target

Value Value Value DfT Core Indicators ACHIEVED Total KSI Casualties 207 113 40% (124) 131 2010 50% (104) 112 BEHIND 45.4 TARGET

ACHIEVED Child KSI Casualties 49 23 50% (25) 27 2010 50% (27) 75% (12) 15 BEHIND 53.1 TARGET

ACHIEVED ACHIEVED Total Slight Casualties 1223 825 10% (1101) 1111 2010 10% (1101) 1111 32.5 2010 TARGET TARGET Local Core Indicators All Child Casualties 282 110 50% (141) 60% (113) 127 AHEAD 61.0 All Pedestrian Casualties 338 149 40% (203) 50% (169) 183 AHEAD 55.9 Pedestrian KSI Casualties 87 43 50% (44) 75% (22) 27 BEHIND 50.6 Child Pedestrian Casualties 156 42 50% (78) 60% (62) 70 AHEAD 73.1

Powered Two Wheelers 118 79 33.0

ACHIEVED All Cycle Casualties 291 169 30%(204) 40% (175) 211 41.9 2010 TARGET ACHIEVED 1000 or ACHIEVED Total Casualties 1429 938 10% (1286) 1036 2010 less by 1036 34.3 2010 TARGET TARGET 2010

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Figure 46 - Progress against Local Targets (Killed/ Seriously Injured (KSI) Casualties)

250

200

150

Actual Number of 100 Casualties 3 Year Moving Average

50 Local Target 50%

Reduction by 2010 Number of KSI Casualties / Year / Casualties KSI of Number National Target 40% reduction by 2010 0 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Year Figure 47 - Progress against Local Targets (Child Killed / Seriously Injured KSI Casualties)

60 Actual Number of Casualties

3 Year Moving Average 50 Original Local Target 50% Reduction by 2010 Revised Local Target 75% Reduction by 2010 40

Number of Child KSI Casualties / Year / Casualties KSI Child of Number 10

0 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Years

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Figure 48 - Progress against Local Targets (Pedestrian KSI Casualties)

100

Actual Number of Casualties 30

Number of Casualties / Year / Casualties of Number 3 Year Moving Average 20 Original Local Target 50% Reduction by 2010 10 Revised Local Target 75% Reduction by 2010 0 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Years

Figure 49 - Progress against Local Targets (All Pedestrian Casualties)

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3 Year Moving Average

Number of Casualties / Year / Casualties of Number 100 Original Local Target 40% Reduction by 2010 50 Revised Local Target 50% Reduction by 2010 0 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Years

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Figure 50 - Progress against Local Targets (Child Pedestrian Casualties)

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100

Actual Number of Casualties 60 3 Year Moving Average Number of Casualties / Year / Casualties of Number 40 Original Local Target 50% Reduction by 2010 20 Revised Local Target 60% Reduction by 2010 0 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Years

Figure 51 - Progress against Local Targets (All Child Casualties)

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300

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Actual Number of Casualties

100 Number of Casualties / Year / Casualties of Number 3 Year Moving Average

Original Local Target - 50% Reduction by 50 2010 Revised Local Target - 60% Reduction by 2010 0 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Years

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Figure 52 - Progress against National Target (Slight Casualties)

1400

1200

1000

800

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400 Number of Casualties / Year / Casualties of Number

Actual Number of Casualties 200 3 Year Moving Average National Target

0 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Years

Figure 53 - Progress against Local Target (Cycle Casualties)

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100 Actual Number of Casualties Number of Casualties / Year / Casualties of Number 3 Year Moving Average

50 Original Local Target 30% Reduction by 2010

Revised Local Target 40% Reduction by 2010

0 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Years

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Figure 54 - TotalTotal Number Number of of Casualties Powered Two(Powered Wheeler Two Casualties Wheeler)

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140

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100

Number Number of Casualties 40 Number of Casualties 20 3 Year Moving Average

0 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 Year

10.2. National Road Safety Consultation In June 2009 the Department of Transport published a document entitled ‘A Safer Way: Consultation on Making Britain's Roads the Safest in the World’.

The consultation sought views on the vision, targets and measures for improving road safety in Great Britain1 beyond 2010. It identified that

‘the road network is a vital asset in providing us with access to work and leisure as well as to the goods and services we want and need and that they are essential to our economy and our communities’.

The document also highlighted that:

‘the need for efficient mobility must be balanced with the obligation to maintain public safety. There were 2,946 deaths on our roads in 2007 and nearly 28,000 serious injuries. This scale of death and injury on our roads is a huge public welfare issue, causing physical and emotional pain to the victims and their families and friends’.

The analysis of the evidence in the preparation of the consultation document led the DfT to identify the following key challenges to be addressed by the new road safety strategy:

reducing the number of road deaths, which have fallen at a slower rate than serious injuries; pedestrian and cyclist casualties in towns and cities – particularly in deprived communities;

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protecting children, particularly in deprived areas, and young people, who are greatly over-represented in the casualty statistics; protecting motorcyclists, who represent 20% of road fatalities but just 1% of traffic; safety on rural roads: 62% of all road fatalities in 2007 occurred on rural roads, which carry only 42% of traffic; variations in safety from area to area and road to road; poor road user behaviour amongst a minority, where drink-driving and failure to wear a seatbelt remain a problem; illegal and inappropriate speed: excessive speed was recorded as a contributory factor in 26% of road fatalities in 2007.

These key challenges were translated into the following set of proposed national targets:

to reduce road deaths by at least 33 per cent by 2020 compared to the baseline of the 2004 to 2008 average; to reduce the annual total of serious injuries on the roads by 2020 by at least 33 per cent compared to the baseline.

to reduce the annual total of road deaths and serious injuries to children and young people (aged 0 to17) by at least 50 per cent against a baseline of the 2004 to 2008 average by 2020.

to reduce by at least 50 per cent by 2020 the rate of KSI per km travelled by pedestrians and cyclists, compared with the 2004 to 2008 average.

At the time of drafting this plan the updated National Road Safety Strategy has not been announced / published and therefore none of the proposed national targets have been confirmed. However, the Authority has reviewed the proposed national targets (represented by Figure 55 to Figure 57) and has identified the following implications for the City as shown in Table 26.

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Table 26 - Implications of Proposed Road Safety Targets on the Authority Proposed Current National Baseline National Number of Proposal Target (Average 2004-08) Reduction Casualties Percentage 2020 Fatal 7 33% 5 4 Casualties Serious 120 33% 80 109 Casualties Child KSI 29 (0 -17 years) 32 50% 16

It has been assumed that the “Rate of KSI per km travelled by pedestrians and cyclists” was to be collected at a national level and therefore has not been considered as part of this review.

Figure 55 - Proposed National Forecasts for Number of Fatal Casualties Total Number of Fatalities 18

Actual Number of Deaths 16 3 Year Moving Average 14 National Target 33% reduction by 2020 based on 2004-08 average 12

Number of Fatalities of Number 6

0 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 Years

Figure 55 illustrates that the number of fatalities is low and the proposed 2020 target would have already been met, therefore the Council will look to continue to reduce the number of fatalities on its network.

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Figure 56 - Proposed NationalTotal Number Forecasts of Serious Injuryfor Number Casualties of Serious Casualties

300 Actual Number of Casualties 230

3 Year Moving Average

250 Proposed National Target 33% reduction by 2020 based on 2004-08 average

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150

100 Number of Serious Casualties Serious of Number 50

0 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 Years

Figure 57 - Proposed National Forecasts for Number of Child KSI (Under 18) Casualties

Child KSI (Under 18) 45

Actual Number of KSI 40 National Target 33% reduction by 2020 based on 2004-08 average 35

10 Total Number Of Child KSI Casualties (<18) Casualties KSI Child Of Number Total

0 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 Years Figure 56 and Figure 57 illustrates that if the Council’s current performance is projected to 2020 it is likely that the proposed National targets could be achieved assuming that similar levels of funding are made available to continue to implement the publicity campaigns, training and infrastructure projects that the Council has been delivering over previous years.

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10.3. Local Safety Schemes Every year the Council develops a programme of Local Safety Schemes based on the analysis of the last three years accident data. A project development team initially plots all the data to make it easier to identify the existence of any accident clusters. For any clusters found a detailed analysis of the accidents involved is undertaken, to establish if there are any common factors between the accidents. Where common factors can be identified, remedial measures are proposed and a cost estimate for the scheme is produced based on a formula.

All the identified schemes are then prioritised based on two criteria: 1. The level of casualty reduction expected as a result of implementing the scheme and 2. The estimated first year rate of return for the scheme. (The nationally agreed average cost of £96,000 for an accident is used in the calculation of the first year rate of return).

As a benchmark the minimum first year rate of return for any scheme to be included in the prioritised programme should be more than 200%. The number of schemes which are then implemented from the programme in the next financial year is subject to the amount of funding available.

10.4. Safer Routes to School There are two main aims to the Safer Routes to School (SRTS) initiative in the city: To reduce the number and severity of injuries to pupils on journeys to and from school To encourage sustainable transport choices for the journey to and from school

To realise these aims the following objectives have been developed: To identify accident patterns involving school children on journeys to and from schools To evolve a partnership approach with the schools and school pupils To identify solutions commensurate with reducing casualties in the vicinity of schools and To identify solutions which encourage sustainable forms of transport

The Council to date has introduced 78 ‘Safer Routes to School’ schemes and will continue to work with schools to develop schemes tailored to their individual requirements. This programme is to be continued through the plan period.

10.5. Training and Publicity Campaigns The Authority annually undertakes a number of in-school safety initiatives to teach pupils to be safe when walking, cycling and travelling by car. Table 27 highlights the number of pupils that have undertaken the training during 2006/07 to 2009/10. Training events are currently proposed to be continued through the life of this LTP programme although the nature of these training

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programmes may change through the plan period in order to focus on specific aspects of road safety awareness.

Table 27 - Road Safety Training in Schools Number of Children Trained Training 2006/07 2007/08 2008/09 2009/10 In Car Safety Training ‘Teddy Takes a Tumble’ 1,367 1,336 1,222 1,960 initiative Pedestrian Training 3,468 2,491 2,755 2,365 Cycle Training Delivered to year 5 and 1,186 1,287 983 762 6 pupils via 300 volunteer cycle trainers

• To supplement the existing cycle training undertaken in the City in 2009/10, ‘Service to Sport’ delivered ‘Bikeability’ cycle training to years 5 and 6 in 6 primary schools in Hull.

Bikeability is the Government sponsored scheme for cycle training. It is underpinned by the National Standards for Cycle Training and has been developed by Cycling England and the Department for Transport. It is endorsed by both the Department for Children, Schools and Families and the Department of Health.

To help reinforce the safety message various safety campaigns are carried out during the year. A number of the campaigns form part of either a local, Regional (Yorkshire and Humberside) or National programme. Table 28 identifies a typical annual campaign programme. Over the plan period additional campaigns are likely to be devised to address new issues as they arise.

10.6. Road Safety through Play The Council is considering promoting safety education for young children from pre- school through to year 1 pupils by supplying information in electronic format to build up awareness of road environments. The intention is that schools will be able to easily access the resource pack from the City Council’s web site. The topics in the resource pack will include:

• Holding Hands • Be Safe, Be Seen • Seat Belts • Safe Places to Play • Safe Places to Cross • What is Traffic • Stop Look and Listen

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Schools will use the resource pack to deliver safety education and is hoped that the school will be able to encourage parents to take an active role in the scheme.

10.7. School Crossing Patrols There are currently 77 operational School Crossing Patrol sites within the city of which 14 sites are currently vacant. The Council has the responsibility for surveying potential and existing sites, providing training, liaising with parents and schools and recruiting new members of staff. At present there are 69 people school crossing patrol officers employed to deliver the service.

In order to qualify for the provision of a School Crossing Patrol, a site has to meet certain criteria, based on the amount of traffic passing the site and the number of children crossing which are combined using national guidelines to provide an index of use.

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Table 28 - Safety Campaigns Campaign Month Target Audience Aim of Initiative Undertaken by Urban Speed – Speed ETP and enforcement Jan/Feb Mainly young, male To reduce speed of vehicles Police, Citysafe around City Centre using Section 59 of drivers in the City Centre Police Reform Act. Valentines – Using resources Young Raise awareness of RS, Police, ‘For My Valentine’ developed in Eastern drivers/passengers consequences of collisions. F&R, SRH Region. Radio, posters, flyers. Fatigue Posters, leaflets. Radio March HGV Drivers / Driving To raise awareness of driving RS & Police for Work when tired Motorcycling Operation Achilles. Apr- Motorcyclists Reduce KSI. Improve rider RS, SRH and Bikesafe. RIDE Sept skills. Police diversionary course in 07/08. BBQ - Drink Driving Radio, posters and July Drivers Reduce drink drive casualties RS, Police, enforcement. at peak time (summer F&R, SRH months) Child Pedestrians Radio, posters, Sept Drivers. Improve driver behaviour to RS, Police Decauxs, bus backs. School Crossing Patrols (Never Stop Stopping) Seat Belts and Child Seat Belts and Child May/July Parents and children To encourage parents to RS, Police Restraints Restraints ensure children are safe when Initiative ‘Teddy Takes travelling in the car a Tumble’ International Walk to Posters, leaflets. October Parents and School Increase number of pupils RS School Week Children walking safely to school Safer Winter Radio, Road side Nov Drivers Encourage drivers to check RS, Police Driving/tyre & lights checks, Bus backs the operation of their lights and the safety of tyres. Key: RS=Road Safety Section, Police= Humberside Police, SRH=Safer Roads Humber, F&R= Humberside Fire and Rescue

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Campaign Month Target Audience Aim of Initiative Undertaken by Encourage use of Posters, radio, Bus Be Safe Be Seen Nov Children, elderly fluorescent/reflective RS, Police, SRH backs equipment and bike lights Posters, radio, Bus July and Discourage drink and drug Drink/Drug Driving Drivers RS, Police, SRH backs, enforcement December driving June (& Drivers / Reduce excess speed Speed Enforcement. radio Police, SRH all year) motorcyclists through use of cameras Remembrance Road safety memorial service at St. Mary’s Highlight tragic loss of life on Nov Whole community RS service for those lost in road the roads crashes Key: RS=Road Safety Section, Police= Humberside Police, SRH=Safer Roads Humber, F&R= Humberside Fire and Rescue

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11. Air Quality and Climate Change The Government has set a target to keep the levels of the following pollutants below set thresholds: Carbon Monoxide Benzene Lead 1.3 Butadiene Nitrogen Dioxide (NO2 ) Sulphur Dioxide Particulate Matter (PM10)

The Council continuously monitors air quality in the City. Air quality in the City is generally good, with the Air Quality Objectives being achieved in all areas of the City, with the exception of an area around the A63 Castle Street which exceeds the annual mean for nitrogen dioxide (NO2). In August 2005 this area was declared as an Air Quality Management Area (AQMA) centred on the A63 Castle Street as indicated on Figure 58. A City Wide Action Plan was developed in consultation with other key Stakeholders including the Highways Agency to address the NO2 issue. The draft Action Plan was subsequently reviewed by DEFRA and the changes that they recommended were included in the final plan which was adopted by the Council in autumn 2007. Figure 58 - Air Quality Management Area (Castle Street)

Source: Department for Environment Food and Rural Affairs

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An Air Quality Progress Report was prepared in 2010 based on monitoring data collected by KHCC and DEFRA. The report showed the following headline trends:

Air quality results adjacent to the AQMA show no values higher than the objectives and results inside the AQMA show that there are still exceedances at several points along the roadside; therefore, the AQMA will remain in force.

As part of the on going process of investigating potential improvements to the A63 Trunk Road within the AQMA, the Highways Agency are carrying out further monitoring.

No new significant impacts have been identified.

There are no changes required to the AQMA.

Exceedences were identified along the A63 within the existing AQMA, but the roadside levels do seem to be showing a downward trend in excess of the general background.

The report also identified that values which are greater than the set objectives have been monitored at sites just outside of the AQMA in the vicinity of the Paragon Interchange along Ferensway. A detailed assessment of this area is to be undertaken. Two real time analysers are to be located on Ferensway for the assessment.

An updated progress report and action plan is to be prepared and submitted to DEFRA in 2011

11.1. Alternative Technologies The Council is looking to utilise technology to help reduce its carbon footprint in response to the climate change agenda.

• The Council already has a network of 52 electric vehicle charging points, 14 of which are located in George Street multi-storey and the rest are at Council buildings and depots. The charging points were installed when the Council had an electric vehicle fleet five years ago before the manufacturer withdrew from the market.

Recently the Council was part of a Yorkshire bid for funding from the Plugged in Places initiative to develop a network of charging points throughout Yorkshire including up to 70 additional charging points in 37 locations throughout the City. Unfortunately the bid was unsuccessful but the Council is still looking for alternative sources of funding to progress this initiative.

• The Council is currently proposing to purchase 10 electric vehicles a year through to 2018 as part of the decarbonising of its fleet.

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12. Indicators, Targets and Trajectories 12.1. Indicators An important element of the LTP process is the provision of evidence that the expenditure and implementation of the proposed action plan is proving to be beneficial in meeting the key objectives of the plan.

The DfT in their guidance for the ‘preparation of the local Transport Plan’ identified that the Authority should prepare a ‘robust monitoring framework that is likely to include not only the transport and transport related National Indicators in the Local Area Agreement process, but additional voluntary targets and indicators that are relevant to the locality and to the specific goals and challenges the Authority has identified’.

Since the guidance was produced in July 2009 the current Government is reviewing the National Indicator data set with a view to revising the list of information required by Government through consultation with authorities. It is currently unclear as to when this revised list is going to be formally agreed. Therefore, for the purposes of this document a set of indicators, some of which are from the National Indicators set, have been identified to best fit the monitoring requirements for this plan. However, should the DfT require additional information in conjunction with the Local Transport Plan then this could potentially be added to the monitoring framework. The indicators that have been chosen will monitor the benefits that are achieved rather than output indicators that show the level of work undertaken. The chosen indicators with the monitoring methods are presented in Table 29 and correlation of these indicators with National objectives is shown in Table 30.

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Table 29 - Monitoring Method for Indicators

Monitoring Approach / Reference Indicator Definition Method Cycling Annual screen line cycle Cycling Trips LTP1 No of Cycling trips survey based on River (annualised index) Hull Screenline. Public Transport Bus operators ETM data % of services arriving between 1 LTP2 Bus Punctuality combined with on street min early and 5 min late surveys. Thousands of bus passenger Bus Transport Operators ticket LTP3 journeys (i.e. boarding’s) per Patronage information. year Increase the number of Number of people using Park & LTP4 people using Park & Bus operators ETM data Ride Ride Satisfaction with Local % Respondents satisfied with LTP5 Satisfaction survey Bus Service local bus service Time taken for City’s population to access Hull Royal Infirmary Annual revisions to LTP6 Accessibility Target and Castle Hill Hospital during ACCESSION analysis. weekday off-peak by public transport (minutes). Traffic Changes in peak period Annual screen line LTP7 traffic flows in to urban See DfT guidance survey based on High centres Level Rail line cordon. Change in area wide Data provided from National Data provided from LTP8 road traffic mileage Traffic Census (DfT) National Traffic Census.

Primary School Surveys Mode share of journeys Data available from LTP9 to school Secondary School Surveys DfES’s PLASC system Congestion Average journey time per mile, Analysis of indicator Average journey time during the morning peak reliant on base journey LTP10 per mile during the (excluding weekends and school time information being morning peak holidays), on major routes in the supplied by DfT (Traffic authority Master data). Safety Number of people killed or LTP11 Total KSI casualties seriously injured on roads in the authority Number of children (aged 16 or LTP12 Child KSI casualties less) killed or seriously injured on roads in the authority Police Accident Statistics Number of slight casualties on LTP13 Total Slight casualties roads in the authority Number of pedestrians killed or Pedestrian KSI LTP14 seriously injured on roads in the Casualties Authority

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Monitoring Approach / Reference Indicator Definition Method All Pedestrian Number of pedestrians injured LTP15 Casualties on roads in the Authority Number of child (aged 16 or Child Pedestrian LTP16 less) pedestrians injured on Casualties roads in the Authority

Number of children (aged 16 or LTP17 All Child Casualties less) on roads in the Authority

Number of cyclists injured on LTP18 All Cycle Casualties roads in the Authority Maintenance Road Condition (% where structural maintenance should Annual Road Condition LTP19 Principal be considered) Survey – SCANNER – NI 168 Road Condition (% where structural maintenance should Annual Road Condition LTP20 Non- Principal Classified be considered) Survey – SCANNER – NI 169 Annual Road Condition Road Condition (% where Survey – Detailed Visual LTP21 Unclassified structural maintenance should Inspection (DVI) be considered) converted to Coarse Visual Inspection (CVI) Footway Condition (% where Annual Road Condition LTP22 Footway maintenance should be Survey – Detailed Visual considered) Inspection (DVI) % Respondents satisfied with Annual Satisfaction LTP23 Satisfaction with Roads Roads Survey Satisfaction with % Respondents satisfied with Annual Satisfaction LTP24 Footways Footways Survey National Indicator (Bridge Measured Quarterly Highway Structures LTP25 Condition Indicator) – Milestones through Quality Condition 1, 2 and 3. Management System Population, Health & Active Participation Participation in sport and Active Recreation (Refer to Pride, LTP26 Adult Sport England Survey Passion and Participation Strategy) Obesity among primary school LTP27 Annual Surveys aged children in Year 6 (NI 156) Health Self-reported measure of LTP28 people's overall health and Annual Surveys wellbeing (NI 119) Number of vulnerable people LTP29 Population achieving independent living (NI Annual Surveys 141) Climate, Biodiversity & Cultural Heritage LTP30 Per capita CO2 emissions in the Annual Surveys LA area (kilotonnes (kt) – NI 186 Air and climatic factors Levels of air quality – reduction LTP31 Annual Surveys in NOx and primary PM10 145 Hull City Council Local Transport Plan (2011 – 2026)

Monitoring Approach / Reference Indicator Definition Method emissions – NI 194

Improved local biodiversity; Biodiversity, Flora & LTP32 active management of local sites Annual Surveys Fauna NI 197 Improved street and environmental cleanliness (level LTP33 Annual Surveys of graffiti, litter, detritus and fly Cultural heritage and posting ) – NI 195 landscape Improved street and LTP34 environmental cleanliness - fly Annual Surveys tipping – NI 196

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Table 30 - Correlation of Indicators with National Objectives

Impact on Objectives

Economy Change Climate Safety Life of Quality Equality Baseline Baseline Future Direction of Travel Reference Indicator Definition Year Data (Increase/ Decrease)

Cycling Cycling Trips No of Cycling trips annualised 100 LTP1 (12 hour two way trips crossing Hull 2010     index (8824) Branch Line screenline) (actual number) Public Transport % of services arriving between 1 min LTP2 Bus Punctuality early and 5 min late (the percentage of 2009/10 80.80     non-frequent buses on time)

Bus Transport Thousands of bus passenger journeys LTP3 2009/10 23,934     Patronage (i.e. boardings) per year (in 000’s) Increase the number of Number of people using Park & Ride / LTP4 2009/10 393     people using year (in 000’s) Park & Ride Satisfaction with Respondents satisfied with local bus LTP5 Local Bus 2010 71.22     service (%) – NHTN survey Service

HRI 0-30 67% 30-60 33% Time taken for City’s population to access >60 0% Accessibility Hull Royal Infirmary and Castle Hill LTP6 2009/10    Target Hospital during weekday off-peak by public transport (minutes) Castle Hill 0-30 27% 30-60 58% >60 14%

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Impact on Objectives

Economy Change Climate Safety Life of Quality Equality Baseline Baseline Future Direction of Travel Reference Indicator Definition Year Data (Increase/ Decrease)

Traffic Changes in peak period traffic flows in to LTP7 See DfT guidance 2007/08 38266     urban centres between 07:00 and 10:00 Change in area wide road traffic Data provided from National Traffic LTP8 2009 1226     mileage Census (DfT) (Million Vehkm) Mode share of Primary School Surveys 9.3 journeys to     LTP9 2010 school by Secondary School Surveys 16.5 car/van Congestion Average journey Average journey time per mile, during the time per mile morning peak (excluding weekends and LTP10 2008/09 3.55    during the school holidays), on major routes in the morning peak authority (Min) Safety

Total KSI Number of people killed or seriously 2004-08 LTP11 127    casualties injured on roads in the authority average

Number of children (aged 16 or less) Child KSI 2004-08 LTP12 killed or seriously injured on roads in the 23    casualties average authority

Total Slight Number of slight casualties on roads in 2004-08 LTP13 902   casualties the authority average

Pedestrian KSI Number of pedestrians killed or seriously 2004-08 LTP14 49    Casualties injured on roads in the Authority average

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Impact on Objectives

Economy Change Climate Safety Life of Quality Equality Baseline Baseline Future Direction of Travel Reference Indicator Definition Year Data (Increase/ Decrease)

All Pedestrian Number of pedestrians injured on roads in 2004-08 LTP15 186   Casualties the Authority average

Number of child (aged 16 or less) Child Pedestrian 2004-08 LTP16 pedestrians injured on roads in the 74   Casualties average Authority All Child Number of children (aged 16 or less) on 2004-08 LTP17 153   Casualties roads in the Authority average All Cycle Number of cyclists injured on roads in the 2004-08 LTP18 164   Casualties Authority average Maintenance Road Condition (% where structural LTP19 Principal maintenance should be considered) 2009/10 7    - NI 168 Road Condition (% where structural Non- Principal LTP20 maintenance should be considered) 2009/10 4    Classified - NI 169

Road Condition (% where structural LTP21 Unclassified 2010 5    maintenance should be considered)

Footway Condition (% where LTP22 Footway 2010 34.5     maintenance should be considered)

Overall Satisfaction with the condition of % Respondents satisfied with Roads LTP23 2010 38.13   Highways - NHTN (Roads and pavements)

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Impact on Objectives

Economy Change Climate Safety Life of Quality Equality Baseline Baseline Future Direction of Travel Reference Indicator Definition Year Data (Increase/ Decrease)

Overall Satisfaction with the condition of % Respondents satisfied with LTP24 2010 54.40    Highways Footways - NHTN (Footpaths and pavements)

Highways National Indicator (Bridge Condition MS1 = 74 LTP25 Structures 2010 MS2 = 57       Condition Indicator) – Milestones 1, 2 and 3. MS3 = 44 Population, Health & Active Participation

Participation in sport and Active LTP26 Adult 2008/09 19.5   Recreation (%)

Obesity among primary school aged LTP27 2009/10 21.5   children in Year 6 (%) – NI 156 Health Self-reported measure of people's LTP28 overall health and wellbeing (%) – NI 2008/09 70.5   117

Vulnerable people achieving LTP29 Population 2008/09 59.92   independent living (%) – NI 141 Climate, Biodiversity & Cultural Heritage

LTP30 Per capita CO2 emissions in the LA 2005 1.34   area (kilotonnes (kt) – NI 186 Emissions Levels of air quality – reduction in LTP31 NOx and primary PM10 emissions – 2010 22    NI 194

Biodiversity, Improved local biodiversity; active LTP32 2008/09 0    Flora & Fauna management of local sites –NI 197

Improved street and environmental Cultural heritage LTP33 cleanliness (level of graffiti, litter, 2008/09 10   and landscape detritus and fly posting) (%) – NI 195

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Impact on Objectives

Economy Change Climate Safety Life of Quality Equality Baseline Baseline Future Direction of Travel Reference Indicator Definition Year Data (Increase/ Decrease)

Improved street and environmental Cultural heritage 1 (very LTP34 cleanliness - fly tipping (Grade) NI 2008/09 Maintain current level   and landscape Effective) 196

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13. Implementation Programme The development of a detailed implementation programme for this plan has been very challenging especially as there was no information available on the likely levels of capital funding that are to be made available from the Department of Transport through the plan period. Therefore until funding levels have been confirmed only a broad brush programme has been identified. This programme will be developed once funding allocations have been confirmed.

The funding from the Department of Transport to deliver highway maintenance and other integrated programmes of work are not ring fenced to transport. Once the funding is received by the Authority, it could be used at the discretion of the Councillors to fund non transport related priorities such as Education, Social Services, and Housing etc. However it is widely accepted that the work undertaken by the department is essential in helping to deliver programmes which help other agencies and stakeholders to realise their own objectives and targets.

Examples of the wide range of partnerships working undertaken by the Council to help co-ordinate and target funding to achieve the wider aims and objectives of other groups is set out in Table 31.

Table 31 - Partnership and Joint Working Arrangements

Impact on Objectives

Economy Change Climate Safety Life of Quality Equality

Areas of Partnership/ Status Associated Bodies

Joint working (Established)

Local Strategic Wider Ranging Groups Formal (2003) Partnership and Stakeholders I I I I I Network East Riding of Yorkshire Formal Management Liaison Council (2005 /06) I I I Group Quality Bus Bus Operators / Formal Partnership Humberside Police (1998/99) I I I I Regional HAUC Public Utilities, Network Formal (1991) Meeting Rail, HA, SYPTE I I I East Riding of Yorkshire Council / Ramblers, Truck Country Landowners Association, British Horse Joint Local Access Society, CTC, East Formal (2003) Forum I I I Yorkshire Transport Partnership, Land Access & Recreation Association, Trail Rider Fellowship

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Impact on Objectives

Economy Change Climate Safety Life of Quality Equality

Areas of Partnership/ Status Associated Bodies

Joint working (Established)

British Heart Foundation, NHSY, PCT, Sport Physical Activity Development, University of Informal Development Group Hull, Hull City AFC, Hull (2005/06) I I I (PADG) FC, Hull KR school sports partnership, Voluntary Sector East Riding of Yorkshire Council / Humberside Police / Highways Agency / North and N.E. Safety Camera Formal (2003) I I Partnership Lincolnshire Councils / Humberside Magistrates Courts Committee West Yorkshire P.T.E. / South Yorkshire PTE and Formal Real Time Bus York City Councils / East I I Information Yorkshire Motor Services, (2004/05) Stagecoach (From February 2006) Formal Taxi Quality Hull Hackney Drivers I I I Partnership Association (2005/06)

Formal Trunk Road Planning Highways Agency / ERYC I I I I I Group / Doncaster MBC (2008/09)

Trunk Road Highways Agency / A Formal Operational Liaison One+ I I I Formal Traffic Projects Bus Operators / I I Liaison Group Humberside Police (Late 90’s)

West and East Hull Informal Community Transport Community Transport (2001/02) I I Groups Police / Emergency Hull Road Safety Formal Services / PCT / NHS / I I Partnership (2003/04) Community Safety Formal Bus Stop Advisory Bus Operators / I I I Group Humberside Police (1990) Bus Operators / Formal Y&H Traffic Humberside Police I I Management Group (2007) DfT (highways Agency) Hull Access Informal I I I Improvement Group (1980)

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Impact on Objectives

Economy Change Climate Safety Life of Quality Equality

Areas of Partnership/ Status Associated Bodies

Joint working (Established)

Disability Focus Formal I I I Group (1995) Local Authorities in Yorkshire Information Formal Yorkshire and Travel Line I I Partnership (2000/01) Call Centres

Bus Operator Project EYMS Informal Development Liaison (2003) I I Meeting Stagecoach

Emergency Service Police Project Development Fire Formal (2003) I I Liaison Meeting Ambulance Network Rail Rail Development Formal Rail Operators Humber (2010) I I I I I Local Authorities Yorkshire Coast East Riding of Yorkshire / Formal Community Rail Scarborough and North (2000/01) I I Partnership Yorkshire Councils Yorkshire and Local Authorities in Formal Humberside Parking I Yorkshire and Humberside (1997/98) Forum

Bus Punctuality Bus Operators / Summer 2005 I I I Partnership Humberside Police Formal Walking to Health West Hull PCT (2004/05) I I I ADEPT bridges LA Bridge Owners Formal I I I I I Group Y&H Area Bridge Formal I I I I I Conference ESDAL Highway Agency Formal I I I I

Myton Bridge Highway Agency Formal I I I I I Yorkshire Coast & Maritime & Coastguard Rivers Marine Safety Formal I I I I I Agency Sub-committee Humber Ports Marine Maritime & Coastguard Safety Sub- Formal I I I I I Agency committee

Waterways Association, Transpennine Trail ABP, Natural England, Formal (1989) I I I Partnership Ramblers, BHS, Sustrans, 26 LAS

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Impact on Objectives

Economy Change Climate Safety Life of Quality Equality

Areas of Partnership/ Status Associated Bodies

Joint working (Established)

British Cycling, Sustrans, Humber Cycle Sport CTC, Local Cycling Clubs Informal I I I Association inc Hull Cycle Speedway, (2007) Thursday Road Club

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The following table sets out the proposed broad brush programme of schemes and initiatives that have been identified for inclusion in a short, medium and long term strategy subject to the availability of funding (as shown in Table 32).

The timescales identified in the action plan relate to the following:

o Short Term by 2013 o Medium Term (2013 – 2018) o Long Term (Beyond 2018)

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Table 32 – Programme

Economy Change Climate Security / Safety Life of Quality Equality Timescale* Monitoring

Measure Scheme Description Likely / Possible Risks shown in

Investigation Delivery Table 29

(LTP#)

Rights of Way Implement Action Improvement Ongoing 24,15      Plan Plan

Implement cycle measures across the Improvements to 1,9,18, city supported by Ongoing      Cycle Network 26-28 marketing to encourage cycle use. Improve main Improvements for . Funding availability radial corridors sustainable modes . Land availability 1,2,3,5,6,7 Ongoing      for sustainable (Bus, Cycle and . Design resources 30 & 31 transport Walk) . Public acceptance Maintenance of Asset Council Assets ie Management . Funding availability Carriageways, Ongoing 19-25      Improvement Footpaths, Street Programme Lighting and Bridges Local Area Safety . Funding availability Schemes, Safety . Land availability 11-18, Road Safety Ongoing      Education and . Design resources 30 & 31 publicity . Public acceptance Electronic signing Real Time Public and information at Transport bus stops Ongoing . Availability of funding 2,3,5      Passenger Mobile internet – Information Apps for Iphones and other smart phones

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Economy Change Climate Security / Safety Life of Quality Equality Timescale* Monitoring

Measure Scheme Description Likely / Possible Risks shown in

Investigation Delivery Table 29

(LTP#) . Unable to reach agreement with Highways Variable Car Park guidance Agency on Trunk Road 2,7,8,10,30 Message System and strategic route Ongoing      signs (A63 / A1033) & 31 (City Wide) information corridor . Availability of funding Environmental 1,7, Review of East improvements . Funding Ongoing 10,23,29,      West Routes (laybys, cycle lanes, . Land Ownership 30 & 31 maintenance etc)

Consideration of the introduction Introduction of of mini facilities to assist in . Status and location of interchanges at mode transfer and sites (Planning Ongoing 2,3,5      district centres general connectivity Definition) (including in the sustainable . Funding Short Falls sustainable network modes)

Development of Area Area Wide Travel Wide Travel Plan to . Resources not available 1,3,4,28,30 Plan (City Centre encourage mode shift Short Short to deliver, monitor,      & 31 – A63 Corridor) and reduce un- enforce and review plan necessary travel

Special authorisation Improve linkage or closure of existing between highway (Northern Objections received to road 7,8,11-18, Alexandra Dock Short Short      Gateway) to allow 40 closure 30 & 31 and Queen Tonnes + vehicles to Elizabeth Dock access rail head.

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Economy Change Climate Security / Safety Life of Quality Equality Timescale* Monitoring

Measure Scheme Description Likely / Possible Risks shown in

Investigation Delivery Table 29

(LTP#) Personalised Travel Planning Development of a in association personalised travel . Resources not available Short / 1,3,4,28,30 with the plan for new and Short to deliver, monitor,      Medium & 31 Holderness Road existing residents enforce and review plan Corridor Area within the focus areas Action Plan Pedestrianisation / area access . Other associated Restricted vehicular Short / 2, 14 – 16, controls and car Short schemes are not      access to City Centre Medium 24 parking delivered rationalisation Scheme improves A63 Castle Street Cost increases 7,10, 30 & capacity at Short Medium      (Short Term) Delivery Delay 31 Mytongate junction 24 Hour access . Funding Manning of signal to National Rail Short Medium . Objections from public to 8, 30 & 31      boxes 24 hours Network 24 hour operation Rail Service Reliability, line speed, 7,8,10, 30 Improvements to Short Medium . Funding      service frequency & 31 the west of Hull Full dualling of . Funding availability Further increase rail Medium / the High Level Short . Industrial demand for the 8, 30 & 31      capacity to the docks Long Railway Line capacity . Cost increases Grade separation of . Civil Engineering Castle Street to A63 Castle Street Medium / . Land availability 7, 10, assist regeneration Short      Improvement Long . Environmental impact 11-16, 27, and access to Port of . Construction impacts Hull . Order confirmation  Completion of A1165 Great . Funding eastern side of orbital Medium / 7,10, 28 & Union Street Short . Land availability     box to provide Long 30 Improvement . Listed buildings improved capacity

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Economy Change Climate Security / Safety Life of Quality Equality Timescale* Monitoring

Measure Scheme Description Likely / Possible Risks shown in

Investigation Delivery Table 29

(LTP#) . Lack of private sector Inland Encourage increase Medium / interest 7,8, 10, 30 Short      Waterways in freight use Long . Grant funding & 31 availability? Introduction of a lorry . Suitable site not identified Lorry Park in park in East Hull in 7, 8, 30 & Medium Medium . Land not available      East Hull the vicinity of the 31 . Funding? docks New P&R site ERYC do not grant Eastern Park and 3,4, 5, 30 & developed in the Medium Medium planning consent      Ride Site 31 Hedon area Funding not available ERYC do not grant New P&R site Northern Park planning consent 3,4, 5, 30 & developed in the area Medium Medium      and Ride Site Funding not available 31 south of Dunswell Land not available Designated lane for A63 / A1033 – . Impact on highway 2-5, 10, 30 HGV’s and buses Medium Medium      ‘No car’ lane network and 31 (P&R) only Enhance car park Provision of . Funding capacity at Priory additional car parking Medium / 3,4, 5, 30 & Medium . Land availability      Park - Park and capacity Long 31 . Planning Consent Ride River taxis and River taxis navigation . Funding (dependant upon improvements. - 7,8, 30 & Medium Long . Civil Engineering?      Impoundment of Control over the 31 . Environmental Impact River Hull) timing of bridge openings HRI/Stadium and Bricknell Avenue . Support from operators Area / Priory Park / 10, 30 and New rail halts Medium Long . Land availability      A1079 31 . Funding

160 Hull City Council Local Transport Plan (2011 – 2026)

Economy Change Climate Security / Safety Life of Quality Equality Timescale* Monitoring

Measure Scheme Description Likely / Possible Risks shown in

Investigation Delivery Table 29

(LTP#) . Site availability Park and Ride Bilton and Willerby . Funding 3,4,5, 30 & Medium Long      sites Areas . Refusal of planning 31 consent

. Funding availability Prestige public . Economic justification transport route – City 3, 5,10, 30 Guided Bus route Long Long . Route availability      centre to north of the & 31 . Land availability City(Mostly off-road) . Public objection

. Funding  New Sculcoates Replacement for . Land availability 7, 8, 20 & Bridge (River Long Long     existing bridge . Impact on historic 23 Hull) structure . Impact on residential  properties along Spring Grade separation Flyover on Spring Bank West corridor of Spring Bank Bank West over Hull 2, 7, 10 & Long Long . Impact on local     West Level – Scarborough 23 environment Crossing Railway Line . Land availability . Impact on local network

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