Linthorpe Road Phase 1 Summary
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Contents 1. Introduction 3 2. Background 4 3. The Solution 5 4. Next Steps 8 5. Appendices 9 2 LCWIP Linthorpe Road (Phase 1) 1. Introduction The Tees Valley Strategic Transport Plan sets out our ambition to deliver a world- class transport system in Tees Valley, ensuring integration between different transport modes. We need to make it easier for people to cycle and walk, particularly for shorter journeys and to connect into the wider transport system. The Tees Valley Cycling and Walking Implementation Plan explains our strategy for cycling and walking in further detail. The Government has recently released a document titled Gear Change: A bold vision for walking and cycling. It sets out the Government’s ambition to see a major increase in cycling and walking over the coming years. Following the Governments ambitions to increase the uptake of cycling, Middlesbrough Council, in conjunction with Tees Valley Combined Authority, have successfully gained funding from the Active Travel Fund to develop infrastructure along 2 key corridors in the region. The corridors were selected following analysis, which identified the areas with the greatest potential to achieve the ambitions of increasing cycle uptake. In Middlesbrough, this was identified as the Linthorpe Road corridor. The benefits of cycling are widely noted and are seen as a key means to reduce the congestion and associated problems that reliance upon the private car has created. Making significant improvements to the available infrastructure will help to: • Improve safety • Create a more pedestrian friendly route • Support the local economy • Improve accessibility to local retail, leisure and services • Reduce congestion and thus improve air quality and the local environment • Improve the public realm • Improve public health by reducing pollution • Create an environment where people can travel actively • Create a statement of intent to echo Governments ambitions to significantly increase cycle levels All of the improvements will enhance the quality of life for residents and highway users in the vicinity and assist economic growth by removing transport as a barrier to accessing key facilities. LCWIP Linthorpe Road (Phase 1) 3 2. Background The Linthorpe Road corridor is physically constrained by buildings on either side along the Linthorpe Road sees vast majority of the route, particularly within the approximately 10,000 scope of the proposals (Borough Road to vehicle movements per day, Ayresome Street). This has meant that balancing including up to 40 buses per the numerous requirements on the corridor has hour between 8AM and 6PM been physically challenging and has resulted in a Mon-Sat lack of provision for vulnerable road users. Provision has been heavily focused upon accommodating vehicles. This has resulted in the corridor and surrounding areas becoming congested and often difficult to navigate as people use the route: • As an access point to other parts of the Town • To access local amenities • To park vehicles on street • To make/receive deliveries The busy nature and congestion on the road is further compounded by the number of junctions on the corridor, which create conflict points as vehicles manoeuvre. There are currently 14 intersections over 900 metres. Coupling this with the various uses of the route, a busy environment has been created, with lots of people attempting to achieve potentially conflicting outcomes. This volume, number of intersections and multi-function character of the corridor has resulted in 37 accidents recorded between 2015 and 2019. The data in appendix 1 provides details of the accidents, of which 81% are located at junctions, 66% involve vehicles, and 40% of the resultant injuries are to pedestrians and cyclists. 4 LCWIP Linthorpe Road (Phase 1) 3. The Solution The council has a statutory duty to secure the expeditious, convenient and safe movement of vehicular and other traffic (including pedestrians) on its Highway Network. Economic and Housing growth proposals within the region and local area will inevitably increase the dependence upon the Highway Network, which is at capacity. Building more roads is neither affordable, nor is it sustainable, and leads to inducing further demand on the network. Therefore, alternate modes must be considered in order to ensure that the area does not suffocate under the additional demands being placed upon the network. With this in mind, it must be considered that the Council appreciates the value of the private car, and proposals have been formulated to minimise the impact of this, whilst making significant safety improvements for the most vulnerable highway users. Middlesbrough Council are proposing a range of improvements on Linthorpe Road. Please click here to view the schematic plan for Linthorpe Road. LCWIP Linthorpe Road (Phase 1) 5 Middlesbrough Council is therefore proposing to create physically segregated cycle lanes in both directions of the road, whilst maintaining 3 metre carriageway lanes for vehicles (including buses). This will result in the re-allocation of some car parking space to accommodate the additional requirements. As part of this proposal, the Council is also aiming to reduce the speed limit along this stretch of carriageway from 30mph to 20mph, which is far more fitting of a busy, compact corridor of this nature, and coincides with the surrounding area limits. Pedestrians make up a significant component of the travel along the corridor. The proposals will see an additional signalised crossing point installed between the junctions of Garnet Street and Clarendon Road. This will increase the number of signal-controlled crossings along the corridor from 5 to 6, being important for disabled people, particularly those with visual impairment and mobility issues. Side road closures will also reduce the number of junctions being crossed, therefore improving accessibility and safety. Side roads are being closed to vehicle access to reduce the number of conflict intersections on the carriageway. This will reduce the risk of accidents. All side road closures have been considered to ensure that access to residential and commercial properties, along with car parking can be accommodated, all be it via a slightly different route. 6 LCWIP Linthorpe Road (Phase 1) Bus travel remains an important feature of the Linthorpe Road corridor, and considerations have been incorporated into the proposals. There are currently 6 bus stop locations along the carriageway (3 Northbound, 3 Southbound) over the 900m section. Consolidating these bus stops to 1 location in each direction at a central location will reduce the requirement to provide bus facilities, whilst also meaning that all facilities will be within walking distance, and still accessible to those with mobility issues. As part of the proposals, 2 taxi locations are to remain as per plans, utilising car parking spaces for evening provision. These will be located at the Borough Road junction and North of the Southfield/Princes Street junction. The provision on Southfield Road will be retained, where there are turning facilities. Studies from across the globe have indicated that creating a less congested environment increases expenditure. This is because the public realm is improved, and people want to spend more time in a place which equates to more money being spent. The following website links provide information from areas that have undertaken similar proposals successfully: Living Streets High Streets Task Force LCWIP Linthorpe Road (Phase 1) 7 4. Next Steps We welcome your comments on these proposals as they will help us to develop the final detailed designs. These will then be submitted to the Department for Transport (DfT) by Tees Valley Combined Authority (TVCA) for the award of funding by the end of March 2021. Subjects to approvals and confirmation of funding, the scheme will be delivered in 2021. If you wish to share your views on the proposed designs, please complete the following survey: www.surveymonkey.com/r/lcwiptvca The deadline for comments to be received is 29th January 2021. 8 LCWIP Linthorpe Road (Phase 1) Appendix 1: Accident Statistics between 2015 and 2019 No. % of accidents Severity no. total Slight 31 84 37 Serious 6 16 % of At a Junction? no. total Crossroads 14 38 T-junction (side Road) 16 43 Not junction 7 19 % of Vehicles involved no. total Cycle 12 18 Bus/Goods lorry 5 8 Car/Taxi 43 66 Motorcycle 4 6 Other 1 2 Injury recorded per % of mode no. total Pedestrian 9 17 Driver (car/motorbike/bus) 28 54 Passengers 3 6 Cyclist 12 23 LCWIP Linthorpe Road (Phase 1) 9 Appendix 2: Traffic Flow data All vehicles on Linthorpe Road between 2008 and 2017 (DfT AADT figures) 12000 10000 8000 6000 4000 2000 0 2008 2010 2011 2012 2013 2014 2015 2016 2017 10 LCWIP Linthorpe Road (Phase 1) Appendix 3 – High level alterations to corridor Indicator Current Proposed % change Comments Cycle facilities 0 900m each +100% Full corridor protected direction facilities proposed On carriage 101/40 Approximately -64% Car parking spaces to be car parking 50 retained where possible. spaces/limited Plan in appendix 2 waiting highlights locations. Off Carriage 86 86 0 No changes anticipated car parking spaces (Amber Street) No. bus stops 3 1 -67% Rationalisation will mean (each fewer stops, but facilities direction) still accessible/within 400m No. signalised 5 6 +20% Additional crossing crossing points proposed between Borough Road and Southfield Road No. junctions 14 10 -30% Side road closures proposed at King Edwards Road, Southfield Lane, Victoria Road and Albert Terrace Taxi Rank 4 2 -50% Rationalisation of locations locations, Southfield Road still remains within close proximity to existing locations with appropriate turning facilities. LCWIP Linthorpe Road (Phase 1) 11 .