Traffic Management and Parking Study Strategy Report

Northumberland Strategic Partnership

colinbuchanan.com

Traf c Management and Parking Study

Strategy Report

March 2009

Berwick-upon-Tweed Traffic Management and Parking Strategy Strategy Report

Project No: 153101 March 2009

Colin Buchanan 4 St. Colme Street Edinburgh EH3 6AA Telephone: 0131 226 4693 Fax: 0131 220 0232 Email : [email protected]

Prepared by: Approved by:

______Grant Davidson Claire Carr

Status: Final Issue no: 1 Date: 17 March 2009 i:\15310x_berwick upon tweed traffic management strategy\3. project\3.1 reports\final report final march 09.doc

(C) Copyright Colin Buchanan and Partners Limited. All rights reserved. This report has been prepared for the exclusive use of the commissioning party and unless otherwise agreed in writing by Colin Buchanan and Partners Limited, no other party may copy, reproduce, distribute, make use of, or rely on the contents of the report. No liability is accepted by Colin Buchanan and Partners Limited for any use of this report, other than for the purposes for which it was originally prepared and provided. Opinions and information provided in this report are on the basis of Colin Buchanan and Partners Limited using due skill, care and diligence in the preparation of the same and no explicit warranty is provided as to their accuracy. It should be noted and is expressly stated that no independent verification of any of the documents or information supplied to Colin Buchanan and Partners Limited has been made

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

Contents Page

1 Introduction 1 1.1 Introduction 1 1.2 Report outline 1 1.3 Accompanying information 1 2 Vision and objectives 3 2.1 Previous work 3 2.2 Berwick’s Future vision 4 2.3 Study objectives 4 3 Baseline data gathering 5 3.1 Data gathering 5 3.2 Parking 5 3.3 Traffic movement 5 3.4 Public transport / taxis 6 3.5 Walking and cycling 6 3.6 Streets and public spaces 6 4 Developing options 9 4.1 Introduction 9 4.2 Best practice elsewhere 9 4.3 Case studies 9 4.4 Developing options 10 4.5 Consultation 11 5 Option appraisal 13 5.1 Context 13 5.2 Parking provision and future development 13 5.3 Appraisal of spaces 15 5.4 Option appraisal 17 5.5 Option sifting 18 6 The strategy 21 6.1 Strategy aims 21 6.2 The strategy 22 7 Strategy measures 25 7.1 Introduction 25 7.2 Parking 25 7.3 Traffic management 27 7.4 Public transport / taxis 28 7.5 Walking / cycling 28 7.6 Streets and public spaces 29 7.7 New development / residents parking 30 7.8 Campaigns 31 8 Delivery & implementation 33 8.1 Introduction 33 8.2 Action plan for delivery 33 8.3 Priority actions, costs and funding sources 37

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

Appendix 1 45 Best practice elsewhere 45 Appendix 2 47 Case studies 47 Appendix 3 49 Option appraisal 49

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

1 Introduction

1.1 Introduction 1.1.1 Colin Buchanan has been commissioned by the Northumberland Strategic Partnership to prepare a movement strategy for Berwick-upon-Tweed. The aim of the strategy is to make recommendations to improve traffic management and parking and to improve local streets and public spaces.

1.1.2 The first stage of the study was to undertake a baseline analysis of the existing transport and parking issues affecting the town. The analysis also reviewed measures and solutions adopted in other towns in the UK, and in other countries across Europe, that face similar problems and highlights their approaches. From this analysis, a series of potential options were developed and appraised against the study objectives. A stakeholder questionnaire was analysed and potential options were reviewed at a stakeholder consultation meeting.

1.1.3 The final strategy measures have developed from the above work and an action plan for implementation has been prepared as presented in this report.

1.2 Report outline 1.2.1 This Strategy Report summarises the key study work areas, under the following chapters: Chapter 2 Vision and objectives Chapter 3 Baseline data gathering Chapter 4 Developing options Chapter 5 Option appraisal Chapter 6 The strategy Chapter 7 Strategy measures Chapter 8 Delivery & implementation

1.3 Accompanying information 1.3.1 In addition to the Strategy Report, Baseline and Consultation Reports have also been prepared during the course of the study.

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

2 Vision and objectives

2.1 Previous work 2.1.1 This study takes place in the context of a number of other studies that have been recently completed on behalf of Berwick’s Future Partners. The key studies of relevance are described below.

The Future of Berwick – A Vision & Development Framework (2006) 2.1.2 Gillespies have prepared a Vision and Development Framework based in part upon earlier work, including the ‘Changing Perceptions’ report by EDAW.

2.1.3 Although the document was prepared prior to Berwick’s Local Development Framework (LDF), it aimed to produce a vision that would inform the LDF and outline development opportunities, key physical interventions and phasing priorities to achieve sustainable regeneration for Berwick, Tweedmouth, upper Tweedmouth and Spittal.

Berwick upon Tweed - Berwick Regeneration Strategy (2008) 2.1.4 The purpose of this study by Urban Initiatives was to develop a regeneration strategy for Berwick town centre. This was informed by a series of consultations and workshops with the Berwick’s Future partners, Berwick-upon-Tweed Borough Council, Berwick Community Trust, Berwick-upon-Tweed Local Strategic Partnership, English Heritage, Government Office North East, Northumberland County Council and One North East. The report builds on the Vision and Development Framework undertaken by Gillespie in 2006, outlined above.

2.1.5 The first part of the study addressed a series of regeneration objectives and specifically pointed out the fact that the structure of the Old Town, Tweedmouth and Spittal is formed of a number of streets and connecting spaces. There are gaps, vacant buildings and underutilised sites, which often present both opportunities and risks for the town. In particular the vacant sites are often used as informal or formalised car parks. Resolving the management of short stay and long stay parking, addressing traffic signing, management of vehicle movements between parking areas and identifying means of consolidating parking areas were key findings of the study.

2.1.6 The second part of the study reduced the long list of development sites identified in the Vision and Development Framework to ten priority sites and addresses the vision and key design parameters for each. The priority sites and spatial projects identified in the study are: Walkergate Parade The Barracks Marygate The Maltings Drivers Lane / The Granary Quayside Dock Road Sandstell Road Spittal Point

2.1.7 Further to that, four additional sites have recently been granted planning approval. These are the Governor’s Garden site and former Border Brewery site at Palace

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Street East, and the Playhouse site on Sandgate and former Youngman’s showroom on Hide Hill.

2.1.8 The potential development of these areas underpins the huge growth capacity of the town, but at the same time raises the fact these would put additional pressure on the road network and parking supply.

2.1.9 Important factors such as land ownership, funding, the market and planning policy have an influence on when these developments will take place, but nevertheless a careful consideration of their implications needs to be undertaken, to resolve potential conflicts.

2.2 Berwick’s Future vision 2.2.1 These studies, together with the traffic management and parking study, form a key element of Berwick’s future Initiative. The aim is to encourage economic and social change which will, over the next 20 years, create a more competitive, distinctive and well-connected town and borough that is enterprising, ambitious and inclusive

2.3 Study objectives 2.3.1 For this study, a series of objectives were set, taking into account the work previously undertaken above. A questionnaire was issued (as discussed in Chapter 4) in order to give stakeholders the opportunity to review the proposed objectives and to comment on the existing parking and traffic issues within the town.

2.3.2 The finalised study objectives, ranked in order of importance, from stakeholder responses are given below: Enhance the economic vitality of the town Improve the quality of the town centre and its public spaces Improve movement by reducing congestion in the town centre Improve accessibility and opportunities to travel for everyone Encourage travel by public transport, walking and cycling Reduce the dominance of the car and encourage walking and lively streets Reduce car accidents and create a safer environment for pedestrians Improve air quality by reducing car trips

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

3 Baseline data gathering

3.1 Data gathering 3.1.1 A baseline data gathering exercise was undertaken including; a full parking survey traffic counts, and a pedestrian survey

3.1.2 Additionally, a questionnaire was issued to stakeholders in order for them to rank the study objectives and to provide their views on the traffic and parking issues affecting the town. Copies of the questionnaire were also available from the Tourist Information Office and the local library.

3.1.3 This chapter summarises the key issues identified from the baseline survey. Full results from the survey programme and questionnaire are provided in the Baseline Report.

3.2 Parking

Key issues 3.2.2 From the analysis of the survey data, and on-site inspections, the following key issues were identified: there are nearly 1300 paid on and off-street parking spaces in Berwick town centre, however, 450 of these are in the Castlegate car park. Sections of Castlegate can be closed following wet weather, significantly reducing the overall town centre parking supply Peak weekday occupancy is approximately 85% of capacity, with the overflow area of Castlegate unavailable. Generally, an occupancy of 90% should be considered as a practical maximum within the ramparts, nearly 60% of all off-street car parking is currently long stay. This results in low levels of vehicle turnover and impacts upon the economic vitality of the town centre, particularly for local shops and businesses duration surveys indicate significant numbers of vehicles parking in excess of 2 hours in short stay car parks peak on-street demand is approximately 80% of capacity on a weekday and 72% of capacity on a Saturday Hide Hill and Chapel St parking demand is close to capacity for much of the day existing signing of car parks is poor, particularly for visitors. Improved signing of the Castlegate car park would encourage visitors to park there, helping to reduce vehicle numbers in the historic town centre core no coach parking is available in or near the town centre, although, coaches are being advised to park at Newfields, where there are adjacent toilet and eating facilities

3.3 Traffic movement

Key issues 3.3.2 Congestion occurs on the A1167 at peak times and the Castlegate / Golden Square and Walkergate mini-roundabout junctions are extremely busy throughout the day. Right turning traffic into the Castlegate car park can block back into

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

these junctions causing significant congestion at peak periods. Other issues include: other than on Castlegate / Golden Square, traffic volumes are relatively low, however, there are many potential vehicle conflicts the large number of small car parks results in drivers searching for parking spaces, increasing overall traffic volumes “Stop n shop” trip making further increases traffic flows

3.4 Public transport / taxis

Key issues 3.4.2 A number of issues affecting taxis and public transport have been identified. These are: there is relatively poor penetration of the town centre by bus bus shelters are old and have limited facilities bus stop timetable information is poor the existing taxi rank on Marygate is well positioned but waiting facilities and information is poor

3.5 Walking and cycling

Key issues 3.5.2 Some of the key issues affecting pedestrian and cycling movement are: there are high levels of pedestrian footfall on Marygate, but, much lower levels elsewhere pedestrian signage is insufficient and not comprehensive enough to attract people to alternative areas. Especially for visitors, wayfinding is not always intuitive the Marygate / Castlegate / Golden Square junction acts as a barrier to pedestrian movement there are limited facilities for cyclists. While there is a designated cycle route through the town it is poorly signed. Also the provision of cycle racks at strategic locations is limited. people should be encouraged to cycle more and use it as a valuable alternative transport mode

3.6 Streets and public spaces

Key issues 3.6.2 Significant effort has been put into improving the streetscape in Berwick, particularly on Marygate and West St - nevertheless, the overall appearance of the town could be improved. Other issues impacting on the attractiveness of the urban realm include: narrow pavements on Bridge St and on Marygate adjacent to the town hall worn and broken paving on Hide Hill and Bridge St - it is understood that Berwick Borough Council are proceeding with a design for Castlegate and, in the medium, term Bridge St existing street furniture is old and of poor quality. Most seating, bins and railings are painted black offering little contrast with the Caithness stone paving. Consequently, streets appear dowdy and dull a poor quality environment in the Eastern Lane car park. This is an accidental space overlooked on two sides by the rear of commercial

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

properties. Fragmented ownership of the site has resulted in poor quality surfacing, landscaping and street furniture.

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

4 Developing options

4.1 Introduction 4.1.1 Potential strategy options were developed from the review of existing conditions and the response to the questionnaire, summarised in the previous chapter. A review of best practice was also undertaken with reference to a number of case studies.

4.2 Best practice elsewhere 4.2.1 In order to identify potential measures which might improve parking and traffic management in Berwick, a review of how other towns, both in the UK and continental Europe, was undertaken. This review highlighted how these places have approached problems similar to those faced by Berwick.

4.2.2 In the first stage of the research, the 27 towns summarised were selected primarily for their approach and the measures adopted rather than for their direct comparability with Berwick. The aim was to gain a portfolio of options so as to identify what and how these have been implemented and to learn from them. The individual approaches to parking and traffic management, at each location, are summarised in Appendix 1.

4.2.3 Typical issues facing these towns include; car dominated town centres parking demand outstripping supply unappealing streetscapes, and neglected public spaces

4.2.4 The main findings of this review are summarised in the appendix, under the following headings: walking cycling buses parking mixed strategies and campaigns

4.2.5 From this research it was clear that most of the towns and cities have opted to be members of Associations or Movements, such as, the European Mobility Week campaign. Towns have also worked alone, however, implementing strategies that were specific and most appropriate to their issues and needs.

4.3 Case studies 4.3.1 In the second stage of the review, 5 towns / cities were selected for more detailed investigation as case studies, including: St Andrews, UK Ludlow, UK Donaueschingen, Germany Neuchatel, Switzerland Lueneburg, Germany

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

4.3.2 The selection of these towns and cities was based on their comparability with Berwick, in relation to population size, built form, problems faced and the strategy measures adopted.

4.3.3 Although each town / city has adopted the most suitable and effective approach to their problems, these all can be seen as variations on a relatively small number of key themes. These are summarised as follows: differentiate the car parking offer for different user groups create a more attractive town centre environment in which to work and shop increase pedestrian priority in the town centre develop an extensive walking and cycle network strengthen the public transport offer introducing, for example, user friendly bus ticketing system develop a strong strategy to deliver information to the public and strengthen the branding of the town raise awareness of health and climate issues introduce a park and ride system

4.3.4 A full summary of each case study is provided in Appendix 2.

4.4 Developing options 4.4.1 Opportunities identified from the baseline analysis and review of best practice are summarised below:

Parking increase the number of available short stay spaces and reduce long stay availability within the ramparts where long stay parking is displaced, provide additional 3hr short stay parking spaces unusually, on-street parking charges are presently cheaper than off-street. Consideration should be given to reversing this to reduce the “stop n shop” culture as Berwick has a large number of small off-street car parks there would be benefit in better defining the role of each car park. This might include a colour coded zoning system; e.g. red for short stay, blue for medium stay, yellow for long stay and green free parking improve signing of the Castlegate car park to encourage visitors to park there, helping to reduce vehicle numbers in the historic town centre core review off-street parking charges in order to better manage demand; e.g. lower charging levels at less popular car parks existing charging anomalies should be reviewed – for example, it is currently cheaper to park in the Maltings car park for between 1 and 2 hours than at Castlegate. Long stay and more remote car parks should be cheaper than short stay and central car parks in all circumstances provide appropriate coach parking to stimulate growth in the coach tour tourist market identify additional parking provision; adjacent to the Castle to the west of the rail station, and at the Berwick Hospital investigate the possibility of providing a new multi-storey car park undertake a review of the residents parking and paid permit schemes identify the potential for a new bus Park & Ride scheme

4.4.2 The cumulative impact of the above measures would be to significantly increase short stay parking supply within the ramparts. A range of parking opportunities would be provided, with very short stay parking on-street, 2hr short stay parking in

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

central off-street car parks and 3hr short stay parking, in peripheral locations. Charges would be appropriate to each location.

4.4.3 Adequate long stay provision would still be provided in the Castlegate car park or at other locations outside the ramparts.

Traffic movement to reduce the “stop n shop” culture consider better defining the role of each car park and improving the car park signage so that the decision making occurs before entering the town centre introduce appropriate pedestrian crossings at Marygate and Golden Square

Public transport / taxis reinforce and strengthen the public transport network to better serve neighbouring areas allocating more space and improving the waiting environment for people waiting at bus stops, provide new bus stop shelter with real time information improve the waiting environment for people waiting at the taxi ranks identify the potential for a new taxi rank close to Somerfield consider introducing a low energy small hop-on/off bus to improve access to the town centre

Walking / cycling encourage pedestrians into Hide Hill and Bridge St in order to support local businesses improve pedestrian signing to help encourage pedestrians (particularly tourists) to explore these areas traffic signals with a full pedestrian stage to significantly enhance pedestrian crossing opportunities, especially around Marygate / Castlegate / Golden Square improve facilities for cycling to encourage people to cycle more and use it as a valuable alternative transport mode partially pedestrianise Bridge St and the Old Bridge during shopping hours to create a dedicated pedestrian route from Tweedmouth to the town centre

Streets and public spaces proceed with the proposed streetscape improvements for Castlegate, Bridge St and Golden Square develop a design guide for street furniture, ensuring the use of agreed materials and products to create an appropriate style for the town centre where summer floral displays are implemented, ensure these are consistent with the design guide in the type of planters used, their location and the overall ambience to be achieved maintenance procedures should be improved with a budget set aside for such works continue with a programme of street lighting improvements

4.5 Consultation 4.5.1 A stakeholder consultation workshop was held in the evening of Thursday, 6 November 2008 at the William Elder Building in Berwick. The workshop was intended to provide stakeholders with both an overview of the initial study findings and an opportunity to discuss their views of the problems affecting traffic, parking and pedestrian movement in more detail.

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

4.5.2 The consultation meeting included: a short presentation of the initial findings a breakout session, where stakeholders discussed the key issues in smaller groups a reporting back session, and a summing up and general discussion of the issues

4.5.3 A full summary of the evening is provided in a separate Consultation Report. Key issues which emerged from the meeting included: the negative impact of traffic queuing from Golden Square down Marygate to Hide Hill that the current car park ticketing system is too restrictive the removal of parking at Castlegate may cause a shortage of parking parking cost anomalies: on street parking is more convenient and costs less than parking in a car park free parking at out of town locations creates an advantage for those retailers over town centre retailers cheaper retail floor space in nearby communities such as Alnwick, makes it difficult for town centre businesses to compete many town centre businesses rely on car-based shoppers popping in for small items. These shoppers need conveniently located short stay parking proposed congestion or parking relief measures in the town centre could impact Tweedmouth and Spittal

4.5.4 These issues have been included within the option appraisal process which is discussed in Chapter 5.

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

5 Option appraisal

5.1 Context 5.1.1 Clearly, this traffic management and parking strategy cannot be prepared in isolation. It must consider the implications of the Berwick’s Future regeneration strategy, it must take into account ongoing work by the Council and its partners and it must seek to balance the aspirations of all stakeholders.

5.1.2 The Berwick-upon-Tweed Conservation Area Character Appraisal was completed in March 2008 and summarises the spatial and character qualities of the area. In addition, a Townscape Heritage Initiative (THI) bid is presently being prepared for the Marygate / Hide Hill / Bridge St / West St block, including Eastern Lane. The strategy must therefore be sensitive to the issues raised by the conservation character appraisal and help support the THI submission.

5.1.3 English Heritage have significant concerns regarding the impact of the Castlegate overflow car park. They have advised that the use of this space for car parking would harm the setting and interpretation of the fortifications of Berwick. As the ramparts are Berwick’s most important asset, the strategy must acknowledge these concerns and consider options which remove the overflow parking or mitigate its impact.

5.1.4 Nevertheless, the strategy must acknowledge that Berwick is a market town, with limited public transport, and hence the car will always be the primary mode of access. The study must therefore ensure that an adequate level of parking is maintained.

5.1.5 In summary, the strategy needs to find a balance between the need to: protect the unique character of Berwick and its setting help encourage new development, and maintain a high level of accessibility, by all transport modes, in order to support the local economy

5.2 Parking provision and future development 5.2.1 On and off-street parking is provided across Berwick town centre, providing short, medium and long stay car parking. The major parking locations are shown in Figure 5.1. Approximately 1300 spaces are provided in total, including the station car park, but excluding residential streets.

5.2.2 The majority of off-street parking has been created where buildings have been demolished; the result being a series of accidental and unplannned spaces, which detract from the character and appearance of the buildings that surround them, and the town centre as a whole. The largest car parks within the ramparts are: The Maltings / Eastern Lane – 41 spaces Parade - 79 spaces Quayside - 129 spaces

5.2.3 Although located outside the ramparts, the Castlegate car park provides over a third of the total provision (450 spaces) within the town centre. This car park is also unplanned, being located within the ditch, in front of the ramparts, which form an integral part of the northern defences to the town.

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

5.2.4 Berwick’s Future vision identified Eastern Lane, Parade and Quayside as all being potential development sites. However, if all three sites were to be developed, this would result in a significant loss of parking.

5.2.5 Approximately 150 spaces in the Castlegate car park are overflow spaces provided on grass adjacent to the ramparts. During Summer 2008 wet weather meant that this area became waterlogged and unsuitable for parking. Berwick Borough Council has proposed a programme of engineering works to improve the drainage on the site and to lay a new mesh surface to maintain the appearance of the grass. Approval for this work is required from both the Department for Culture, Media and Sport (as the area is designated a Scheduled Ancient Monument) and from the Local Planning Authority. English Heritage has advised that the use of this space for car parking would harm the setting and interpretation of the fortifications of Berwick. However, English Heritage has agreed that the works may be acceptable in principle provided that the use of the overflow area is for a temporary period of 5 years whilst other, more appropriate solutions are sought.

5.2.6 Were these spaces to be lost, in addition to spaces lost to new development, a significant shortfall in parking capacity would result. Table 5.1 summarises the likely shortfall.

Table 5.1: Potential future loss of parking capacity

Number of spaces % Occupancy Current capacity 1300 Eastern Lane -41 Parade -79 Quayside* -79 Castlegate overflow area -150 Future capacity 951 Weekday demand 960 101 Saturday demand 850 89 *50 spaces at Quayside have been assumed to retained

5.2.7 Weekday demand would be over 100% of available capacity and this excludes any future growth and additional demand resulting from the new developments themselves. Such a large loss of parking would lead to increased congestion, a poorer quality town centre environment and significantly impact the economy of the town centre.

5.2.8 As part of the baseline data gathering, a review of potential new parking locations was undertaken. A potential site is available adjacent to Berwick Castle close to the rail station and it is understood that negotiations are ongoing with Network Rail to secure this site. Nevertheless, the site is relatively small (40 spaces) and given that the existing station car park is full and that vehicles overspill onto North Rd and Castle Terrace, it is likely that this would serve only rail users during the week. It would, however, provide additional visitor parking at the weekend.

5.2.9 The potential to provide additional parking at the Berwick hospital site has also been examined, but, given its constrained access, it may be more appropriate to develop this site for housing.

5.2.10 Options to provide a multi-storey car park have also been considered and these are discussed in more detail in Section 5.5 below.

5.2.11 Finally, the potential for Park & Ride has been investigated but discounted. Parking charges in the town centre have to significantly higher than parking at the Park & Ride site for a scheme to be successful. Increasing town centre charges to a suitable level would be unacceptable to local businesses. The increased journey time to the town centre would also be unattractive and might encourage

Railway Station

Castlegate

Wallace Green Coxon’s Lane Kwik Save Castlegate .The Parade

Walkergate Chapel St.

Marygate

Church St.

Woolmarket Maltings

Hide Hill Ravensburne

Bridge St. Silver St.

Sandgate Foul Quay Ford Walls

Figure 5.1: Existing parking locations BERWICK UPON TWEED.

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drivers to travel to other destinations, reducing Berwick’s overall competitiveness. Nevertheless, there is merit in trialling a scheme during peak summer weekends, targeting tourists, to relieve pressure on visitor parking.

5.2.12 In summary, the review highlighted that there are limited options for new parking provision. Therefore, the strategy has had to consider which locations should be retained for parking and which sites should be released for development or to improve the environment.

5.3 Appraisal of spaces 5.3.1 The appraisal of each space has taken into account the conservation character appraisal for each site, the potential benefits that may be gained (both environmental and regeneration) and the impact on parking supply and the aims of the parking strategy in general. A summary of the existing character of each space is given below.

Eastern Lane 5.3.2 The Eastern Lane car park is one of a number of accidental spaces created within the town centre. Its central location and setting for the town's Arts Centre suggests that it should function as more than a poorly surfaced car park surrounded by the backs of buildings facing Marygate and Hide Hill.

5.3.3 In its present condition, it is probably the poorest quality space within the ramparts. It does, however, have the potential to become a landmark cultural space at the very heart of the conservation area. Improvements to its character and appearance would also help create a new pedestrian link between Marygate and Bridge St, reinforcing both Bridge St and the redeveloped Granary, Hide Hill, and the lower part of the town in general.

5.3.4 The enhancement of the space would provide a more appropriate setting for the Maltings Art Centre and contribute to better integrating and positioning the cultural centre within its surroundings, both in terms of function and appearance. The space could become a focal point in its own right, as well as providing a new venue for outdoor activities such as cinema and theatre in the summer, and an additional location for the market. Its redevelopment would link key elements of the town centre and encourage a strong and diverse town centre experience, while improving people’s perceptions of Berwick and encouraging socialising and interaction.

Parade Ground and Barracks 5.3.5 The Parade is a formal and significantly scaled space; it provides a reminder of its former military purpose and contrasts with the rest of the town centre street pattern. It provides an attractive pedestrian route from Walkergate to the ramparts and Magdalen Fields, and offers one of the few opportunities to experience the walls from inside rather than outside the town. In particular, the ramparts grassed, inward facing aspect can be fully appreciated, providing an appropriate setting for the Holy Trinity Church and the Barracks themselves.

Quayside 5.3.6 The Quayside is a triangular area of reclaimed land running east along the Riverside Edge. It is backed by the high Quay Walls which are topped with historic commercial and residential buildings. Although not now in use as a quay, the place has abundant evidence of its working past.

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

5.3.7 The Quayside is the only part of the town to have been developed adjacent to the ramparts. It is firmly connected to the river and estuary, and it provides a strong visual link between Berwick and the lower, flatter Tweedmouth and Spittal river banks. As a once-working waterside area, the Quayside is partly comparable to Tweed Dock although the current character of the latter is much larger in scale and more modern in character.

5.3.8 Today, the space can be divided in two. The narrower northern part is a heritage destination, complete with interpretation. The wider southern part, which is used for car parking, is identified in the UDP as a major development site. This has recently been purchased by One North East and it is anticipated that the site will be developed in the short to medium term.

Ramparts and Castlegate car park 5.3.9 The ramparts are the dominant feature of the town and their wall-top walks are one of the area’s greatest assets. The ramparts offer unlimited panoramas of the town, coast and estuary. Their character changes significantly along their length; along the western section, they are hidden by development, whilst the eastern and northern sections are prominent from both outside and inside the town.

5.3.10 The ramparts are particularly impressive when viewed from Magdalen Fields, Pier Road and the Quayside areas. The north east corner at Holy Trinity Church is also extremely attractive, Here the contrast between the foreboding facade and the grassed church grounds and tree canopy within are particularly marked.

5.3.11 The western and southern stretches of the ramparts are smaller, edging both the water and Quayside, sitting attractively between the Quayside setting and the housing on Quay Walls. Nevertheless, they remain significant structures and provide expansive views across the estuary.

5.3.12 Along the northern section, the setting of the ramparts has been partially compromised by the adjacent supermarket and Castlegate car park which sits within the green moat. Development to the north also impacts on the outlook. Nevertheless, the wall-top walk remains attractive, particularly the southerly aspect.

Appraisal of spaces 5.3.13 In appraising the above spaces, the strategy must recognise that part of the Quayside site has now been sold to One North East and that this will be developed in the medium term, with a consequent loss of parking.

5.3.14 Of the remaining spaces, the Parade is considered the least problematic. It is an attractive space in its present condition and provides important parking provision close to the Barracks and civic quarter. A key aim of the regeneration strategy is to develop the Barracks as a tourist destination and the provision of an appropriate number of parking spaces in the Parade will be important in supporting this initiative. It is therefore considered that any improvements represent a longer term and lower priority opportunity.

5.3.15 Even with all parking at the Parade retained, insufficient parking provision would be provided overall if spaces were lost at both Eastern Lane and Castlegate.

5.3.16 It is the view of the consultant that it would be preferable to develop the Eastern Lane site while retaining overflow parking in Castlegate until an appropriate exit strategy can be agreed. There are number of reasons for this choice and these are summarised below.

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

5.3.17 The benefits of developing Eastern Lane are significant - it is by far the poorest quality space within Berwick and its development offers a real opportunity for change. The creation of a landmark space at the very heart of the conservation area would result in a significant improvement to its character and appearance. It would also help create a new pedestrian link between Marygate and Bridge St, reinforcing both Bridge St and the redeveloped Granary, Hide Hill, and the lower part of the town in general.

5.3.18 By contrast, the setting of the northern section of the ramparts is already affected by the adjacent supermarket and car park. Removing the Castlegate overflow parking area would result in modest benefits, by comparison, as the overall setting would remain compromised. Assuming only the overflow parking area was removed, only around a quarter of the length of the northern section of green moat could be returned to its natural state.

5.3.19 Castlegate is only one small part of the ramparts experience. Quayside and the Parade are also important elements, and arguably more unique spaces. The green moat setting, in which the car park sits, is repeated along the northern and eastern flanks of the walls. Given that development to the north also intrudes on the ramparts setting, it is considered that the eastern facade’s setting in the landscape is more imposing and significant.

5.3.20 Clearly, formalising the use of the overflow parking area is a compromise, however, it does help protect the Parade and Quayside spaces, and the town centre economy. The ramparts and Berwick are interconnected - while the ramparts are Berwick’s most important asset, it is important that the walls continue to protect a thriving town centre. This was the purpose for which they were constructed and it is in this context that they should be most appreciated.

5.3.21 By investing in a high quality scheme for the Castlegate, many of its impacts could be mitigated. Its location does ensure that visitors are immediately aware of the walls and the introduction of a sympathetic surfacing and lighting scheme, together with new interpretation boards and wayfinding, could significantly enhance the visitor experience.

5.3.22 Castlegate is well located to promote the ramparts to the visitor. In particular, new signing could encourage visitors to walk from the car park around the outside of the walls, across Magdalen Fields. This view point is currently poorly promoted, yet, it offers superb views of the ramparts in their setting.

5.3.23 Any improvement scheme would need to take on board English Heritage’s requirements that the overflow should only be used when needed and an appropriate barrier system be implemented. It would also be pursued on the understanding that no further overflow would be permitted and that its size would be reduced should appropriate alternative parking opportunities become available.

5.4 Option appraisal 5.4.1 Having considered the context of the strategy, the detailed options, identified in Section 4, have been collated and appraised against the study objectives in order to determine which should be taken forward as part of the final strategy. Measures have also been considered in terms of technical, operational and financial implementability and public acceptability.

5.4.2 A full summary of the appraisal is given in Appendix 3.

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

5.5 Option sifting 5.5.1 The appendix presents the full range of options suggested as possibilities for inclusion in the strategy. Not all options are appropriate. Some will not help towards the achievement of the study objectives and others may help but at prohibitive expense. For this reason, each option has been scored against the 1 study objectives as well as against standard WebTAG objectives relating to their technical, operational and financial implementability and public acceptability.

5.5.2 Measures which have a moderate or severe disbenefit for any objective have been automatically rejected as have objectives which have a low score overall relative to the remainder of the group in which they lie.

5.5.3 Amongst the car parking measures only those scoring 0 or less have been rejected. These are: reintroduce parking on Marygate construct a multi-storey car park

5.5.4 While short stay parking on Marygate would be convenient for those visiting the shops and businesses along this street it would have an overall detrimental effect on the quality of the town centre environment and would not be of benefit to businesses located off Marygate.

5.5.5 A number of stakeholders suggested that a multi-storey car park could be constructed to help provide: additional parking supply in the town centre, or an exit strategy from the overflow section of the Castlegate car park

5.5.6 Typically a new multi-storey car park would cost up to £10,000 per space – a 400 space car park would cost approximately £4 million. Even if the capital costs for it’s construction could be found, it’s primary use would be as a long stay car park. Consequently, parking charges would be lower than for short stay use and it is, therefore, unlikely that it could it cover its operating costs on an ongoing basis.

5.5.7 Additionally, multi-storey car parks are not often popular and in towns where there is a choice of parking, they often remain empty. They are often perceived to be less safe (dark, broken lifts, etc) and require significant maintenance expenditure. While a possible site for the car park is on Walkergate, on the site of the old Kwik Save store, this site has also been earmarked for a skills centre. A second potential location is the Berwick Hospital site, but given the poor access arrangements, this may be better suited for residential use.

5.5.8 Clearly, there would be environmental benefits from the construction of a multi- storey car park; it would allow the partial relocation of the Castlegate car park out of the green moat in front of the Cumberland Bastion. Nevertheless, these benefits would be offset by increased traffic flows and congestion on Walkergate and Castlegate, inside the ramparts, should the site at Walkergate be chosen.

5.5.9 In the consultants view, it is unlikely that a multi-storey car park could be delivered in the short to medium term, given the cost and implementability issues involved. Consequently, it has not been possible to recommend this option as a viable exit strategy from the Castlegate car park overflow area.

1 Transport Analysis Guidance (TAG) has been developed to ensure that transport appraisal deals consistently with competing proposals, is even-handed across modes and take account of a wide range of effects. The guidance represents the Department for Transport's (DfT) attempt to ensure that transport appraisals are carried out effectively and consistently.

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

5.5.10 Amongst the suggested traffic management measures only one has been rejected as it scores well below the level of the others. This is the suggestion that northbound vehicles on Castlegate should not be permitted to turn right into the Castlegate car park. This does little to contribute towards the achievement of the study objectives and is likely to be unacceptable to the public.

5.5.11 All of the suggested public transport measures score reasonably highly against the objectives and all have been carried forward into the strategy.

5.5.12 One of the walking and cycling measures has been rejected; the suggestion that new pelican crossings should be supplied on Marygate and Hide Hill. While it is viewed necessary to signalise the Golden Square and Walkergate junctions, further traffic signals would impact upon the character of the town centre. Additional crossings on Marygate and Hide Hill would not contribute significantly to the study objectives and would be detrimental to the streetscape. The provision of a crossing on Marygate would also result in a significant loss of parking space.

5.5.13 All of the suggested streets, public realm and campaigning measures score reasonably highly against the objectives and have been carried forward into the final strategy.

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

6 The strategy

6.1 Strategy aims 6.1.1 The aim of the traffic management and parking strategy is to support Berwick’s Future vision, enhancing the economic vitality of Berwick while improving the urban environment. The strategy aims to reduce the dominance of the car within the medieval core while ensuring appropriate levels of parking are maintained in order to support the town centre economy.

6.1.2 Since the strategy sets out a vision over a 20 year period, it must be sufficiently flexible to take account of changing economic, environmental and development pressures over the period. The strategy has therefore been divided into short, medium and longer term measures. The overarching vision for each time frame is summarised below.

Short term vision (0-5 years) Reinforcement of the history of the town and improved perception of the ramparts and key attractions New pedestrian signage to improve wayfinding and encourage footfall in peripheral streets and to key tourist attractions Improvements to the quality of the Marygate space Improved efficiency of the use of existing parking spaces with long stay parking encouraged at Castlegate Improved pedestrian linkages at the Marygate / Golden Square and Castlegate / Walkergate junctions Redevelopment of the Eastern Lane car park as a Civic Square with commercial activity Encourage travel by non car modes

Medium term vision (5-10 years) Urban realm improvements extended to Bridge St and Hide Hill Development of the Quayside (including some public parking) Partial pedestrianisation / shared use space on Bridge St where pedestrians are given priority over the car Further reallocation of long stay parking within the ramparts for short stay use

Long term vision (10-20 years) The impact of the car on the town centre is greatly reduced with pedestrians and cyclists given full priority within the medieval core Large areas of shared use space Short stay and residents parking only within the ramparts Possible pedestrianisation of Bridge St and Old Bridge Redevelopment of The Parade car park

6.1.3 The parking strategy aims to reinforce the vision for Berwick as a successful, attractive and liveable town. It also supports the regeneration strategy and, in particular, the development of four key quarters:

6.1.4 Marygate: Enhancement of the retail quarter along Marygate and stretching southwards into the heart of the town centre through living over the shop, new retail on vacant sites, shop front improvements and traffic management.

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6.1.5 The Maltings / Eastern Lane: Creating a new civic centre for the town that links Marygate retail quarter to the independent shop offer on Bridge Street and over to Tweedmouth and Spittal via the Old Bridge. The public space would provide a new entrance to the Maltings theatre, Berwick’s key cultural centre, and provide the town with a civic heart, increasing the number of people walking around the old core and the south side of the town

6.1.6 The Parade: Strengthening of the cultural quarter around the Barracks through the promotion of new destination, institutional and commercial uses set within an enhanced public realm which links Parade, the Barracks courtyard and Wallace Green. Development of the cultural and amenity offer of the historic walls through the provision of enhanced signage, access and amenity lighting.

6.1.7 Hide Hill: Development of the evening economy, food, drink and entertainment offer along Hide Hill and stretching down towards the Quayside, itself marked by an enhanced public realm proposal and boutique hotel/restaurant offer.

6.2 The strategy 6.2.1 Berwick is one of a handful of walled towns in the UK; this, combined with its sea front location and rich building heritage are its greatest strengths. Unfortunately the town is exposed, like all places of its size and type, to the effects of global driving forces, notably market changes, personal mobility and choice. The town centre provides the role and function of a rural service centre, but faces competitive threats from more attractive retail and leisure alternatives outside its borders.

6.2.2 These pressures have contributed to a decline in the quality and vitality of the town centre, and are steadily eroding its attractiveness and physical fabric. In particular, the town centre feels dominated by the car, at the expense of the pedestrian experience.

6.2.3 This strategy seeks to redress the balance between the car and the pedestrian for the benefit of everyone. All drivers, once parked in the town, finish their journey as a pedestrian and value an attractive pedestrian environment. Improving the quality of the urban fabric, focusing on improved pedestrian spaces and linkages, benefits all who visit the town, either to work, to shop or for leisure.

6.2.4 The strategy also recognises that adequate car access and parking are key to the economy of any market town with relatively limited public transport and a large rural hinterland. Nevertheless, this must be effectively managed if it is to ensure economic vitality and to limit excessive traffic volumes. Key to a successful parking strategy is providing short stay / high turnover parking on-street near shopping areas and longer stay parking in less central locations. Parking restrictions are important in minimising congestion but are ineffective without an adequate enforcement regime.

6.2.5 Berwick’s peninsula layout offers advantages in that, within the ramparts, through traffic is confined to the A1167 Castlegate / Golden Square corridor. Even so, significant local traffic is generated by drivers searching for a car parking space in the town centre. By better differentiating the role of each car park, the strategy aims to reduce the number of these trips and so reduce overall traffic volumes, particularly on Marygate and Hide Hill.

6.2.6 Not all visitors to Berwick town centre have access to motorised transport and travel by public transport should be encouraged as an alternative to the car. Given Berwick’s location and large rural hinterland it is unlikely that bus and taxi passengers will ever make up a substantial proportion of the town’s visitors but it

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

is still important that these passengers are not marginalised when it comes to the provision of transport infrastructure.

6.2.7 In a compact town such as Berwick, walking should be an attractive way to travel around the town centre, and walking and cycling should be encouraged as an attractive alternative to the car, for shorter trips in general. Consequently, the strategy aims to reduce barriers to pedestrian and cycling movement.

6.2.8 Improved pedestrian signing is recommended with the aim of increasing footfall in the lower part of the town, enhancing its economic vitality. Berwick’s topography and ramparts make the town difficult to understand for the infrequent visitor; new signing and interpretation can encourage visitors to explore the town centre and attractions more fully. Visitors will have a more enjoyable experience and stay longer, boosting the local economy.

6.2.9 As noted above, attractive streets and public spaces are an important part of the overall attractiveness of a town centre. In the longer term, increasing the proportion of dedicated pedestrian space may be an important means by which the pedestrian environment can be improved. In the shorter term, a consistent approach to street furniture and vigorous maintenance programme can considerably improve the overall ‘feel’ of the town centre area.

6.2.10 New development is extremely important in any town in order to maintain and enhance the economy. The strategy seeks to take into account the Berwick’s Future regeneration proposals; it aims to support their implementation, while ensuring that a sufficient level of overall parking supply is maintained.

6.2.11 Finally, campaigns are an important method of encouraging travel by non-car modes. The strategy builds on themes already being developed, including promoting walking and cycling to school, the health benefits of walking and cycling and walking and cycling holidays. It also recommends new initiatives such as the promotion of car free weekends, in conjunction with town centre events, and UK and Europe wide events to encourage travel by alternative modes.

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

7 Strategy measures

7.1 Introduction 7.1.1 Individual strategy measures to support the overall strategy are summarised below.

7.2 Parking 7.2.1 Although there is a perception that it is difficult to park in Berwick, there are currently some 1300 spaces available which is adequate for a town of Berwick’s size. Approximately 450 of these spaces are in the Castlegate car park, to the north of the town with the remaining 850 spaces provided within the ramparts. The Castlegate car park provides both short and long stay parking with approximately 100 short stay and 350 long stay spaces.

7.2.2 A further 120 spaces are provided at the rail station although these serve rail users.

7.2.3 There is however an imbalance in provision; approximately 60% of all off-street supply inside the ramparts is long stay with only 40% short stay. This combined with a lack of enforcement of existing restrictions results in a limited turnover of spaces and a consequent lack of parking for shoppers and those on business.

7.2.4 Spaces close to popular destinations fill up early in the day as commuters arrive while spaces four or five minutes walk away stay empty. Shoppers arriving later in the day cannot find space at their destination and are forced to search elsewhere. Relocation of long stay parking to Castlegate would provide additional short stay parking within the ramparts, allowing five or six shopping trips to be accommodated in the same very popular space previously occupied throughout the day by a single commuter.

7.2.5 The location of the Castlegate car park makes it ideal as a tourist and visitor car park. It is on the main A1167 , outside the ramparts, yet only a short walk to the town centre. Existing signing to the car park is poor – signs are both small and cluttered. It’s location is such that visitors who miss this car park will find themselves either lost in the town centre core or driving straight out of the town. It is therefore important that the car park is clearly signed as the main car park for the town, preferably with clear advanced signs on Castlegate and the Royal Tweed Bridge. The implementation of Variable Message Signing (VMS) should also be considered, providing real time information on parking occupancy.

7.2.6 Within the ramparts, differentiating the role of each car park, through signing, pricing and length of stay restrictions, drivers will be encouraged to drive straight to their car park of choice.

7.2.7 Although parking supply is perceived to be at a premium, both the Castlegate and the Parade car parks have spaces available throughout the day. By charging differential prices, based on the role of each car park, parking demand can be better managed across the town centre.

7.2.8 Existing charging anomalies should also be reviewed – for example, it is currently cheaper to park in the Maltings car park for between 1 and 2 hours than at Castlegate. Long stay and more remote car parks should be cheaper than short stay and central car parks in all circumstances.

7.2.9 With the exception of the Parade, the maximum length of stay in short stay car parks is 2 hours. As long stay parking is relocated outside the ramparts,

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

consideration should be given to providing additional parking with a maximum length of stay of 3 hours. This should be provided at locations where short stay demand is anticipated to be lower such as at the Quayside and Coxon’s Lane.

7.2.10 Berwick Borough Council took on the land to operate the Bridge St car park with a covenant that it remains free – this covenant would need to reviewed, in consultation with Bridge St traders, if charges were to be introduced. While free parking is inconsistent with the general strategy aims, it should not preclude the review of charges and waiting restrictions at other car parks. Nevertheless, it is recommended that the Council discuss the potential benefits of implementing a charging scheme with the Bridge St traders. In particular, charging would help: improve enforcement of the car park, increasing vehicle turnover, reduce congestion, both in the car park and elsewhere in the town, and help fund improvements to its general appearance

7.2.11 Other elements of the strategy are specifically designed to encourage increased footfall on Hide Hill and Bridge St. Improved pedestrian signing and the redevelopment of The Maltings space will improve linkages to these areas. The reallocation of remaining parking at the Quayside for short stay use, following its redevelopment, will also help support this area of the town centre.

7.2.12 On street parking charges are presently lower than off-street encouraging a “stop and shop” culture. Clearly, very short stay parking is required to allow drivers to pop in for small items of shopping, therefore it is recommended that on-street length of stay restrictions are amended to reduce the maximum length of stay, or priced at a premium to off-street to better differentiate on and off-street supply.

7.2.13 The baseline survey indicated that a significant proportion of short stay parking durations are in excess of the maximum length of stay (this despite the survey been undertaken on a day with a significant traffic warden presence). It is therefore recommended that measures are developed to improve enforcement, which will in turn increase parking turnover. Improved enforcement of bus stop restrictions should also be prioritised; although local buses are low floor and have disabled facilities, they are often unable to pull up sufficiently close to the kerb for these to be used effectively.

7.2.14 No coach parking is presently provided in or near the town centre – coaches are advised to park on the outskirts of the town at Newfields. A key aim must be to provide suitable coach parking to attract an increased number of coach tours which form an important segment of the tourist market. In the short term it is recommended that arrangements at Newfields are made more formal. In the medium term it is recommended that an alternative location is found. A location close to the river at Tweedmouth has merit, in that it is accessible from the A1, walkable from the town and offers an iconic view of Berwick. No obvious site is currently available, however, and it is therefore recommended that a potential site is identified as ongoing development opportunities arise.

7.2.15 Park & Ride schemes have been most successful in historic towns and cities. However, to be successful there must be a significant price differential between the Park & Ride site and the cost of parking in the town or city centre and the town must be large enough to generate sufficient demand. Given Berwick’s role as a market town and the importance of the car as a means of access, it is not considered that the implementation of Park & Ride as a seven day operation is appropriate in the short to medium term. There is merit, however, in trialling a scheme during peak summer weekends to relieve pressure on visitor parking. Tourists are more likely to use such a scheme than local residents and commuters. By enhancing the existing town centre bus service (to a 15 minute frequency for the duration of the scheme) costs can be reduced while local

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

residents benefit from an improved local bus service. As the scheme develops, the period of operation and days of the week on which it operates can be expanded and its performance monitored. In order to keep costs down, existing parking locations could be used. The Ramparts Business Park and Tweedside Trading Estates both have ample parking and this is largely unused at the weekend. Shieldfield Park is a further location which could be implemented at relatively low cost. All these sites are located on the periphery of the town and are well located to catch visitors from the north of England and Scotland.

Table 7.1: Parking

Parking CP1 Work with English Heritage to secure the use of the overflow Castlegate car park in the short term CP2 Work with English Heritage to prepare an exit strategy from the Castlegate car park. Options include: extending the use of the overflow area for an agreed further period making the Castlegate overflow area permanent, with a significant investment in a high quality scheme identifying new parking opportunities CP3 Phase the relocation of long stay parking outside the ramparts in order to increase short stay supply in the town centre and help support local shops and businesses CP4 Better define the role of each car park (possibly through the introduction of a colour coding system) CP5 Improve car park signing, including VMS (particularly for visitors to encourage use of the Castlegate car park) CP6 Review parking charges to: better manage demand – e.g. lower charges at less popular car parks make on-street car parking more expensive than off-street for the same length of stay address existing parking anomalies CP7 Review length of stay restrictions to: encourage visitors using the Castlegate car park to stay longer (visitors currently have to choose between staying for less or more than 3 hours) Provide additional 3 hr short stay parking where demand is lower CP8 Improve enforcement of parking and waiting restrictions CP9 Review parking permit charges and availability to maintain consistency with the strategy aims CP10 Monitor demand for disabled parking - liaise with stakeholders to provide additional spaces as demand necessitates CP11 Formalise coach parking at Newfields in the short term (but review opportunities for parking closer to the town centre as opportunities arise) CP12 Develop a Park & Ride service (initially during summer weekends based on an enhancement of existing public transport services)

7.3 Traffic management 7.3.1 It is recommended that a scheme is developed to implement traffic signal control at the Golden Square and Walkergate junctions to reduce vehicle conflicts and improve pedestrian crossing opportunities.

7.3.2 A scheme to improve strategic and local direction signing should also be developed.

7.3.3 A key aim of the parking strategy measures is to better differentiate car parks in order to reduce the number of drivers searching for a space in the town centre. This will help to reduce overall traffic volumes on Marygate and Hide Hill.

7.3.4 Geometric constraints mean that options for other significant traffic management measures are limited. One-way systems increase journey length and can result in inappropriate speeds. Other measures such as the increased used of shared

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

space areas and the possible closure of Bridge St are discussed under the Streets and Public Spaces section.

7.3.5 The Marygate / Church St / Hide Hill / Woolmarket junction is particularly constrained with a high number of conflicting movements. It is recommended that road markings and signing at this junction are replaced to better define vehicle priorities.

Table 7.2: Traffic management

Traffic management TM1 Implement traffic signals at Marygate / Castlegate / Golden Square and Castlegate / Walkergate to reduce traffic / pedestrian conflicts TM2 Improve / replace directions signs in the town centre TM3 Repaint road markings and review signing at the Marygate / Church St / Hide Hill / Woolmarket junction to better define vehicle priorities

7.4 Public transport / taxis 7.4.1 Measures to replace bus shelters and improve timetable information are relatively low cost, they can be implemented quickly, and would help improve the image of public transport within the town. It is, however, recommended that the chosen design for new bus shelters reflects the outcomes of the design guide for street furniture.

7.4.2 Real time bus passenger information has been introduced throughout the UK and the technology is now affordable and robust. It is recommended that the potential for such a system is explored in conjunction with the county council, neighbouring authorities and local bus operators.

7.4.3 Existing town centre bus services operate at a half hourly frequency during the day time and evidence suggest they are well used. Opportunities should be explored to strengthen these services through partnerships with bus operators and available grants. As noted above, should a summer Park & Ride scheme be progressed, it would be most cost effective to base the bus service on an existing route. An increased frequency would be required and this would benefit local residents.

7.4.4 Improved signing of existing taxi ranks in the town centre, together with an information listing taxi firms and charges would help improve visitor awareness.

Table 7.3: Public transport / taxis

Public transport PT1 Replace bus shelters, including new seating and lighting PT2 Improve the quality of bus stop timetable information (through improved cooperation and support to bus operators) PT3 Explore the potential for real time bus information with the operators, the county council and neighbouring authorities PT4 Reinforce and strengthen town public transport services (possibly in conjunction with Park & Ride) PT5 Develop proposals for a low energy hop-on/off bus to improve access to the town centre PT6 Improve facilities and information and town centre and station taxi ranks

7.5 Walking / cycling 7.5.1 The Berwick’s Market Town Welcome study identified that visitors and tourists have difficulty in understanding the layout of the town and its attractions. New

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

pedestrian signage should be prioritised to help wayfinding in the town centre. This will help encourage pedestrians to explore the town centre and in particular Hide Hill, Marygate and the Parade areas, enhancing the economic vitality of these areas.

7.5.2 The signing of the ramparts is presently poor and the first time visitor may not appreciate that they are open to the public and provide an excellent walking route around the town. Once on the ramparts, the experience is similar to an open top bus tour, with excellent views of the town centre, towards the sea and across the Tweed to Spittal and Tweedmouth. Improved signing of the entry points to the ramparts should be prioritised.

7.5.3 Although there is a national cycle route through the town, this is poorly signed. New signing should be provided to highlight the connectivity of the town. This together with increased promotion can help Berwick develop itself as the ideal centre for walking and cycling holidays.

7.5.4 Additional cycle parking facilities should be provided at key local and tourist destinations.

7.5.5 Advanced stop lines for cyclists have been introduced throughout the UK and are implemented as standard as part of the upgrading of any junction in most towns and cities. It is therefore recommended that all new junctions incorporate these facilities.

Table 7.4: Walking / cycling

Walking / cycling WA1 Improve pedestrian signing to: encourage pedestrian footfall on Hide Hill, Bridge St improve wayfinding for tourists explore the ramparts TM1 Implement traffic signals at Castlegate / Golden Square to reduce traffic / pedestrian conflicts WA2 Better sign existing national and local cycle routes WA3 Develop the local and sub-regional cycling network WA4 Provide additional cycle parking facilities WA5 Introduce advanced stop lines for cyclists at junctions throughout the town

7.6 Streets and public spaces 7.6.1 Streetscape improvements are being developed by Berwick Borough Council for Castlegate, Golden Square and Bridge St and these should be implemented as funding permits. A further scheme to complete Marygate and improve paving in Hide Hill should also be taken forward.

7.6.2 One of the key sites identified in the Berwick’s Future strategy is the Maltings. Although it is currently used for parking, there is the potential for the site to become a key civic square, removing either some or all of the parking. Proposals to enhance the Parade should also be developed as part of a strategy for The Barracks.

7.6.3 Historically, large vehicles have needed to access Hide Hill and Bridge St but in recent years the relocation of businesses has reduced this demand. The need to turn large vehicles is now less of an issue and it would therefore be possible to pedestrianise Bridge St, with vehicle access restricted outside certain times. A development of this option would then be to turn the Old Bridge into a pedestrian / cycle only link to Tweedmouth and Spittal.

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

7.6.4 Subject to the success of earlier schemes, a longer term aspiration would then be to extend the shared space scheme to Marygate and eventually all areas within the ramparts.

7.6.5 Clearly, the latter options could have a significant impact in traffic movement elsewhere in the town. It would therefore be necessary to undertake a full feasibility study into the proposals to fully identify the technical issues which might result from these schemes.

7.6.6 A summary of potential interventions is shown in Figure 7.1.

Table 7.5: Streets and public spaces

Streets and public spaces PS1 Develop a design guide for street furniture to ensure a consistent look throughout the town PS2 Undertake an audit of existing street furniture and replace worn or broken items (following the design guide) PS3 Improve maintenance of streets and street furniture and create a budget for such works PS4 Review the location of bollards on Marygate with a view to increasing the available space for pedestrians and the market PS5 Implement planned streetscape improvements on Castlegate, Golden Square and Bridge St PS6 Develop proposals for streetscape improvements on Hide Hill PS7 Develop The Maltings space as a new civic square PS8 Parade ground development and enhancement PS9 Turn Bridge St into a shared pedestrian / vehicle space with vehicle access restricted outside certain times PS10 Turn Old Bridge into pedestrian / cycle only link to Tweedmouth and Spittal PS11 Extend share space scheme to Marygate and ultimately all areas within the ramparts (except Castlegate / Golden Square)

7.7 New development / residents parking 7.7.1 While government policy aims to encourage car free development, it must be recognised that owning a car is necessary for most Berwick residents. Consequently, where possible, car parking should be provided for each residential unit. Given the development constraints, providing new parking will not necessarily be possible, and in such circumstances the local authorities should work with developers to identify an appropriate parking location for residents vehicles.

7.7.2 Certain new developments will result in a loss of parking spaces. Without knowing the detailed proposals for these it is not possible to fully determine their impact. Nevertheless, the loss of spaces should be monitored and parking provision should be adjusted to maintain an adequate level of short stay provision within the ramparts.

7.7.3 Residents parking permits currently cost £15 per annum (2008). Up to two permits are permitted including one visitor permit. Charges should be reviewed on an annual basis, based on increases in general parking charges and residential demand.

Main gateway - Transition from car dominated to pedestrian and places Opportunity to improve access into Opportunity to improve Castlegate Opportunity to recognise and build dominated environment town by locating information boards car park to a long stay parking site upon the rich cultural heritage as regarding visitor parking, attractions so to allow people to enter the town one of UK’s only walled town, by and special events such as market on foot and enjoy the distinctiveness introducing a new floodlighting Pedestrian and place dominated area days. of the town. scheme, improving the signage and information boards and the footways along the Walls. Key landmarks Opportunity to strengthening the asset and function of the gateway as main entrance into the town, as main intersection between the Key landmark - Ancient walls and moat Walls and Marygate and as important element Opportunity to revitalise the area for the legibility of the town. The gateway around the Parade and recognise its should mark the passage between a car importance in terms of cultural Priority town spaces for improvements dominated environment to a pedestrian heritage and tourist attraction. dominated environment. Main pedestrian links

Highway and car parks improvements

Key long distance views towards town

Opportunity to celebrate the distinctiveness of Access roads into town Berwick’s outstanding built form and its importance as market town and people’s place by consolidating the already started streetscape improvements and creating a place where people and not cars are the main focus and where its function as market town comes back to live.

Opportunity to strengthen the pedestrian links between the Parade and the Walls to Marygate and the riverside. Opportunity to introduce a properly co-ordinated pedestrian crossing to enhance ease of pedestrian movement, legibility and the perception of key points of movement in the town centre.

Opportunity to protect, enhance and celebrate key long distance views towards the town centre and towards the ancient walls and moat.

Opportunity to improve walkability and connection from Marygate to Opportunity to better integrate the Maltings Art Tweedmouth through the Maltings Centre into the main town centre area, providing and Bridge Street. an enhanced setting to the Maltings amenity and with a better link to Bridge Street consolidate the pattern of food, drink and entertainment established in the area.

Figure 7.1: Potential urban realm improvements BERWICK UPON TWEED.

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

Table 7.6: New development / residents parking

New development / residential parking DV1 Where new on-site parking cannot be provided, work with developers to identify appropriate alternative arrangements DV2 Monitor the loss of parking spaces as a result of new development and adjust provision to maintain short stay parking within the ramparts RP1 Review residents permit charges on an annual basis, based on increases in general parking charges and residential demand

7.8 Campaigns 7.8.1 There are a number of types of publicity / public information campaign which can help to encourage the use of non-car modes and so reduce congestion and increase the availability of parking space. One of the best known and best established of these is the ‘Safer Routes to School’ campaign which aims to facilitate and encourage pedestrian and cycle access to schools.

7.8.2 Other established methods include the provision of integrated transport information and emphasis of the health benefits of walking and cycling. The promotion of car-free holidays is an increasing market and Berwick makes an excellent base as a walking and cycling holiday. Car free weekends can encourage people to experiment with non-car modes and a town-centre marketing campaign can encourage people to visit the town who had not previously considered this.

7.8.3 Joining national and international campaigns also offers benefits – they help promote Berwick to a wider audience and helps residents appreciate that the traffic and parking problems Berwick faces affect similar towns and cities across Europe.

Table 7.7: Campaigns

Campaigns CA1 Promote walking and cycling to school CA2 Work with hotels and B&B’s to promote car free / reduced car use holidays CA3 Develop the town centre marketing campaign to encourage people to the town centre CA4 Promote health benefits of increased walking and cycling CA5 Provide an integrated transport guide to the borough CA6 Join international campaigns to discourage car use CA7 Promote car free weekends (in conjunction with key town centre events)

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8 Delivery & implementation

8.1 Introduction 8.1.1 Section 8.2 summarises the strategy measures in an action plan. Top priority actions, costings and funding sources for these, are provided in Section 8.3.

8.2 Action plan for delivery 8.2.1 Table 8.1 presents an action plan for delivery of the strategy. The table summarises the level of priority and timescale for each action. For the overall strategy to be successful it is important that one organisation takes a lead in each of the proposed measures. Partners and support organisations are also given.

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

Table 8.1: Action plan

Parking Priority Timescale Lead agency Partners CP1 Work with English Heritage to secure the use of the overflow Castlegate car park in Very high Short BBC / NCC EH the short term CP2 Work with English Heritage to prepare an exit strategy from the Castlegate car High Ongoing BBC / NCC BFP, BTC, NR park. Options include: extending the use of the overflow area for an agreed further period making the Castlegate overflow area permanent, with a significant investment in a high quality scheme. identifying new parking opportunities CP3 Phase the relocation of long stay parking outside the ramparts in order to increase High Short BBC / NCC short stay supply in the town centre and help support local shops and businesses CP4 Better define the role of each car park (possibly through the introduction of a colour High Short BBC / NCC coding system) CP5 Improve car park signing, including VMS (particularly for visitors to encourage use Very high Short BBC / NCC of the Castlegate car park) CP6 Review parking charges to: High Short BBC / NCC better manage demand – e.g. lower charges at less popular car parks make on-street car parking more expensive than off-street for the same length of stay address existing parking anomalies CP7 Review length of stay restrictions to: High Short BBC / NCC encourage visitors using the Castlegate car park to stay longer (visitors currently have to choose between staying for less or more than 3 hours) Provide additional 3 hr short stay parking where demand is lower CP8 Improve enforcement of parking and waiting restrictions High Short BBC / NCC CP9 Review parking permit charges and availability to maintain consistency with the High Short BBC / NCC strategy aims CP10 Monitor demand for disabled parking - liaise with stakeholders to provide Medium Ongoing BBC / NCC additional spaces as demand necessitates CP11 Formalise coach parking at Newfields in the short term (but review opportunities for High Short / medium BBC / NCC parking closer to the town centre as opportunities arise) CP13 Develop a Park & Ride service (initially during summer weekends based on an Medium Medium BBC / NCC enhancement of existing public transport services) Traffic management Priority Timescale Lead agency Partners TM1 Implement traffic signals at Marygate / Castlegate / Golden Square and Castlegate High Short NCC BBC / Walkergate to reduce traffic / pedestrian conflicts TM2 Improve / replace directions signs in the town centre Very high Short BBC / NCC TM3 Repaint road markings and review signing at the Marygate / Church St / Hide Hill / Very high Short BBC / NCC

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

Woolmarket junction to better define vehicle priorities Public transport Priority Timescale Lead agency Partners PT1 Replace bus shelters, including new seating and lighting High Short BBC / NCC PT2 Improve the quality of bus stop timetable information (through improved High Short BBC / NCC PRY, ARR cooperation and support to bus operators) PT3 Explore the potential for real time bus information with the operators, the county Low Medium BBC, NCC PRY, ARR council and neighbouring authorities PT4 Reinforce and strengthen town public transport services (possibly in conjunction Medium Medium NCC PRY with Park & Ride) PT5 Develop proposals for a low energy hop-on/off bus to improve access to the town Low Medium NCC centre PT6 Improve facilities and information and town centre and station taxi ranks High Short BBC Walking / cycling Priority Timescale Lead agency Partners WA1 Improve pedestrian signing to: Very high Short BFP BBC, BTC, BTP, encourage pedestrian footfall on Hide Hill, Bridge St CS improve wayfinding for tourists explore the ramparts WA2 Better sign existing national and local cycle routes Medium Short BBC / NCC WA3 Develop the local and sub-regional cycling network Medium Ongoing BBC / NCC BFP, BTC, NT WA4 Provide additional cycle parking facilities Medium Short BBC / NCC WA5 Introduce advanced stop lines for cyclists at junctions throughout the town Medium Medium NCC BBC Streets and public spaces Priority Timescale Lead agency Partners PS1 Develop a design guide for street furniture to ensure a consistent look throughout Very high Short BBC / NCC BTC, BCT, BPT, the town BTP, EH, CS PS2 Undertake an audit of existing street furniture and replace worn or broken items Very high Short BBC / NCC BTC, BCT, BTP (following the design guide) PS3 Improve maintenance of streets and street furniture and create a budget for such Very high Short works PS4 Review the location of bollards on Marygate with a view to increasing the available High Short BBC / NCC BFP space for pedestrians and the market PS5 Implement planned streetscape improvements on Castlegate, Golden Square and Medium Short / Medium BBC / NCC Bridge St PS6 Develop proposals for streetscape improvements on Hide Hill Medium Medium PS7 Develop The Maltings space as a new civic square Medium Medium BFP BBC, BCT, BPT, BTP, EH, CS PS8 Parade ground development and enhancement Low Medium BFP NCC, BBC PS9 Turn Bridge St into a shared pedestrian / vehicle space with vehicle access Low Medium

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

restricted outside certain times PS10 Turn Old Bridge into pedestrian / cycle only link to Tweedmouth and Spittal Low Long BFP PS11 Extend share space scheme to Marygate and ultimately all areas within the Low Long BFP ramparts (except Castlegate / Golden Square) New development / residential parking Priority Timescale Lead agency Partners DV1 Where new on-site parking cannot be provided, work with developers to identify Medium Ongoing NCC BBC appropriate alternative arrangements DV2 Monitor the loss of parking spaces as a result of new development and adjust High Ongoing BBC / NCC NCC provision to maintain short stay parking within the ramparts RP1 Review residents permit charges on an annual basis, based on increases in Medium Ongoing NCC general parking charges and residential demand Campaigns Priority Timescale Lead agency Partners CA1 Promote walking and cycling to school Very high Ongoing CA2 Work with hotels and B&B’s to promote car free / reduced car use holidays High Ongoing NT CA3 Develop the town centre marketing campaign to encourage people to the town High Ongoing BFP BBC, BTC, BTP, centre CT CA4 Promote health benefits of increased walking and cycling High Ongoing NCT / NCC CA5 Provide an integrated transport guide to the borough Medium Short BBC / NCC CA6 Join international campaigns to discourage car use Medium Short BFP CA7 Promote car free weekends (in conjunction with key town centre events) Medium Short BFP

Key Short 0 – 5 years Medium 5-10 years Long >10 years

BFP – Berwick’s Future Partners BBC – Berwick-upon-Tweed Borough Council NCC – Northumberland County Council BTC – Berwick-upon-Tweed Town Council BTP – Berwick-upon-Tweed Town Partnership BCT – Berwick Community Trust CS – Civic Society NT – Northumberland Tourism NCT – Northumberland Care Trust

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

8.3 Priority actions, costs and funding sources 8.3.1 Priority actions are summarised on the following pages and include: a review of existing parking charges and length of stay restrictions the signalisation of the Marygate / Golden Square / Castlegate and Castlegate / Walkergate junctions new pedestrian signing, and a design guide for street furniture and the replacement of worn and broken items

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

Review existing charges and length of stay restrictions Strategy measures CP2, CP3, CP5, CP6, CP7 Description Review length of stay restrictions within ramparts to increase availability of short stay parking

Better define the role of each car park (possibly through the introduction of a colour coding system)

Review parking charges to: better manage demand – e.g. lower charges at less popular car parks make on street car parking more expensive than off-street for the same length of stay address existing parking anomalies

Review length of stay restrictions to: Increase parking turnover on Hide Hill encourage visitors using the Castlegate car park to stay longer (visitors currently have to choose between staying for less or more than 3 hours)

Improve enforcement of restrictions Cost £20,000-£30,000 Funding sources Berwick Borough Council / Northumberland County Council Lead delivery Berwick Borough Council / Northumberland County Council organisation Other partners Berwick’s Future Partners Berwick Town Council Business groups within the town centre Timetable 2009 Next steps Review parking demand to identify those car parks which are at capacity and those where demand is lower Based on these data, identify a potential parking charge structure which seeks to charge more at popular car parks while encouraging increased use of less popular locations Identify one current long stay car park within the ramparts which should be converted to short stay parking to increase short stay supply Work with the Bridge St traders to introduce parking charges in the Bridge St car park. Charging would help improve enforcement, encouraging increased turnover. The reallocation of the Quayside car park for short stay use would also help support the Hide Hill / Bridge St area of the town Review length of stay restrictions in Castlegate to encourage visitors and tourists to spend longer in the town Identify measures to improve general enforcement, targeting key short stay car parks

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

Signalisation of the Castlegate / Golden Square and Walkergate junctions Strategy measure TM1 Description Implement traffic signals at Marygate / Castlegate / Golden Square and Castlegate / Walkergate to reduce traffic / pedestrian conflicts Cost Approximately £750,000 Funding sources Berwick Borough council / Northumberland County Council Developer contributions Lead delivery Berwick Borough Council / Northumberland County Council organisation Other partners Berwick’s Future Partners Timetable 2009 - 2011 Next steps Undertake a full site audit of geometric constraints Determine operation feasibility of developing proposals – microsimulation and Linsig / TRANSYT modelling Finalise preferred scheme Stakeholder consultation Implementation of scheme

VISSIM microsimulation model of the Marygate / Golden Square / Castlegate and Castlegate / Walkergate junctions

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

16.5m HGV track through the Marygate / Golden Square / Castlegate junction

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

New pedestrian signing and wayfinding Strategy measures WA1 Description Improve pedestrian signing to: encourage pedestrian footfall on Hide Hill, Bridge St improve wayfinding for tourists Better define the ramparts as a key route for visitors and tourists to explore the town Cost Maps signs approximately 7 @ £5,000 = £35,000 Finger post signs approximately 7 @ £1,000 = £7,000 Total £42,000 excluding installation costs Funding sources Berwick Borough Council / Northumberland County Council One North East Developer contributions Lead delivery Berwick Borough Council / Northumberland County Council organisation Other partners Berwick’s Future Partners Timetable 2009 ongoing Next steps Develop a design guide for street furniture Work with partners to identify key attractions and destinations Prepare finalised scheme for implementation

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

New pedestrian signing and wayfinding locations

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

Development of the cycling network Strategy measures WA2, WA3, WA4 Description Better sign existing national and local cycle routes

Develop the local and sub-regional cycling network

Provide additional cycle parking facilities Cost Signing approximately £10,000 Advanced cycle stop lines at junctions can be implemented as part of general traffic schemes Other interventions generally low cost Funding sources Berwick Borough Council / Northumberland County Council Developer contributions Lead delivery Berwick Borough Council / Northumberland County Council organisation Other partners Berwick’s Future Partners Northumberland Tourism Cycling groups Timetable 2009 ongoing Next steps As an extension to existing safer routes to school projects, develop a network of linked cycle routes Work with cycle groups and the tourist authority to identify key improvements which can help improve access to the National Cycle Network Work with cycle groups to identify locations for additional cycle parking facilities

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

Design guide for street furniture and programme of replacement of existing items Strategy measures PS1, PS2 Description Develop a design guide for street furniture to ensure a consistent look throughout the town

Undertake an audit of existing street furniture and replace worn or broken items (following the design guide) Cost £100,000 - £250,000 or more Funding sources Berwick Borough Council Developer contributions Lead delivery Berwick Borough Council organisation Other partners Berwick’s Future Partners Timetable 2009 ongoing Next steps Develop a design guide for street furniture Undertake an audit of existing street furniture Target key locations initially – Marygate and the replacement of existing bus shelters

Appendix 1: Best practice elsewhere

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

Berwick Upon Tweed | Traffic Management and Parking Study

Project City/Country Population Background / Objective Measures Implementation Outcome Leaflets & Visuals

Slow Ways Rotselaar, 15,068 *Densest motorway network of *Promote the use of RST *Increase *Reconstruction and repair by the town *Reconstruction or repair of important (or Routes for Belgium Europe *Unutilised former ease- walking and cycling *Involve all kind council of neglected ‘slow ways’ to provide recreational or functional routes *Realisation Sustainable ment or right of ways regularly of stakeholders including villagers, a means for healthy and safe mode of of safer junctions of RST with main roads Transport) neglected or appropriated *These usergroups and committees transport *Describe, map and evaluate *Provision of means for keeping the “slow routes are often free of cars and existing routes *Question stakeholders on ways” in good condition *Generally, the therefore safe and attractive for usefulness, relevance and importance of town council was very pleased with the pedestrians and cyclists the mapped routes and on their ideas for outcome of the process and will go on with improvement *Initiate a promotion cam- promotion campaigns *Sensibilisation and paign for using “slow ways”: a Sunday promotion are key activities for sustaining walk, an errand in the village center, com- RST * Raised awareness about the positive muting to work or to the railway station effect on health and ecology *Proved RST *Raising awareness of the positive haelth as safest and fastest means of short cuts aspect, ecological reasons and meaning and good networking of safety

Mobility Gothenburg, 495,563 *Car dominated environment *Participants signed an agreement *Participants were assisted by a life coach *After 6 months the number of participants Coaching Sweden especially due to commuters with the Traffic & Public Transport to set their own goals and keep their who drove to work every day decreased *Desire to reduce dependency Authority/LMC whereby they under- motivation up *Participants tested fitness, from 25 to 2 *All participants believe they on the car and emissions *Aim took to leave the car behind at least weight and muscle mass at the start and will continue with their new travel habits to change behaviour and attitude three times a week *LMC agreed to end of the project, and kept a travel diary *Emission of nitrogen oxides on work-relat- of car drivers to more sustain- support and encourage the partici- to clarify their behaviour. They were offered ed trips decreased by 60%, and the emis- able alternatives. *Target group pants to help ensure they managed to lectures on diet, movement and personal sion of carbon dioxide almost 50% *The were motorists who used no fulfil their side of the agreement motivation, as well as help in finding public project received a lot of media attention other means of transport than the transport routes and getting around to visit- *Mobility coaching will also be offered to private vehicle ing the cycle repair shop. new residents developing residential areas *The project has been evaluated through surveys and interviews *The project was part of the EU project BUSTRIP, involving 12 European cities around the Baltic Sea

Pedestrian Plan Geneva, 185,726 *To demonstrate to people *Implementation of a Pedestrian Plan *In 1998, the Grand Council of Geneva *The Plan of Pedestrian Itineraries in Switzerland that journeys within the city are (1995) set upon analysing pedestrians voted the “Law on the application of the Geneva is part of a global concept quicker on foot, by bicycle or by needs, detecting trip generators and federal law on routes for pedestrians and scheduled over 10 to 15 years, furthering using public transport than they networking neighbouring areas by routes for hiking”, encouraging their layout pedestrian mobility and safety *Includes a Walking are by car *Improve pedestrian inter-communal agreements and planning. *Detection and mapping catalogue of recommendations *Sixty-one road safety *Obtain continuity in of trip generators *Redefinition of orders new pedestrian crossings made safer *The the network *Beautify the city in of priority at crossroads *Set up prior- programme is awarded numerous prizes order to improve walking ity measures, associated with safety and including the Innovation prize for pedestrian complementary measures, associated mobility in 2001 with continuity and beautifying *Creation of routes and planning of safety mechanisms around schools *Valorisation of entrances to parks, places and squares within dis- tricts *Eliminate obstacles to pedestrians and moderate traffic at district level *Strong information campaigns

Pedibus Sacile, Italy 19,665 *To raise awareness of health *Participate in the “Safer City” *Children and parents have been ques- *124 children have successfully partecipat- problems related to traffic and campaign initiated at county level tioned on their movement habits *Children ed to the campaign *Children got to know fumes *Increase awareness for along with neighbouring communi- of various schools worked together to more about the place they live *Participating road safety *Improve quality of ties *Initiate a number of projects to establish a network of walking routes children have significantly increased their public realm *Introduce alterna- improve walking and promote road *Police have provided workshops on safety awareness for risks on roads, sense of tive and more sustainable modes safety *Work with schools to initi- on the streets *A catalogue on how to orientation and indipendency *Car traffic of transport especially walking ate the campaign for Pedibus to get behave on the road was set up *Parents has decreased especially for short trips and cycling *Identify opportunity children to walk to school and grandparents have been taught how between residential areas and schools *The for new public spaces *Raise to accompany children to school and project has been granted finance for the awareness in children and young adopt the function of “bus driver” for the coming years people about the place they live Pedibus *Doctors have consulted on the and how they get around importance of having breakfast and on the benefits of walking *Schools have been involved in the creation of leaflets, a mascot and a Pedibus song *Retailers have been involved in distributing leaflets and spread- ing information Berwick Upon Tweed | Traffic Management and Parking Study

Project City/Country Population Background / Objective Measures Implementation Outcome Leaflets & Visuals

Rivenditori di biciclette/Fahrradhändler

8 9

11 4 the European Car Free Day forms of traffic vehicle is the fastest, the cheapest and the by the public transport and walking, the car 13 1

2 10

campaign healthiest for everyday movements *The came last *The bike modal split in Bolzano 5 3

race was held between bike, car, bus and rose from 17.5% in the year 2001/2002 7 pedestrian in the heart of the historic city to 22.7% in 2005. The objective was to centre achieve 25% by 2007/2008

Velo Station Chambery, 60,900 *Increase the number of cycling *Since 2002, the city has introduced a *Extra cycle lanes were constructed *The bike station proves to be a success France trips and multimodal journeys bike station situated near the station. *Missing links along existing cycle routes especially amongst students generating throughout the city It offers cyclists two services: bike were eliminated *Electrical bycicles can be over 100,000 rented cycling trips every rent for short or long term periods and rented and cyclists are offered free bicycle year *The guarded bicycle storage service guarded bicycle storage check-ups has resulted in an increase in multimodal trips (train and bicycle) throughout the city

Bicycle San Sebastian, 183,308 *A series of actions designed to *Early 90s: creation of the first semi- *Modification of traffic flows in the town *Between 1999 and 2005 the number of Implementation Spain encourage the use of the bicycle pedestrian axis between La Plaza de centre *Implementation of bus-friendly cyclists tripled from 4,012 up to 11,945 as a means of transport *Bicycle Bilbao and El Boulevard, which also measures *Promotion of collective trans- *The bicycle now represents almost 2% of use as a contributor to the facilitated bicycle traffic and was one port especially bus / bike journeys within the municipality *The degree environment’s quality and energy of the first links in the network of non- of occupation of the municipal bike parking saving and for practical value as motorised itineraries *2000: the city facilities is 50%, meaning that over 1,800 a means of transport drafted its Bicycle Plan including a pro- cyclists are using them at any given time posed network of bicycle routes and a *Most journeys are still carried out on foot number of complementary measures (48%), while cars represent 28% and col-

Cycling (ex. bike parking facilities) *2005: 1) lective transport 18% creation of the Bicycle Observatory, an instrument designed to define the obstacles to advances in bicycle use in the city. 2) provide bike access to Municipal Bus Company’s routes

Cycling Leighton- 32,417 *Double cycle use by 2002 and *In 1996 the Government’s National *Cycle Training accessible to all *Install *Within Leighton Buzzard and Linslade Strategy Linslade, Great again by 2012 *Councils were re- Cycling Strategy was implemented appropriate cycle parking at key loca- around 1.5% of journeys are currently Britain quired to set a target to maintain to develop a comprehensive cycle tions *Increase opportunities for leisure made by bike, this figure could potentially or increase cycling as one of the network within the town and linking to cycling *Promote the use of Travel Plans climb to over 20% *On 31 March 2008 mandatory indicators of the sec- nearby villages by schools, employers, employees and Leighton-Linslade submitted a success- ond Local Transport Plan 2006/7 residents *Promote the needs of cyclists ful bid to become one of ten new ‘Cycling – 2010/11 during the planning of new developments Towns’ (the town is due to receive more *Regularly monitor cycle use and consult than one million pounds in funding over the with cyclists *Develop opportunities for next three years to accelerate the imple- cyclists to integrate with other forms of mentation of its Cycling Strategy, delivering transport, especially public transport new and better cycle lanes and a range of other measures designed to promote safe cycling.) Hoppa Bus Hexham – 10,682 *Shortage of suitable parking in *Introduction of the Hoppa Bus sys- *The Hoppa Bus System provided a *Satisfaction levels of the Hoppa Bus sys- Northumberland, the town centre rendering ac- tem to improve access to the centre 20mins service to various points round tem deemed, by MVA, to be very high Great Britain cess for visitors and shoppers by creating a link with the rail and bus the town centre, including bus and railway extremely difficult stations, the main car park and the stations *The service is fully accessible to centre wheelchair users

Prontobus Sarzana, Italy 15,000 *Improve the low frequency pub- *ATC S.p.A. (public transport com- *Prontobus has a more articulated network *The project is financed by Interreg lic transport network *Connect pany La Spezia) in collaboration with than an ordinary bus line and it can reach European Funds (15%), Ministry of neighbouring and newly built AMI S.p.A. (Mobility and Infrastructure localities not covered by the actual public Infrastructure and Transport (35%) and suburban residential areas La Spezia) has realised an “on de- transport network *Users phone the ATC private funds (15%) *Project started Bus *Guarantee a time and space mand” bus service to connect several call centre, book a ride stating their starting September 2007 and after the first month coverage larger than the actual suburban residential quarters to the and arrival point. The operator inserts infor- users were 224 and booking requests 871. public transport offer *Reduce city centre mation in a service programming software So far 13,000 people used the service. short car journeys and communicates the new route to the Daily between 60 and 70 used it with a driver *Strong communication and market- max of 100 users at peak time. It is very ing campaign popular among commuters that can register *The service has had an increase of 25% usage in areas covered by public transport and 50% in area less or not at all covered by regular bus service Berwick Upon Tweed | Traffic Management and Parking Study

Project City/Country Population Background / Objective Measures Implementation Outcome Leaflets & Visuals

Parking Zones Graz, Austria 252,852 *Through the constantly increas- *In 2003 the city introduced a concept *All parking spaces are monitored continu- *The traffic caused by commuters searching volume of the car traffic, for a graduated fee scale parking ally by private supervision institution *Blue ing for parking places was reduced signifi- conflicts in use of parking spaces space management - the “blue zones” zones are areas for short term parking cant, resulting in the reduction of emissions arose between the resident and the “green zones” *Revenues (af- and orientated to the inner city. Short-term and noise population, commuters and other ter substracting the costs for the pri- parking applies on weekdays from Monday parkers vate control-company) are committed to Friday from 9 am to 8 pm, and Saturday to improvements in public transport as from 9 am to 1pm. Residents have the well as intermodal infrastructure (ex. possibility to make an application for a Park & Ride) permanent parking permit *Green zones are areas for chargeable long-term parking. Parking is chargeable from Monday to Friday from 9am to 8pm. Saturday is free of charge. All green zones are marked by sign-boards on the entrance and the exit of the streets. Residents have the possibility to make an application for a permanent parking permit

Parking Zones Pecs, Hungary 156,576 *Resolve conflicts around free of *In the inner city a new parking *Four parking zone system: red zone *Reduced emissions through decreased charge parking spaces *Increase fee system with zones has been for the core of the inner city (expensive traffic in the central areas of Pecs the number of people using established parking with limited parking time), blue *Decrease in the average time of parking in public transport *Reduce environ- zone adjacent to the red zone (moderately the centre *Decreased use of private cars mental pollution *Improve working priced parking), yellow zone for the distant *Reduced the air and noise (-3%) pollution conditions parts of the city centre (rather low parking in the centre *Better living and working en- fee), green zone for outside the city centre vironment *Better circumstances for tourists (free parking) *New parking machines and *Better conditions to preserve and protect

Parking information boards were installed and the the UNESCO World Heritage sites streets were marked according to the new system

Parking System Sibiu, Romania 154,458 *Walls and brick towers were *Parking management strategy to *The historical centre has been divided *Due to the payment system half of the built in the fifteenth century for restrict parking within the historical into different parking zones: shorter term invested value for the mobile poles, fixed protection around the city centre centre mainly to residential and short- and more expensive close to the cen- poles and barriers was decreased *The *Densely populated city cen- term parking *Encourage visitors to tre *Doctors and disabled people enjoy number of parked cars in the historical tre, narrow street network and park along the edge of the Historical free parking *Residents can purchase a centre was reduced *Through the one- constantly increasing number of Centre subscription for one of three designated way traffic system, 1000 parking spaces private cars, put great pressure zones: parking access valid for the whole were created and covered the amount for on the urban fabric reducing town, for outside the edge of the city cen- residents parking its quality *Heavy traffic flows tre or for one of the parking sites inside the and parking problems were the city centre *Some squares are equipped consequence with a barrier system that can be accessed only with payment *Residents of pedestrian areas may access them by car after paying but are not allowed to park *Servicing can obtain a parking licence between 5am and 9am *Parking on Sundays is free Berwick Upon Tweed | Traffic Management and Parking Study

Project City/Country Population Background / Objective Measures Implementation Outcome Leaflets & Visuals Car Sharing & Stockholm, 802,611 *Reduce traffic and pollutions *Introduce an easy to use car pooling *An easy-to-use booking system was *It has been proved a real solution to the Car Pooling Sweden from car traffic (between 70 and and car sharing system developed *20 alternative fuel vehicles transport problems of rural areas *Gives 80% of emissions at present) aquired *A smart card for all modes of employees and employers more transport *Provide safe, modern and envi- transport including online booking facility options *Reduces the need for a private car ronmentally friendly vehicles for for pool cars was introduced *Businesses *In the district Ekeroe, the proportion of cars people who do not need a car on were invited to link with a car pool sys- with three people or more has increased a daily basis *Reduce transporta- tem or install the smart booking system. from 2 to 8% resulting in an expected CO2 tion costs *Before implementation, the council ran an reduction by 2005 of 20 tonnes/year environmental impact analysis to evaluate emissions arising from the transport used and suggested improvements to cut down costs by 10-20% and reduce environmental impact

Movement York, Great 193,300 *Problems with access to the *In 1990 York implemented a road *Development of the Millennium Bridge *Bus patronage up 49% *Over 1.9 million Strategy Britain town centre caused by increas- user hierarchy: Pedestrians, individu- in 2001 which provided new cycle and park and ride passengers (2003/2004) ing traffic congestion led to the als with disabilities and cyclists were pedestrian paths *‘Walk the Way to *UK’s top cycling city 2004 *Trips on foot direct promotion of more sustain- listed at the top, long stay car com- Health’ is a national initiative in order to rose by 73%, from 430,000 to 740,000 able methods of travel such as muters at the bottom tackle national health problems *Leaflets *Cycling rose 31%, from 220,000 to walking and cycling for explaining guided walking routes *The 290,000 *81% of drivers were aware of implementation of a park and ride scheme parking signs, of which 67% usually notice *28 car park guidance signs have been the information on them and take action used to raise awareness of drivers to car *84% of drivers found the information use- parking opportunities *Bus priority lanes ful, with 92% rating them as good or very *New FTR scheme (trams run on rubber good wheels without need for tracks)

Movement Cambridge, 108,863 *Enhance development of *Cambridgeshire County Council’s *Adult Cycle Training Scheme *Cambridge *80% support from 1,200 responses for Strategy Great Britain direct and stress free travel into Transport and Streets developed a dial-a-ride for individuals who have difficulty the introduction of pedestrianisation *75% Cambridge *Introduce a healthy, comprehensive traffic system for all gaining access to more conventional of local residents in Cambridge support individual and environmentally- sectors modes of public transport *Restrict car the Core Traffic Scheme *25% of residents friendly traffic system parking in the central area *Implementation cycle to work *Between 1993-2003 the of five park and ride sites *Cycle Locker number of private vehicles in the city centre Hire *”Initiative Safer Routes to School” etc. fell by 15% *Since 2001 bus patronage, on routes entering Cambridge, has risen 30%

Movement Chester, Great 77,040 *The historical walls encircle the *Develop a comprehensive system to *Introduction of pedestrianisation scheme *Since the use of appropriate pricing for Strategy Britain bounds of the medieval city and handle the increasing car traffic *3,000km of public rights of way in car parks, the level of central area long stay Mixed strategies constitute the most complete Cheshire *The Chester Cycling Campaign car parking has decreased 27% *The use city walls in Britain *A sensitive seeks to implement 100kms of cycle of park and ride has increased 40% *Traffic handling of traffic due to the walls routes and 20mph limits on city centre growth in the city centre has fallen 9% since was required *Handle a high roads, to make cycling safer and more 1995 *With pedestrianisation of Chester’s number of tourist traffic attractive *the four Park and Ride sites main shopping streets retail spending has provide a total of 3,170 parking spaces improved *The bus service runs every 10 minutes *Most vehicles are not allowed in the central shopping streets between 8.00am and 6.00pm

Movement Donaueschingen, 21,601 *Unattactive city centre due to *The district council developed a new *Traffic calming measures at the town *Traffic calming at the town hall square Strategy Germany increasing transit traffic led to a traffic system and redesigned the hall square and reducing of transit traffic *More attractive shopping environment strategic traffic management plan town hall square *Introducing traffic control (flow regulation) in the city *City centre more attractive for *One-way regulations and stoppages *Bike tourists and residents *517 free parking rental outlet *Well developed cycle path places *100 parking places at the park & network *Attractive ticket system for public ride station at the central station *Short term transport *Short routes for motorists due parking zones to a new connection between two main streets *Different parking zones with different price zones *Car sharing

Movement Neuchatel, 32,333 *The traffic authority wanted to *The traffic authority developed a *Bike rental outlet: city bikes, electrical *In 2005 Neuchatel won the “Swiss Strategy Switzerland develop sustainable mobility and movement strategy with focus on bikes and scooters (Trottinetts) *NewRide Ethicprize” for the campaign “Neuchatel in enhance public transport and cycling – offer for electrical bicycles *Offer “Onde movement” bicycle movement verte“ *Attractive ticket system for public transport *Park & ride in 9 places *Company cars *Car pool *”In town without my car!” events *Pedibus Berwick Upon Tweed | Traffic Management and Parking Study

Project City/Country Population Background / Objective Measures Implementation Outcome Leaflets & Visuals

Movement Lueneburg, 72,057 *Reduce private car traffic in the *The council adopted a cycle net- *A booklet was distributed with extended *The city won the award for most cycle Strategy Germany historical inner city work strategy, “Radverkehrskonzept information on quality of the cycle network, frendly city in the county of Niedersachsens Lüneburg 2015”, to increase the cycle time and distances, interesting sites and (“Fahrradfreundlichste Kommune movement to 25% of the whole traffic views, shops and leisure activities, cafes Niedersachsens“) *More than 900 bicycle volume *Strong marketing and com- and restaurants *Capacity of cycling park- parking spaces installed in and around the munication campaigns were initiated. ing stations improved, especially in shop- pedestrian zone and used to nearly full ca- ping areas, train stations, at the university, pacity *1,560 bicycle parking spaces at the industrial estates and at other various main station *The bike modal split rose from key locations *New bicycle routes were 13,9% (in 1996) to 22,1% (in 2006) built expanding the old ones *Natural gas powered buses with low-floor for better entry were introduced *The bus frequency extended *Shared calling-taxis schemes introduced *A website for commuters was initiated to encourage a car sharing system *Parking guided system *Traffic speed monitoring enhanced

Movement Ludlow, Great 9,548 *The city wanted to tackle con- *In 2006/7 the city developed a traffic *Park and ride at the eco-business park *Around a quarter of journeys to work in Strategy Britain gestion in the town centre system with a focus on car parking *Expansion of the real time bus informa- Ludlow, Market Drayton, central Oswestry tion schemes *Parking charges *Founded and central Shrewsbury are made on foot a new organisation called Parkright *The cost of Home Zones is an area which based in Shrewsbury *Plans for Demand may come under scrutiny *Numerous Responsive Transport (DRT) are being complaints to the council regarding £60 examined *New direct train link, linking parking fines Shropshire with London *Car parking home zones and off-street car parks *New signalised pedestrian crossings

Movement Whitby – North 13,594 *Areas around the harbour and * North Yorkshire County Council *A cycle forum was set up to examine *During public consultation, 76% were in Strategy Yorkshire, Great shopping streets are the most implemented a traffic management and act upon issues which affect cyclists favour of the park and ride scheme (plan Britain popular for tourists thus leading strategy *County wide target to spend a minimum B) *38% supported plans to extend the to significant traffic problems of £400 on improving cycling facilities *A car parking facilities (plan A) *44% oppos- new bus station *Issues regarding illegal ing such extension plans *The restriction parking in bus stops and taxi ranks *Park of traffic along the Pier Road and Khyber and ride (provides spaces for 250 vehicles) Pass route was supported by 80% of the *Junction and sign improvements at key questionnaire respondents locations *20mph limits in key locations in town Mixed strategies Movement St. Andrews, 18,000 *Many settlements are located *The Go-Flexi bus service was cre- *Some buses run like normal bus services, *The use of the Go-Flexi taxi services have Strategy Great Britain in rural areas with poor levels of ated to serve the rural hinterland of with specified routes and timetables but remained fairly stable throughout the year: public transport into main loca- east Fife they can be diverted if requested by phone Period 1 2008: 1130 passengers, Period tions of employment and services in advance *Other buses are more like a 2 2008: 1180 passengers, Period 3 2008: *No central car park with no taxi/bus service *Parking voucher scheme; 1190 passengers, Period 4 2008: 1159 resources or suitable location to you have to buy a scratch card voucher passengers develop one from local shops *Vouchers allow for a maximum of 2 hours parking *Summer park and ride scheme

SMILE Project Grenoble, France 157,900 *Promote sustainable devel- *Provide citizens with as much infor- *In 1996 the city launched a wide-rang- *There are now around 197 km of cycle opment in the urban area of mation as possible *Make walking and ing awareness raising campaign aimed at paths or tracks within the urban area, as Grenoble by reconciling quality cycling safer *Improve quality of life as improving travel conditions in the urban against 122 in 1994 *A new cycle and of life, environmental protection, well as air quality *Actively involve the area *The “30 zone” road network was footbridge across the river Drac was economics, and practicality start- inhabitants extended to provide safe space for pe- opened in 2002 *An architects competi- ing a 10 year programme (1999- destrians and cyclists *A continuity of the tion was launched for a second cycle and 2010) *The project’s aim was to foothpath network was ensured *Specific foot bridge to cross the south bypass promote environmental protection attention in raising safety was paid to without making a detour *The extension of and provide more efficient and sensitive locations such as crossings and the bike station was agreed and provides practical ways of travelling whilst school entrances *The local population 268 places equipped with bike lockers *By taking citizens’ expectations into was actively involved in the project through 2010 the aim is to achieve a reduction of account surveys, think tanks, public meetings, car traffic from 54% to 48%, an increase opinion polls, studies, etc. *Every year La in the use of public transport from 14% to Métro organises the bicycle festival, an 17%, a resurgence in the use of bicycles occasion designed to stimulate interest in from 5% to 8% and the consolidation of the cycling locally and to promote the useful- popularity of walking ness and practicality of the bicycle Berwick Upon Tweed | Traffic Management and Parking Study

Project City/Country Population Background / Objective Measures Implementation Outcome Leaflets & Visuals

Car-free Day Hanover, 522,944 *The council wants people to dis- *Introduction of the car-free day *Strong marketing campaign with distribu- *Initial difficulties during the planning, Germany cover the city without traffic noise *Closing the inner city area for cars tion of leaflets with a map and programme because many residents were against the and to encourage people to move from 8:00am to 8:00pm *A series of of events *The festival includes: guided city campaign *Residents are allowed to drive in without a car events are organised tours to raise awareness of climate change and out but exclusively thorugh designated *Bicycle station (incl. service, consultation, gates/streets and require resident permits repair shop, bicycle market) *Creative zones *The car-free day costs the city 25,000 Euro with artists and painters *Show-route for *The event was very successful: 75,000 inliners, mountainbikes and skateboarders people took part and supported the event *Velix-bicycle caps *Literature buses *in- that will now take place yearly formation desks for public transport in the Hanover region *Inliner-training *Production of leaflets such as “mobile without a car”, “right of way for movement”, “right of way for feet”, etc. to promote alternative transport modes throughout the year

European Perth, Great 43,000 *The city wants to facilitate wide- *European Mobility Week (EMW) is *Sustainable transport quiz at both events *Permanent measures implemented include: Mobility Week Britain spread debate on the necessity an initiative coordinated by the three - win a bike *Dr Bike - Health checks, greenways and new bike facilities, public for changes in urban travel pat- European city networks, EUROCITIES, riding advice *Cycle Commuter Course transport improvements, travel plans and terns, and in particular the need to Climate Alliance and Energie-Cités offers *Cycle Leader Course offers * Walk walking buses *Zone with restrictions on cut private car use *Every year, town centre streets close Leader Course offers *A series of promo- use of the private car: High Street, Perth to cars and lorries, and open up for tions *Various cycle events like the “Cycling *Section of Scottish and Southern Car Park people to enjoy walking, cycling, street Summer Programme” *ByCycle - The Perth theatre, live music, dancing, public art and Kinross Cycle Campaign and children’s play areas

European Koprivnica, 30,000 *Encourage people to use alterna- Since 2002 Koprivnica has participat- *A survey on citizens’ mobility patterns was *Koprivnica has been awarded the European Mobility Week Croatia tive traffic options like cycling ed in the European Mobility Week (an conducted in order to upgrade the exisiting Mobility Week Award 2008 for its outstand- and walking *Reduce traffic in the initiative coordinated by EUROCITIES, municipal sustainable mobility programme ing achievements during EMW 2007 and Campaigns city centre *Launch a three year Climate Alliance and Energie-Cités). *Several town areas have been closed previous editions *The traffic sustainability programme ‘Streets for People’ This initiates a series of programmes to motorised traffic for a day outside the programme ‘Town on the Move’, built 64 (2007-2009) that aims to make including: *Relocation of traffic in a Mobility Week in order to continue the km of cycle tracks as well as 84.5 km of the city 100% accessible for all three-year programme by which three public debate on the possibility of enlarg- cycle tourist tracks *Enlarged green spaces streets in the immediate town centre ing the pedestrian area *Introduction of by 30% *Involved numerous partners in the will be closed to motorized traffic, by traffic safety measures in the main town year-long promotion of cycling and walking which the pedestrianised area will be square *Initiate promotional and educational and thanks to its long-term efforts, cycling enlarged by 1.2 ha *Introduction of projects by schools, businesses and citi- has become a brand in the city public transport based on bio-diesel zens groups *Organisation of promotional fueled buses *Enlargement of the events such as the sale of bicycles and green areas by 30% in the three-year- cycling equipment, free bus service, bicycle programme *Promote city bike rental repair *Car-pooling promotion *Promotion of scheme of 150 bicycles *New bicycle pedestrian walkways and cycling tracks by rental scheme for high school students new signs, walking marathons and walking *Introduce traffic-calming zones in 13 trains, cycling promotion tours and promo- streets and squares in the vicinity of tion of new traffic safety measures *Initiate schools and kindergartens by means a partnership programme of promotion of of speed limits and raised street cross- walking for health purposes *Introduce new ings *Founded regional network of sus- cycling tracks and parking facilities for bicy- tainble mobility cities, using European cles *Planting of new trees along all new or Mobility Week as the first common reconstructed roads project Appendix 2: Case studies

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

Berwick Upon Tweed | Traffic Management and Parking Study

CASE STUDY: DONAUESHINGEN - GERMANY

Population: 21,601 Catchment: Blumberg, Bräunlingen und Hüfingen Key features: • “Donauquelle” (source of the Danube) • Fürstenbergisch Castle • Several historical buildings

Transport links: • National highways in the area: • B 27 Stuttgart - Schaffhausen / Schweiz • B 31 Freiburg - Lindau • B 33 Offenburg – Konstanz • Autobahn route: • Directly connected to the motorway A 81 Stuttgart - west Bodensee • Train links in the area: • Schwarzwaldbahn (Offenburg - Konstanz) • Höllentalbahn (Freiburg - Donaueschingen) • Donautalbahn (Ulm - Neustadt)

Movement The city had become congested due to increasing Strategy: through-traffic in the middle of the city. Therefore the town council redeveloped the town hall square to calm traffic and implemented different measures to reduce private car traffic.

Cycling: • There are bike rental outlets to encourage cycling. • There are well developed cycle path networks: “Donautalradweg”, cycle plan “Südbaar“ includes all cycle routes, adequate tracks and side streets without much traffic to improve conditions for cycling. • In 2002 and 2003, the city developed a campaign to enhance every day cycling called Cycling Campaign “BaarRADler”.

Public Transport: • Donaueschingen is the intersection of many regional bus routes with a bus terminal, and has many stations situated around the city. • Donaueschingen has 5 stations for the circle line train. The idea of the circle line train is to create a local traffic train system for rural areas. • 20 km of RegioShuttle routes from the “Hohenzollerischen Landesbahn”. • There is one train per hour between Bräunlingen, Donaueschingen, Villingen, Trossingen, Rottweil, Tuttlingen and Geisingen. Berwick Upon Tweed | Traffic Management and Parking Study

Public Transport: • The ticket system provides incentives to use public transport such as job-cards, subscriptions, annual cards, etc. (ordering of these can be done by phone or by internet). • Traffic network alliance. • “Call a bus”: provides an extended service to normal bus services in the evening hours and at the weekends. Passengers have to call 1 hour before departure.

Private Cars/ As a result of increasing transit traffic in the Parking : middle of the city (especially around the town hall square), the district council decided to redesign the town hall square in the 80s. The former car dominated, accident hotspot was developed into a meeting point for the residents and for tourists. Part of the redesign was a traffic control (flow regulation), which makes the city unattractive for through-traffic (due to one- way regulations and stoppages). New measure introduced include: • Shorter routes for motorists due to a new connection between the two main streets. (Due to this new connection, it is anticipated that the popularity of retail on the main streets will increase). • Increased traffic calming measures near the town hall square have reduced through- traffic and created a more pedestrian friendly shopping environment. • Different parking zones: • Park & ride: 100 parking spaces at the train station • 171 parking spaces in a limited parking zone • 274 free parking spaces without limit

Outcome: • Traffic calming at the town hall square • More attractive shopping environment for pedestrians • City centre more attractive for tourists and residents • 517 free parking places • 100 parking places at the park & ride station at the central station • Short term parking zones

Further information: • http://www.donaueschingen.de Berwick Upon Tweed | Traffic Management and Parking Study

CASE STUDY: NEUCHATEL - SWITZERLAND

Population: 32,333 Catchment: Serrières (Sarreres , 1270), Chaumont (Chumont), La Coudre (La Coudra , 1143) Key features: • Lake • Several historical buildings • University of Neuchatel

Transport Links: • Autobahn A5 • Highway 5 and 10 • Train station

Movement The traffic authority wanted to develop sustainable mobility and enhance public transport Strategy: and bicycle movement. They developed a movement strategy with a focus on cycling.

Cycling: • To encourage cycling in the city, there are numerous bike rental outlets. These include: • City bikes • Electrical bikes • Scooters (Trottinetts)

Bike rental can include free bike loan for 4 hours. After the fifth hour, a fixed price of 5 Swiss Francs or 3 Euros per bike (City bikes or E-bikes) must be paid. • Cycling courses for children and adults: Berwick Upon Tweed | Traffic Management and Parking Study

• Campaign “Prix Vélo 2007” (recieve a prize for cycling to work for one month). Cycling:

• NewRide – offer for electrical bicycles: untill the end of the year, everyone who lives in Neuchatel can benefit from 500 Francs off a bicycle or a scooter.

Public Transport: • To enhance public transport, the city council developed a ticket system to provide incentives to travel and to make the system easy to use for everyone. • Community day tickets of SBB • Offer “Onde verte“: to boost public transport use, every citizen will get a benefit by buying an annual subscription. • Extended bus route system: Berwick Upon Tweed | Traffic Management and Parking Study

Public Transport • Pedibus: The Pedibus works like a ‘school walking bus’. The children are picked up by a guide at Pedibus stations and guided safely to school.

Private • Company cars: Cars/Parking • 3 Electrovehicles from Think City www.thinkev.com • 2 vehicles from a car-sharing company Mobility www.mobility.ch • 22 Elektroscooter • 60 Natural gasoline vehicles • 20 Diesel vehicles (transporter etc.) with a particle filter • Car sharing pool: http://www.e-covoiturage.ch • Mobility newsletter: http://www.mobilservice.ch

There are 9 park & ride systems in operation:

Parquer et respirer en venant à Neuchâtel! Vous rencontrez de plus en plus souvent des problèmes de stationnement longue durée? Même en faisant preuve de beaucoup d'imagination? Pour vous permettre de gagner confortablement et sûrement votre lieu de travail, nous vous recommandons d'emprunter les transports publics.Toutefois, tout le monde n'habite pas à proximité d'un arrêt. Pour cette raison, des zones P+R (park and ride ou parking d’échange) ont été prévues autour de l'agglomération de Neuchâtel. Ces zones sont destinées (et réservées) à ceux qui désirent accéder en voiture à un arrêt des transports publics bien desservi et y stationner pour continuer leur déplacement en bus ou en tram vers le centre-ville.Une excellente manière de se garer sans avoir à s’énerver!

Acacias (Boudevilliers) 15 places. Ligne V TRN. Départs à 6.33/7.03/7.35/ 8.18 Zones Onde Verte: 50/52

Pierre-à-Bot (Neuchâtel) Port (Hauterive) 47 places. Ligne 9 TN. 30 places. Ligne 1 TN. Bus toutes les 10 minutes. Bus toutes les 6 minutes. Zone Onde Verte: 50 Zones Onde Verte: 50/51

Tuilière (Boudry) Dauphin (Neuchâtel) 20 places. Littorail (L5 TN) 48 places. Littorail (L5 TN) toutes les 20 minutes. toutes les 8 à 12 minutes. Zones Onde Verte: 50, 53 et 54 Zone Onde Verte: 50 Données cartographiques : CP100 © 2001 Office fédéral de topogr aphie (DV 571.3)

Gare du Tram (Colombier) Bas-des-Allées (Colombier) Port (Auvernier) Fontenettes (Auvernier) 25 places. Littorail (L5 TN) 15 places. Littorail (L5 TN) 14 places. Littorail (L5 TN) 45 places. Littorail (L5 TN) toutes les 8 à 12 minutes. toutes les 8 à 12 minutes. toutes les 8 à 12 minutes. toutes les 8 à 12 minutes. Zones Onde Verte: 50/53 Zones Onde Verte: 50/53 Zones Onde Verte: 50/53 Zones Onde Verte: 50/53 Berwick Upon Tweed | Traffic Management and Parking Study

Outcome: • ”In town without my car!” events • Member of the initiative the “European Mobility Week” - to encourage public awareness of the need to act against pollution caused by the increase in motorised traffic in the urban environment. • Campain “Neuchatel in Movement” - In 2005 Neuchatel had won the “Schweizerischen Ethikpreis” for the campaign “Neuchatel in Movement”.

Further • http://de.neuchatelville.ch Information: Berwick Upon Tweed | Traffic Management and Parking Study

CASE STUDY: ST. ANDREWS - SCOTLAND

Population: 18,000 Key features: • St. Andrews University • Historical coastal town • Tourist town • Listed on the Walled Towns Friendship Circle webpage

Transport Links: • A91 and A92 provide access to Dundee (North); A92 gives access to Dunfermline (South) and by connecting to the M90 via the A91 Perth and Edinburgh (North and South respectively) can be easily reached. • St Andrews Bus Station has regular buses to Dundee and Edinburgh. • The nearest train station is Leuchars Station and is a 10 minute taxi ride from St Andrews (approx 7 miles from St Andrews).

Many settlements are located in rural areas with poor levels of public transport into main Movement Strategy: employment and services locations. The city has no central car park, nor resources or a suitable location to develop one. They have developed a strategy to serve the rural hinterland of east Fife and reduce the increasing traffic in the city centre.

It is possible to walk across the town in just over half an hour, and most areas in town Cycling: can be reached within 15-20 minutes on foot, and 10 minutes by bike. Ceres, St Andrews and Pitscottie cycle routes and the Fife Kingdom cycle route both include St Andrews. There are a number of designated cycling lanes in St Andrews, which help to make the roads safer for cyclists. Berwick Upon Tweed | Trafﬁc Management and Parking Study

Public Transport The Go-Flexi bus service was created to serve small villages and hamlets in East Fife where the public transport system is poor. It covers the east area of Fife. It operates as a combination of a taxi and bus service. Services: F1, F2, F3 and F4 – F1 & 2 run like normal bus services, with speciﬁed routes and timetables but they can be diverted if requested by phone in advance. F3 and F4 are more like a taxi/bus service.

Private To reduce the car parking in the city, the council has implemented a parking voucher Cars/Parking scheme: central parking spaces operate this system where you have to buy a scratch card voucher from local shops. This voucher then has to be displayed clearly within the vehicle. Vouchers allow for a maximum of 2 hours of parking. As of 30th Aug 2008, new solar powered pay and display machines will be in operation and will replace the existing voucher system. The new machines are aimed to be more user friendly to residents and visitors over the old voucher scheme.

To reduce car parking in the city, the summer park and ride scheme was developed. It runs approximately from mid-June to mid-Sept. Car parking is free as is the bus into the centre. It operates from Petheram Bridge car park West, Petheram Bridge car park east and the bus station car park and then makes eight more stops in and around the centre. Berwick Upon Tweed | Traffic Management and Parking Study

Outcome: • Reduction of traffic in the city centre • Reduction of parking in the city centre • Improvement in public transport provision in the city • Use of the Go-Flexi taxi services (F3&F4) have remained fairly stable throughout the year: Period1 2008: 1130 passengers (310 used F3; 820 used F4) Period 2 2008: 1180 passengers (310 used F3; 870 used F4) Period 3 2008: 1190 passengers (370 used F3; 820 used F4) Period 4 2008: 1159 passengers (349 used F3; 810 used F4) Public consultation took place throughout East Fife. Residents living in rural areas were able to voice their concerns. People commented that there were not adequate services for them to travel to work, to further education and to interchange points for access to the Express Network.

Further • http://www.st-andrews.ac.uk/media/Cycle%20map%20with%20DRA.pdf Information: • http://www.fifedirect.org.uk/uploadfiles/publications/c64_lfmczk.pdf • http://www.st-andrews.ac.uk/media/parkride_2006.pdf • http://www.st-andrews.ac.uk/media/Cycle%20map%20with%20DRA.pdf • http://www.go-flexi.org/about.html Berwick Upon Tweed | Traffic Management and Parking Study

CASE STUDY: LUDLOW - ENGLAND Population: 9,548 Catchment: Overton; Henley; Middleton; Bromfield Key features: • Historic town – listed on the Walled Towns Friendship Circle webpage • Cited as a Cittaslow town (network of towns with an aim to promote slow routes and improve quality of life) • The largest of five market towns in south Shropshire

Transport Links: • The A49 provides a bypass road connecting to Shrewsbury in the north and Leominster and Hereford in the south. • The town is also served by a mainline train station connecting Ludlow to Shrewsbury and Cardiff.

Movement Strategy Increased traffic congestion and dangerous or illegal parking cause problems for all road users. Through a new developed traffic system, the city wanted to tackle congestion in the town centre in 2006/7. This has included:

Walking/cycling • New signalised pedestrian crossings. • Widening of pavements. • The promotion of walking and cycling to schools and employment locations is high on the council’s agenda. • Shropshire County Council drafted a Sustainable Travel to School Strategy which outlines sustainable and healthy modes of travel to school.

Public Transport • Plans for Demand Responsive Transport (DRT) are being examined. • New direct train link, linking Shropshire with London started April 28th 2008. From this date, a full timetable came into operation offering five trains per day on weekdays, four on Saturdays and three on Sundays. • Shropshire County Council produces area guides and other bus service leaflets. • Traveline-txt is a new service which provides the time of the next bus from a specific bus stop straight to your mobile phone as an SMS text message. The new text service is an additional way of finding bus times, in conjunction to providing leaflets and information at bus stops. Berwick Upon Tweed | Traffic Management and Parking Study

Private • A ‘liftshare’ scheme is in operation to encourage car sharing ( for more information see Cars/Parking https://www.liftshare.org/uk) • In an attempt to tackle congestion, the improvement of parking management rather than increased provision of spaces, is being practiced. Different parking zones with different price levels have been introduced. Home Zones have also been implemented with permits for residential parking available to residents of Ludlow. • Restrictions have been enforced to prevent informally parked cars in the market square. • South Shropshire District Council operates three off-street pay-and-display car parks in Ludlow. Off-street parking is charged for between 8am and 6pm seven days a week. One-month, six-month and twelve-month season tickets for off-street car parking can be bought from the District Council, which also administers and issues the residents’ permit system for on-street car parking. • Park & Ride site on Eco Business Park, to Ludlow Town Centre for just 50p. Buses run every fifteen minutes, Monday to Saturday from 7.25am with the last bus leaving the town centre at 6.25pm. Fully accessible low floor vehicles operate on the services and drop passengers in the town centre. • A new organisation called ‘Parkright’ has been founded with Civil Enforcement Officers to enforce parking regulations, give advice on where to park, assist with general directions and generally encourage responsible parking. Berwick Upon Tweed | Traffic Management and Parking Study

Outcome: • Access to Ludlow has been improved through enhancing the public transport and through walking and cycling initiatives. • Pedestrians now have increased priority in the centre of the town. • Around a quarter of journeys to work in Ludlow, Market Drayton, central Oswestry and central Shrewsbury are made on foot. • There has been some public opposition to the loss of parking.

Results of the Shropshire County Council 2006 Bus User Survey

Total number of responses received 411 N.B. Due to the responses received, the categories within each question may not add up to 100%

1.1 Bus Service Information - Amount of 1.2 Bus Service Information - Accuracy of information provided information provided

91.69% 93.09% 100% 100% 80% 80% 60% 60% 40% 40% 20% 8.31% 20% 6.91% 0% 0% Satisfied Dissatisfied Satisfied Dissatisfied

1.3 Bus Service Information - Ease of understanding 2. Information received through letterbox? information provided 80% 65.90% 91.55% 100% 60% 40% 26.50% 50% 8.45% 20% 0% 0% Satisfied Dissatisfied Yes No

3.1 Local Bus Service - Frequency of service 3.2 Local Bus Service - Provision of bus stops

100% 84.77% 100% 91.60% 80% 80% 60% 60% 40% 40% 15.23% 20% 20% 8.40% 0% 0% Satisfied Dissatisfied Satisfied Dissatisfied

Shropshire County Council Integrated Transport Unit Page 1 of 4 November 2006 Further • http://www.ludlow.org.uk Information: • http://www.shropshire.gov.uk/traveltransport. nsf/open/C0A378E87BCBA041802574810052E7F9 • http://www.shrewsbury.gov.uk/public/maps/parkright/whychange.htm Berwick Upon Tweed | Traffic Management and Parking Study

CASE STUDY: LUENEBURG - GERMANY

Population: 72,057 Catchment: Adendorf, Bardowick and Reppenstedt Key features: • The city is part of the Hamburg Metropolitan Region and one of Hamburg’s inner suburbs. • In 2007 Lüneburg was named a “Hansestadt” (Hanseatic city) as it was made a member of the Hanseatic League.

Transport Links: • Lueneburg is part of the transportation company Hamburger Verkehrsverbund. There are 11 bus routes in the urban area of Lüneburg. • The city has a main train station and a smaller station located in Bardowick. • Cities within easy reach by train of Lueneburg are Hamburg, Hannover, Lübeck, Lauenburg, Uelzen and Winsen.

Movement Strategy: The city wanted to reduce the increasing private car traffic in the historical inner city. They implemented different measures to increase cycling and public transport. The public traffic was bunched in the centre “Am Sande”, to free the pedestrian zone completely from traffic • Bicycle-parking: More than 900 bicycle parking spaces in and around the Cycling pedestrian zone. 1,560 bicycle parking spaces at the main station, 1,333 of them in a bicycle station. • Increased investement for restoring and enlarging cycle paths.

• Low-floor buses for increased Unterwegs mit dem ASM Die Abfahrtszeiten Mit dem ASM können Sie abends, wenn keine Busse Einsteigen . . . mehr fahren, von jeder Bushaltestelle zu jedem Ziel in- können Sie an allen Bushaltestellen in Lüneburg, Aden- Los geht´s Public Transport: accessibility for all users were nerhalb des Stadtbusgebietes, welches auch die Gemeinden dorf, Reppenstedt, Bardowick, Vögelsen, Deutsch Evern von der Adendorf, Bardowick, Reppenstedt und Vögelsen umfaßt, nächst- und Barendorf sowie an den zusätzlichen ASM Haltestel- Mit dem sowie nach Barendorf und Deutsch Evern gelangen. Alle gelegenen introduced len Grasweg (Sülzwiesen), Spechtsweg (Wilschenbruch), Bushalte- ASM bis anderen Orte im Landkreis Lüneburg werden nur von den vor die Wilhelm-Hänel-Weg (Ochtmissen) und Bilmer Berg. stelle ASM Haltestellen am Bahnhof, Sande und vom Markt aus Haustür bedient. Dabei werden Sie mit dem ASM bis direkt vor die • 15 natural gas busses to reduce CO2 Haustür gebracht. Das ASM fährt zu festgelegten Abfahrtszeiten. Abends ab 20:00 Uhr und seit Juni 2007 auch Sonntag vormittag. Wann fährt • Extended frequency to make a better das ASM? So wird’s gemacht! Sie melden Ihren Fahrtwunsch telefonisch bis minde- service for the users stens 30 Minuten vor der fahrplanmäßigen Abfahrtszeit bei der ASM-Zentrale an. Das ASM fährt • Bus departure times are connected Unter Tel. 5 33 44 nennen Sie: . . . täglich alle 30 Minuten • Ihren Namen, ab Bahnhof, Sande und Markt ins gesamte • Ihre gewünschte Abfahrtszeit, Stadtbusgebiet to the train to Hamburg (to serve the • die Bushaltestelle von der Sie abgeholt 20.15 bis 0.45 Uhr werden möchten, • Ihr Fahrtziel und die . . . und stündlich commuters and visitors) • Zahl der Personen, die mitfahren. im gesamten Stadtbusgebiet sowie nach Barendorf und Deutsch Evern Wir nennen Ihnen dann die Abholzeit und fahren Sie So. – Do. Fr. + Sa. bis vor die Tür Ihres Fahrtzieles. Aufgrund des Sammel- 20.15 bis 0.15 Uhr 20.15 bis 3.15 Uhr • Shared calling-taxis for the less effektes kann es dabei zu Umwegen kommen. . . . in den Landkreis Lüneburg Sollten Sie als letzter Fahrgast aussteigen, quittieren Sie ab Bahnhof, Sande, Markt frequented times bitte dem Fahrer den Fahrauftrag als Beleg für die durch- So. – Do. Fr. + Sa. geführte Fahrt. Bitte leisten Sie keine Blankounterschrift! 23.15 Uhr 23.15 + 2.15 Uhr

. . . sowie nun auch Sonntag vormittags • The council adopted a cycle network innerhalb Lüneburgs stündlich von 9:00 bis 12:00 Uhr

strategy “Radverkehrskonzept Tel. 5 33 44 Systembedingt können sich die Abfahrten um bis zu Lueneburg 2015” with a target to 10 Min. verzögern. increase bicycle traffic by 25% through measures such as public relation exercises and a cycle map of Lueneburg. Berwick Upon Tweed | Traffic Management and Parking Study

• A booklet was distributed with extended information on the quality of the cycle network, times and distances, interesting sites and views, shops and leisure activities, cafes and restaurants. • Capacity of cycling parking stations have been improved, especially in shopping areas, train stations, at the university, industrial estates and at other various key locations.

Private • A portal was set up online to encourage a car Cars/parking sharing system between commuters to reduce traffic • Traffic speed monitoring was enhanced for safety • Parking guided system for the inner city to reduce searching traffic

Outcome: • More than 900 cycle parking spaces have been installed in and around the pedestrian zone and are used nearly to full capacity. • Winner of the award for the most cycle friendly city in the county of Niedersachsens (“Fahrradfreundlichste Kommune Niedersachsens“). • The bike modal split rose from 13,9 % (in 1996) to 22,1% (in 2006).

Further • http://lueneburg.pendlerportal.de Information: • http://www.lueneburg.de/desktopdefault.aspx/tabid-102 Appendix 3: Option appraisal

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

Option appraisal All potential options have been collated and appraised against the study objectives in order to determine which should be taken forward as part of the final strategy. Measures have also been considered in terms of technical, operational and financial implementability and public acceptability.

The appraisal uses seven assessment levels shown in Table A3.1.

Table A3.1: Assessment ratings

Score Objectives Implementability / acceptability 3 major benefit No barriers 2 moderate benefit 1 minor benefit 0 no benefit or disbenefit Minor barriers -1 minor detriment -2 moderate detriment -3 major detriment Major barriers

The outcome of the appraisal is given in Table A3.2 below.

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

Table A3.2: Option appraisal

Public acceptability acceptability Public Total Enhance the economic economic Enhance the centre the town vitality of the of quality Improve the its and centre town public spaces by movement Improve in congestion reducing centre the town and accessibility Improve for travel to opportunities everyone by travel Encourage walking public transport, and cycling dominance Reduce the encourage car and theof streets lively and walking car accidents Reduce safer a and create for environment pedestrians by quality air Improve car trips reducing Technical iimplementability Operational implementability Financial implementability

Parking Review length of stay restrictions within 3 1 1 2 0 1 0 0 3 3 2 1 17 ramparts to increase availability of short stay parking whilst reducing long stay availability Better define the role of each car park 1 1 1 1 0 1 1 0 3 3 3 2 17 (possibly introduce a colour coding system to help identify the role of each) Improve car park signing (in particular, to 1 1 1 1 0 1 1 0 3 3 3 3 18 better define the Castlegate car park for visitor use) Review parking charges to better manage 2 2 1 1 0 1 1 0 3 3 2 0 16 demand – e.g. lower charges at less popular car parks Review on-street length of stay restrictions to 1 1 0 0 0 1 0 0 3 3 3 0 12 increase parking turnover On-street parking charges are presently lower 2 2 3 1 0 1 1 1 3 3 2 0 19 than off-street. Reverse this policy to reduce the “stop n shop” culture Address existing charging anomalies 2 1 1 1 1 1 0 0 3 3 3 2 18 Review length of stay / charges in Castlegate 2 1 2 0 0 1 1 1 3 3 3 2 19 to encourage visitors to stay longer (Visitors currently have to choose between staying for less or more than 3 hours) Improved enforcement of restrictions 1 1 1 1 0 1 1 0 3 3 0 0 12 Bring back Marygate parking 2 -2 -2 1 -1 -3 -1 -1 3 1 1 2 0 Formalise coach parking at Newfields in the 1 1 1 1 1 1 0 1 1 1 3 0 12

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

Enhance the economic economic Enhance the centre the town vitality of the of quality Improve the its and centre town public spaces by movement Improve in congestion reducing centre the town and accessibility Improve for travel to opportunities everyone by travel Encourage walking public transport, and cycling dominance Reduce the encourage car and theof streets lively and walking car accidents Reduce safer a and create for environment pedestrians by quality air Improve car trips reducing Technical iimplementability Operational implementability Financial implementability acceptability Public Total short term (but review opportunities for parking closer to the town centre as opportunities arise) New residential developments must include 0 1 0 0 0 0 0 0 1 2 3 2 9 parking – alternatively, car free developments must be enforced Better manage the residents permit scheme 0 1 1 1 1 0 0 1 3 3 3 1 15 to avoid abuse Develop a Park & Ride service (initially 1 2 1 1 0 1 1 0 3 1 0 2 13 Summer weekends based on an expansion existing public transport services) Through consultation with Network Rail, 0 0 1 2 2 0 0 2 2 2 2 2 15 develop proposals for additional station car parking on the west side of the ECML, adjacent to the castle Provide additional car parking in Quayside 1 2 1 1 0 0 1 0 1 1 1 0 9 are to replace spaces lost to new development Construct a multi-storey car park 1 0 -2 0 -3 -3 -1 -1 1 1 -3 2 -8

Traffic Implement traffic signals at Castlegate / 0 2 1 2 2 2 2 0 3 3 1 1 19 Golden Square to reduce traffic / pedestrian conflicts Restrict northbound vehicles on Castlegate 0 1 2 0 0 0 1 0 2 0 2 -1 7 from turning right into the Castlegate car park Improve / replace direction signs in the town 1 1 1 0 0 0 1 0 3 3 3 3 16 centre

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

Public transport Reinforce and strengthen the public transport 1 0 1 3 3 2 0 1 3 2 -1 3 18 network to better serve neighbouring areas Replace bus shelters, including new seating 1 1 0 2 2 1 0 1 3 3 2 2 18 and lighting Help improve the quality of at stop bus 0 1 1 2 2 1 0 1 3 3 2 3 19 service information Explore the potential for real time bus 1 1 0 1 1 1 0 1 1 1 1 3 12 information Consider the possibility of a low energy small 2 1 1 3 3 1 0 1 1 1 0 3 17 hop-on/off bus to improve access to the town centre Improve taxi rank facilities and information 1 0 0 2 1 0 0 0 3 3 3 2 15

Walking / cycling Improve pedestrian signing to encourage 2 1 1 0 2 2 1 1 3 3 3 3 22 pedestrians into Hide Hill and Bridge St to support local businesses Introduce traffic signals with a full pedestrian 0 0 1 2 1 1 2 0 3 3 1 1 15 stage to enhance pedestrian crossing opportunities at Marygate / Golden Square Provide new pelican crossings on Marygate 0 -2 -1 1 1 0 2 0 3 1 2 1 8 and Hide Hill Better sign existing national and local cycle 1 0 1 1 3 1 0 1 3 3 2 3 19 routes in the town Provide additional cycle facilities 0 1 0 1 2 0 0 1 3 3 3 3 17 Introduce advanced stop lines for cyclists at 0 2 1 2 3 2 1 1 3 2 3 2 22 junctions throughout the town

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

Streets and public spaces Develop a design guide for street furniture to 1 3 0 0 0 0 0 0 3 3 2 2 14 ensure a consistent look to the town Based on the above, audit existing street 1 3 0 0 0 0 0 0 3 3 3 3 16 furniture and replace broken or worn out items Improved maintenance of streets and street 1 3 0 0 0 0 0 0 3 3 2 3 15 furniture Review the location of bollards on Marygate 1 2 0 1 1 2 1 0 3 3 2 0 16 with a view to increasing the available space for pedestrians and the market Implement developing programme of 2 3 0 0 1 1 1 0 3 3 2 3 19 streetscape works for Castlegate and Bridge St. Bring forward additional proposals for Hide Hill By removing some longer stay parking from 2 2 0 0 0 1 0 0 2 3 1 2 13 within the ramparts and redistributing short stay parking, develop The Maltings space as a new civic square Turn Bridge St into a shared pedestrian / 1 2 0 1 1 2 1 1 2 2 0 1 14 vehicle space with vehicle access restricted outside certain times Ban (or restrict) vehicles on the Old Bridge 0 2 0 0 3 1 2 1 0 -1 1 1 10 and turn this into pedestrian / cycle link between Spittal, Tweedmouth and the town centre Extend shared space scheme to Marygate 2 3 2 2 2 2 2 2 3 1 -1 1 21 and ultimately all areas within the ramparts

Berwick-upon-Tweed |Traffic Management and Parking Study Strategy Report

New development / residential parking Where new on-site parking cannot be 1 1 1 0 0 0 0 0 2 2 3 2 12 provided, work with developers to identify appropriate alternative arrangements Review residents parking charges on an 1 1 1 0 0 1 0 0 3 3 3 0 13 annual basis, based on increases in general parking charges and residential demand

Campaigns Promote walking and cycling to school 1 1 1 2 3 2 2 1 3 3 3 3 25 Work with hotels and B&B’s to promote car 1 1 1 2 2 1 1 1 3 1 2 3 19 free / reduce car use holidays Implement a town centre marketing campaign 1 0 1 1 1 0 0 0 3 3 3 3 16 Provide an integrated transport guide to the 1 1 1 3 3 1 1 1 3 3 3 3 24 borough Promote health benefits of increased walking 0 0 0 1 2 1 1 1 3 3 3 3 18 and cycling Join international campaigns 0 0 0 0 1 0 0 0 3 3 3 3 13 Promote car free weekends (in conjunction 1 1 1 1 1 1 1 1 3 1 1 1 14 with key town centre events)

Colin Buchanan 4 St Colme Street, Edinburgh, EH3 6AA.

T: 0131 266 4693 F: 01312200232 E [email protected]

This report has been prepared for the exclusive use of the commissioning party and unless otherwise agreed in writing by Colin Buchanan and Partners Limited, no other party may copy, reproduce, distribute, make use of, or rely on the contents of the report. No liability is accepted by Colin Buchanan and Partners Limited for any use of this report, other than for the purposes for which it was originally prepared and provided.

Opinions and information provided in this report are on the basis of Colin Buchanan and Partners Limited using due skill, care and diligence in the preparation of the same and no explicit warranty is provided as to their accuracy. It should be noted and is expressly stated that no independent verification of any of the documents or information supplied to Colin Buchanan and Partners Limited has been made