Chapter 3 - Tyne and Wear Local Transport Plan surgeries or hospitals. Accessibility school quickly...

Chapter 3Improving Accessibility

LTP2 Progress Report 2006-1152

Accessibilityisperhapstheleasttangibleofthefoursharedpriorities.Someaspectsofaccessibilityliebeyondtheremitoftransport.Accessibilitycanbeaffectedbynationalpolicies(suchaspostofficebranchclosures)orevenbyinternationaltrendsthatarelargelyoutsidelocalinfluence.Theveryimprecisionoftheconceptmeansthatunlike,forexample,roadsafety,therearerarelydedicatedofficersresponsibleforaccessibility.

Forsomepeople,modernsocialtrendshaveenabledthemtoenjoymuchgreateraccessibility.Theycantravelcheaplybyairtoanincreasinglywiderangeofdestinationsandusetheircartocarryoutalargeweeklyshopatanout-of-townshoppingcentre.Theclosureoflocalretailershaslittleimpactontheirlives.Ontheotherhand,familieswithoutcarsmayfindthemselvesreliantonadwindlingrangeoflocalshopsorforcedtomakeexpensivebustripstolargershoppingcentres.

Thechallengeforpolicymakers-especiallyinaregionlikeTyneandWear,wherecarownershipisbelowthenationalaverage,istoavoidapolarisationbetweentheaccessibility-richandtheaccessibility-poor.OurvisionforTyneandWearis:

“ To see Tyne and Wear continue to develop as an area where all residents have better access to a more prosperous, safer, healthier and more sustainable lifestyle in a more attractive environment.”

Thiscannotbeconsistentwiththesortofdisparitiesdescribedabove.

Itisworthstressingthat,incertainneighbourhoods,carownershipcanbetheexception,nottherule.Forexample,inoneareaoftheTeamswardinGateshead,69%ofresidentsdonotownacar.Byimprovingwalking,cyclingandpublictransportprovision,andcurbingexcessivecardominance,wecanenableresidentsinsuchareastofullyparticipateintheirlocalcommunities.

Accessibility is fundamental to modern life. Good levels of accessibility allow people to reach employment and to visit surgeries or hospitals. Accessibility enables children to reach their chosen school quickly and easily, and mature citizens to attend day centres or food shops. High levels of accessibility are conducive to physical and mental health and, by promoting more sustainable travel modes, are good for wider society. Restricted accessibility can contribute to social exclusion.

This chapter sets out the actions we have taken – and are preparing to take – to improve accessibility as part of the second LTP2. By working together with LTP Partners, public transport operators and other stakeholders, we can enhance peoples’ quality of life and contribute to other important regional objectives, such as improving air quality, curbing congestion and reducing obesity. That is the vision.

Chapter 3 Improving Accessibility

3.1 Tyne and Wear Accessibility Delivery Plan

LTP2 Progress Report 2006-11 53

In‘MakingtheConnections’,theSocialExclusionUnit’sinfluentialreportontransportandaccessibility,researchiscitedfromtheJosephRowntreeFoundationwhichidentifiesthefollowingkeyfacilitieswhichthepublicmightwishtoaccess(excludingpublictransportitself):postoffice,chemist,supermarket,bank/buildingsociety,dentist,optician,cornershop,petrolstation,pub,cinema/theatre,public/communityhall,placeofworship,andyouthclubs.

ForthepurposesofmeasuringandreportingonaccessibilityinourLTP2,accesstothreekeyservicesismeasured:

•Accesstoeducation(closestsecondaryschool)

•Accesstohealth(closesthospital)

•Accesstoemployment(basedonfourkeyemploymentsites–listedlater)

Anotherimportantserviceisaccesstohealthyandaffordablefood,althoughthisismoredifficulttomeasure.

Overtheyears,manyworthystrategiesandinitiativeshavebeendeployedtoimproveaccessibilityataregional,sub-regionalorlocallevel,sometimesfocusedongeographicalareas,oronparticularusergroups(suchastheelderly)orforaccesstospecificservices.Thesestrategieshaveoftenbeenimplementedonapiecemealbasis,withlimitedco-ordinationorsharingofinformation.As“MakingtheConnections”pointsout,accessibilityhasfrequentlybeenviewedasatransportissuewiththeresultthattransportprovidersfindthemselveswiththedifficultandcostlychallengeoffillinggapscreatedbypoorly-sitednewdevelopments(forexample,ahospitalonanedgeoftownlocationwithlimitedpublictransportprovision).

Indrawingupaccessibilitystrategiestomeetthechallengesabove,particularattentionwasthereforegivento:

•IdentifyingkeyofficersacrosstheLTPPartnerswhocouldtakeownershipforimprovingaccessibility

•Exploringscopeformuchgreaterco-operationwithotherpublicbodies,thethirdsectorandserviceusers

•Seekingtoshareanddisseminatebestpracticemuchmorewidely,perhapsviaanonlineportal

•Strivingtohearfrom“hardtoreach”bodiesandthesociallydisadvantaged.

3.1.1 Defining Accessibility

Oneofthechallengesfacinganyaccessibilitystrategyisthenecessitytofindacommonagreeddefinitionofaccessibility.

Atitsbroadest,accessibilityisageneraltermusedtodescribethedegreetowhichasystemisusablebyasmanypeopleaspossible.Inotherwords,itisthedegreeofeasewithwhichitispossibletoreachacertainlocation(orservice)fromotherlocations.“MakingtheConnections”describesaccessibilityasfollows:

Can people get to key services at reasonable cost, in reasonable time and with reasonable ease? Solving accessibility problems may be about transport but also about locating and delivering key activities in ways that help people reach them.

Accessibilityisnotjustaboutphysicalmovement.Sometimes,especiallyinanageingsociety,servicesmayneedtocomeandmeettheuser,ratherthantheotherwayround.Intransportterms,accessibilityisacombinationofthefollowingfivefactors:

1 Accessibility:theeasewithwhichonecanphysicallyaccessoruseaparticulartransportmode

2 Availability:thehoursatwhichtransportorservicesoperate

3 Affordability:financialconstraintsonacitizen’sopportunitiestoundertakeactivities

4 Acceptability:publicattitudestowardswhatconstitutesacceptableserviceoftransportprovision,aswellasfactorssuchasperceptionsofsafety

5 Awareness:thedegreetowhichacitizenisawareoftherealstatusofaserviceintermsoftheprecedingconsiderationsofaccessibility,affordability,availabilityandacceptability.



3.1.2 Barriers to Accessibility

Basedontheabovefactors,wecanidentifysomeofthebarrierstogoodaccessibilityinTyneandWear.Ifweusetheexampleofatripforahospitalappointment,thentheusermightbedeterredby:

•Ahigh-floorbusservicethatisdifficulttoboardforelderlyorinfirmusers,orsomeonewithapushchair.Evenifalow-floorbusisavailable,thewalkingroutetothebusstopmightbeinadequateor,atthedestination,theusermightfacealengthytrekacrossthehospitalcarparktoreachtheentrance(Accessibility)

•Thehoursatwhichtheservicerunsmightbeunsuitableortheremaybenobusatallfromtheuser’shome(Availability)

•Thebusfaremightbeexpensiveor,ifthereisnobus,thecostoftaxifaresmightbeprohibitive(Affordability)

•Thepublictransportjourney,whilstfeasible,maybeslow,ortheremaybeconcernsaboutsecurityatbusstopsorinterchanges(Acceptability)

•Theusermightnotbeawareofthebestwaytoreachthehospitalbypublictransportorthat,insomecases,reducedfaresareavailableforpassengerswithhospitalappointments(Awareness).

Whilstnoteveryoneoftheissuescitedaboverepresentsanobstacletothejourney,themoreseriousthebarrieris,themorelikelyitisthatthewould-beuserwillsimplyelectnottotravel–especiallyifthereisacombinationofdeterrentstothejourney.Passengerslivinginthemoreremotepartsoftheregionareparticularlylikelytoencountermorethanonebarriertotheirtrip–suchasanirregular(ornon-existent)service,highfares,longwaitsatstopsorinterchangesarousingfearsforpersonalsecurity.

Itisalsothecasethatmostpublictransportroutesstillrunfromtheperipheryintotownandcitycentres,whereasinrecentyearsmanydestinationpoints(hospitals,businessparks,shoppingcentres,largeretailstores)havebeenlocatedonedge-of-townlocations,creatingademandforradialjourneyswhichthebusandrailnetworkoftenstrugglestoprovidefor.Forexample,inmileageterms,westernNewcastleisclosetotheMetroCentre,butpublictransportlinksbetweenthetwoarelimitedandoftenrequireajourneyintoandthenoutofthecitycentre.

Thisiscompoundedbythedeclineinneighbourhoodshoppingcentres.CruddasParkshoppingcentreintheWestEndofNewcastlenowcontainsonly6actual‘shops’.Mostoftheunitsareoccupiedbyvariouscouncilorcommunityfacilities,includingalibrary,housingoffice,healthcentre,Citizens’AdviceBureauandcreditunion.Withoutthesetenants,muchofthecentrewouldbeempty.Thisisdespitesignificantrecentinvestmentinrefurbishingtheshoppingcentre,asthesephotographsdemonstrate.



AreportbyYourHomesNewcastle,whomanagethecouncil’shousingstock1,describesthecentreas“currentlyfailing,withfewcommercialsuccesses”.Anequivalent,attheeasternendofthecity,istheChurchWalkshoppingcentreinWalker,whichhasdeclinedfrom40shopsin1962,to15in1985,toonly6today.

Thistrendisparallelledbyemploymentsites.Asrecentlyas1975,nearlyone-quarteroftheworkingpopulationwasemployedinmining,shipbuildingandsteelengineering.Thoseemployersweretypicallybasedonlargeindustrialsites,closetourbancentres,workingfixedhours–anidealcustomerbaseforpublictransport.Likewise,shoppingandleisurefacilitiesweremainlyfoundintownorcitycentres,orinneighbourhoodcentreswithhighlevelsofpublictransportaccessibility.

TodayinTyneandWear,asinotherurbanareasoftheUK,themanufacturingindustryhasbeensupplantedbyamajorexpansioninretailing,leisure,recreationandheritageactivities.Economicandretailgrowthsitesaremuchmoredispersedthaninthepast,with88%ofNorth-Eastbusinessesemployinglessthanfourstaff.Theeveningeconomyandnewtechnologyindustriesarenowmajoremployers.

Today’semploymentandshoppingpatternsarethusmuchhardertoserveeffectivelybypublictransport.Outoftownbusinessorretailparksareoftendesignedaroundthemotoristwithalayoutthatishardforpublictransporttoaccessandwhichissometimesinimicaltopedestrians.Nationalpoliciesoutsidethecontroloflocalauthorities–forexample,thecurrentpostofficeclosureprogramme–canalsoimpairaccessibility.InSouthTyneside,one-thirdoflocalpostofficeshaveclosedsince2003.

3.1.3 Accessibility Objectives for Tyne and Wear

Pooraccessibilitytokeyservicescontributestosocialexclusion.‘MakingtheConnections’,calledforactiontoenableindividualsandcommunitiessufferingsocialexclusiontoachievebetteraccesstojobsandservices.

Forexample,ofthepoorest29%ofUKresidents,59%donothaveaccesstoacar.Withoutattractiveandaffordablealternatives,suchpeoplemaybeunabletoparticipatefullyinsociety.

Bothindividualsandcommunitiescanenteraspiralofdecline,inwhichpopulationdeclineleadstoreductionsintransportprovisionandthelackoftransportlinksmakesitdifficulttoattractpeopleorbusinessesbackintothearea.TheWalkerRiversideareaofNewcastleisanexampleofalocationwhereresidentshavemovedawayfromthearea(thepopulationreducedbyover40%between1971and2001)makingitlesseconomictoprovidecommercialbuslinks.ImprovingtransportprovisionisthereforeaprerequisiteinNewcastleCityCouncil’splansforregenerationofthearea.

TheaccessibilitystrategyforTyneandWearintheperiod2006-11isdetailedintheLTP2,andfocusesonfivekeyobjectives,whichare:

•Maintainingandimprovingpublictransportaccessibilitytokeyservicesandopportunities

•Providingappropriatetransportresourcestocombatsocialexclusion

•Providinghighlevelsofpublictransporttokeyurbancentres,regenerationareasandemploymentsites

•Workingwithserviceproviderstolocatenewserviceprovisioninareasoflowaccessibility

and

•Promotingpublictransport,cyclingandwalkingasaviablealternativetothecar.

1 Cruddas Park: Taking Regeneration Forward, 8th March 2006



Theavailabilityofapublictransportservice,orawalking/cyclingroute,doesnotnecessarilymeanthatitisuseable.Otherfactorsmaymaketheservicedifficulttoaccess,eitherforallorsomejourneys.Wemayrefertothisas‘actualaccessibility’.Inthissection,weexaminethefivefactorsdescribedearlierthatdeterminethe‘actualaccessibility’ofaserviceandoutlinethemeasuresinhandtoenhancethese.

3.2.1 Accessibility

Thisreferstothephysicalaccessibilityoftheservice.TyneandWearisfortunateinthattheMetrosystemwasdesignedfromitsinceptiontobeafully-accessiblesystem,withstep-freeaccesstotrainsandrampsorliftsatallstations.Althoughbytoday’sstricterstandards,theMetrodoesnotmeetDisabilityDiscriminationActcriteria(only31%ofstationsareDDA-compliant),theplannedMetrore-invigorationprogramme(whichreceivedgovernmentapprovalinJuly2008)involvesbringingthesystemfullyinlinewiththeAct.

ThenewbusstationatEldonSquareinNewcastlecitycentrehasalsobeendesignedinaccordancewithnationalgoodpracticeguidanceonaccessibility,asthefollowingcasestudydemonstrates.ThepictureaboveshowsthestationbeingofficiallyopenedbyGillianMerronMP,ParliamentaryUnderSecretaryofStateforTransport,andCouncillorDavidWood,ChairmanoftheTyneandWearPTA,onTuesday,20thMarch2008.

3.2 The Five Components of Accessibility



Eldon Square Bus Station - Newcastle City Centre

SCHEME IMPLEMENTATION DATE : Opened in March 2007

BACKGROUND INFORMATION

RELATED COSTS

£11mfundedthroughtheLTPmajorscheme,NewcastleCityCouncil,Nexus,CapitalShoppingCentresandShellPensionFund.

PROBLEMS

ThepreviousundergroundEldonSquarebusstationwasbuiltinthe1970s.Bymoderndaydesignstandards,itwasgloomy,sufferedbadlyfromairqualityproblemsandwasunpopularwithpassengers.

SOLUTIONS

Thenewsurface-levelstation,withcomfortableheatedwaitingareasandstaffondutytoassistpassengers,wasdesignedtobemuchbetter-equippedtodelivermodalshiftandtoincreasethealreadyhighproportionofvisitorstoEldonSquarewhousepublictransport.Extensivebusprioritymeasures(nocarlanes)havealreadybeeninstalledacrossNewcastlecitycentreand,inparticular,alongPercyStreetwhichservesEldonSquareandHaymarketbusstations.ThesehavebeenfundedviatheLTPblockprogramme.Inadditiontoimprovingaccessforpublictransport,muchoftheunnecessarythroughtraffichasfoundalternativeroutesaroundthecitycentre,whichfurtherimprovesairqualityinadesignatedAQMA.

BEFORE AND AFTER MONITORING

2006(oldbusstation)-1,503,050 boardings2007(newbusstation)-1,548,028 boardings2008(afternewmallopened)-1,843,123 boardings•87%ofpassengersconsideredtheelectronicinformationeithereasyorveryeasytouse.•78%oftherespondentsthoughtthatpublictransportusagewouldincreaseasaresultoftheimprovementstoEldonSquare.

PHOTOS

Before After

Relocated to surface level with direct access into Eldon Square Shopping Mall

Subterranean bus station



Anever-higherproportionofTyneandWear’sbusfleetisnowcomposedoflow-floorvehicles.Approximately80%ofbusservices,and100%oflightrailservices,areoperatedbyeasyaccessvehicles.Anincreasingnumberoftaxisarenowwheelchair-accessibleand,inNewcastle,allnewtaxidriversparticipateindisabilityawarenesstraining.

TyneandWearhasseengrowthof17%incycletripsduringthefirsttwoyearsofLTP2,reflectingthehighprioritygiventocycling.ThisissignificantlyhigherthangrowthintheLTP1period2001-06.

Inthepasttwoyears,£2.1mhasbeenspentoncyclingschemesandabrandnewsetofcyclingmaps,coveringeachdistrictofTyneandWear,aswellassouth-eastNorthumberland,havebeenproduced.Thesemapsarealsoavailableelectronicallysothattheycanbeeasilyamendedandprintedoff,althoughpapercopieswillremainavailable.Workisalsoinhandtoupgradelinkstobusinessparksandothernewemploymentsites,andthefollowingbestpracticeexampledetailsoneparticularlysuccessfulschemeofthistype.



3.2.2 Best Practice: Cobalt Business Park and the Waggonways Network

CobaltBusinessParkinNorthTynesideistheUK’slargestofficeparkwith8,500staffonsite,occupiersincludeGE,Orange,Procter&Gamble,EDS,TheDeVereHotelGroupandNorthTynesideCouncil.

Tolessenpressureonthelocalroadnetwork,thePark(whichemploystwofull-timetravelco-ordinators)hasworkedextensivelywithNorthTynesideCounciltoimproveaccesstothesite,includingadedicatedbusservice,the“CobaltClipper”,launchedinMarch2007.

Allbuildingsonsiteofferahighstandardoffacilitiestocaterforstafftravellingtoworkbybicycle.Theseincludeshowers,lockersandsecuredparkingforbicycles.

TheParkalsooffersa‘RideBeforeYouBuy’scheme,enablingstafftoborrowapoolbikeforatestdriveonarouteformulatedbytheon-sitetravelco-ordinator.Thisallowspeopleconsideringcyclingtoassessifitisaviableoptionbeforeinvestinginabicycle.PoolbikesarealsoavailableforloanoverlunchtimeforonehourinordertovisittheshopsortoexplorethecountrysideusingthelocalWaggonways.



Biodiversity

Thewaggonwaysarevaluablewildlifecorridors,allowingfreemovementofbirdsandanimalstoandfromlocalgreenspaces.Theseroutesareamixtureofhedgerow,scrubandunimprovedgrasslandhabitatsthatarenowrareinNorthTyneside.

Renewing the Waggonways

Inrecentyears,thewaggonwayshadbecamesomewhatunkemptanddisused.Since2004,NorthTynesideCouncilhasspent£3monaprojecttorenewandimprovethe40kilometrewaggonwaynetwork,turningthemintofully-accessibleandwell-maintainedwalk/cycleroutesandbridleways,withaccompanyingnaturereservesandparklands.TheschemereceivedaGreenAppleEnvironmentAwardin2006and,between2004-07,increasedcycleusageonthenetworkby27%.

“Get Moving North Tyneside”

Thelatestdevelopmentisthecreationof“GetMovingNorthTyneside”in2007,followingagrantfromtheBigLotteryFundtoanewlyformedpartnershipbetweenCobaltBusinessPark,NorthTynesideCouncilandSustrans.

The£350,000grant,whichhascome

fromtheBigLottery’sWell-BeingFund,aimstoimprovephysicalandmentalwell-beingandpromotehealthylifestylesinthedistrictbyencouraginglocalpeopletowalkandcycleratherthandrive.

Thefour-yearproject-“GetMovingNorthTyneside”-hasrecruitedafull-timecoordinatortoworkwithpartnersandthelocalcommunity,whowilldeliver“BacktoBike”sessions,leadwalksaimedatimprovinghealthandfitness,aswellaspromotethewaggonwayscycleroutes.

CobalthasassistedtheGetMovingNorthTynesidefundbyprovidingitsownfinancialcontributionof£20,000,togetherwith£10,000ofin-kindcontributions.

3.2.3 Accessibility (continued)

At-grade crossing in Gateshead, which replaced an unpopular subway

Walkingisthemostbasicformoftravelandthereisanongoingprogrammetomaketheregion’stownsandcitiesmorepedestrian-friendly.Thisinvolvessuchmeasuresasinstallingmoredroppedkerbs,pedestrianisation,20mphzonesandreplacingsubwaysorfootbridgeswithat-gradepedestriancrossings.

AnaccessdevelopmentofficerisfundedthroughtheLTPandeveryopportunityistakentoencouragesustainableaccessto

thecountryside,notonlyfortransportreasonsbutasameansofpromotinggoodhealth.

AsastatutorypartoftheLTPprocess,aLocalAccessForumisorganised,bringingtogetherawiderangeofinterestedparties,includingwalking,cycling,equestrianandcanoeinggroups,togetherwithmoreurban-basedbodies,suchastheShopmobilityscheme.

Followingextensiveconsultation,TyneandWear’sfirst-everRightsofWayImprovementPlan(RoWIP)waspublishedinspring2008.Thisrecognisesthattheregion’sRightsofWaynetworkbringswidespreadbenefitsaddressingtransport,tourism,theruraleconomy,socialintegration,healthandtheenvironment.

ThePlanconsiderscurrentprovision,currentuserneedsandaspirationsandmethodsofencouragingnon-userstoaccessthenetwork.



2 Source: Nexus annual report 2006-07

3.2.4 Availability

AlthoughpublictransportpatronageisrisinginTyneandWear,thisisagainstthebackdropofashrinkingcommercialnetwork.TheextentofthecorepublictransportnetworkinTyneandWearhasbeeninlong-termdecline,puttinggrowingpressureontothePassengerTransportAuthority(PTA)whichfundssocially-necessarybusservices.

Fundingcanbeusedtoprovideanentireservice,toservepartsoftheroute,ortoretainservicesatspecifictimesofday,suchasearlymornings,lateeveningsandonSundays.Inaddition,nearlyalldedicatedscholarsservicesarearrangedandfinancedbytheLTPPartners.

Asthecommercialnetworkshrinksintoaprofitablecore,thetaskofmaintainingsocially-necessaryservicesbecomesincreasinglychallengingandcostly.

TheRSSstatesthat:

“It is also important that the (bus route) network is maintained and improved for the benefit of those without a car, to promote opportunities for training and further education, and widening access to the job market to reduce social exclusion, especially in regeneration areas.”

Tofurtherthisgoal,thePTAspent£10.1monbusservicesin2006/07.

Therehasbeenarecognitionthatthepresentsituationisnotviableinthelong-termandthereforeNexusareconsultingonanewBusStrategywhichwilladdresstheseissuesbyseekingtoidentifyanoptimumbusnetworkforTyneandWearandthenexamininghowthepresentnetworkcanbebroughtuptothislevel,perhapsthroughuseofthewiderlegislativepowerslikelytobeconferredbythenewLocalTransportAct.ConsultationbeganinSeptember2008anditishopedtofinalisethestrategyin2009.

3.2.5 Affordability

Theabilitytopaypublictransportfaresisakeyelementofaccessibility.Typically,incomesinTyneandWeararelowcomparedtotherestofthecountryandahighproportionofthelocalpopulationareretired,disabled/longtermsickoronincomesupport.Whilstretiredpeoplenowenjoyfreebustravel,theothergroupsmaybeexcludedfromaccesstopublictransportongroundsofaffordability.

ThecostofusingpublictransportinTyneandWearhasrisensubstantiallyfasterthaninflation.Table3.1comparestheactualbusfarelevelsbetween1987and2007againsttheriseintheRetailPriceIndex(RPI),showingthat,inrealterms,faresare45%higherthanin19872.

Table 3.1: Bus Fares Compared Against RPI

Althoughtheintroductionoffreeconcessionarytravelhasbeenwelcomedandhascontributedtotheincreaseinbuspatronage,ithascausedsomefinancialchallengesforlocalauthoritiesandhasalsonecessitatedcutbacksintheteentravelschemeforyoungerpeople.SurveysofyoungpeopleandworkwiththeYouthParliamentshowdissatisfactionwithfarelevelsandthefeelingthatthiscanbeadisincentivetothoseseekingfurthereducationortrainingopportunities.

Fares Indexed RPI

April-87 100.00 100.00

April-88 105.26 103.30

April-89 115.79 111.00

April-90 126.32 119.50

April-91 142.11 130.20

April-92 152.63 135.60

April-93 157.89 137.90

April-94 165.79 141.30

April-95 173.68 146.00

April-96 181.58 150.20

April-97 189.47 154.40

April-98 197.37 159.50

April-99 207.89 163.40

April-00 210.53 166.60

April-01 215.79 171.10

April-02 218.42 173.30

April-03 231.58 178.40

April-04 247.37 183.10

April-05 263.16 188.90

April-06 286.84 197.02

April-07 297.84 204.90



Otherissuesrelatingtofaresandticketinginclude:

•ThenumberandvarietyoftravelpassesavailableinTyneandWeararefoundtobeconfusingbythepublic

•Farestructuresactasadisincentiveforsingletrips.Asthepoorestpassengersareoftenreluctantorunabletopre-pay,theythusbuysingleticketsandfindthemselvespayingthehighestfares

•Thereisaneedformorecross-boundarytravelpassestoreflectthefactthatthejourneytoworkareaofTyneandWearextendssignificantlybeyondtheadministrativeboundariesoftheformercounty.

ThewholeareaoffaresandticketingpolicyisunderreviewaspartoftheBusStrategywithaviewtoofferingmorefareassistancetoneedyusersandimplementingaregion-widesmartcardticketingscheme.

3.2.6 Awareness

LimitedtravelhorizonsareakeyfactorincurtailingaccesstoemploymentinTyneandWear.ResearchbythePTEGroup3indicatesthattheaveragedistancetoworkforpeopleonlowincomesis3milescomparedwith8milesforthegeneralpopulation.Ifjobseekerscanwidentheirsearcharea,theywillhaveamuchbetterchanceoffindingwork.

ExperienceintheDfT’ssustainabletraveldemonstrationtownssuggeststhat,inthetownschosen(Darlington,WorcesterandPeterborough),highlevelsofmodalshiftcanbeachievedwithoutsignificantinfrastructureinvestment,butsimplybybetterpublicisingthealternativesavailable.InDarlington,forexample,publictransportusehasincreasedby14%,walkingtripsby29%andcyclingby79%.ASmarterChoicesTeamhasnowbeenestablishedinTyneandWeartopromotesimilarmeasuresand,during2009,theywillbepilotinganIndividualisedTravelMarketingprogramme.

Generally,thereisahighstandardofpublictransportinformationinTyneandWear.PrintedtimetablesareavailablefromcommercialoperatorsandNexuspublishaseriesofroutemapscoveringthewholeofTyneandWearaswellasmaintaininganonlinedatabaseofallbustimetables.MostbusstopsinTyneandWearnowhaveatimetableandNexus’stargetistoachieve100%coverageby2009/10.Itishopedtocomplementthiswithreal-timeinformationinsomelocations.

TheLTPPartnershavedevelopedsitespecifictravelguidesinpartnershipwithemployers,givingdetailedinformationonhowtotraveltotheirsitesusingsustainablemodesoftransporttohelpencouragemodalshiftfromsinglecaruse.ThefreeTyneandWearcyclemaps(referredtoearlier),fundedanddistributedbylocalauthoritiesandproducedbyCycleCityGuides,haveprovedverysuccessfulandaTyneandWearLocalAccessMaphasbeendevelopedwithLTPfunding.

3.2.7 Acceptability

ResearchcarriedoutforNexus’sbestvaluereviewofaccessibilityrevealedthatanumberoffactorsaffectedtheperceivedacceptabilityofpublictransportservicesinTyneandWear.Thosefactorsincludedthewalkingdistancetostops,thephysicalaccessibilityofvehiclesandinfrastructure,concernsaboutpersonalsecurity,andinfrequentservice.SomeofthemainfindingsaresummarisedinFigure3.1.

Figure 3.1: Barriers to Use of Public Transport

3 PTEG – Transport and Social Inclusion


Per

cent

age


Additionalconsultationsuggeststhat,incertainsituations,fearsaboutpersonalsafetyandsecurityareamajordeterrenttotheuseofpublictransport.Thisappliesparticularlywhentravellinginthedarkandamongstwomen.NexushaverespondedtotheseconcernswithextrainvestmentinticketinspectionstaffandsecuritypatrolsontheMetro,contributingtowardstheriseinpassengernumberssince2006.Asafetyandsecurityco-ordinatorforthebusindustryhasbeenappointedandhotspotmappingisbeingcarriedouttoidentifyareaswiththeworstproblems.70%ofthebusfleetisnowfittedwithCCTV.

TyneandWear’sprinciplebusservicesarebrandedSuperoutes.In2006atotalof£32millionwasidentifiedintheRegionalFundingAllocationforbuscorridorimprovementswithinTyneandWear.Sincethen,alldistrictshavecarriedoutauditsoftheSuperoutesandthesewillinformtheimplementationofthebuscorridorimprovementprogramme,whichwillbedeliveredinthreephasescoveringallthemajorbusandcongestioncorridorsidentifiedintheLTP.

InDecember2008,Nexussubmittedafirstphasebidfor£15.3millionofimprovementstobusroutesinGatesheadandSunderland,includingtwomajornewpark-and-ridefacilities.ThesewouldbeTyneandWear’sfirstbus-basedpark-and-rideschemes,andwillbeaccompaniedbyimprovementstosurroundingroadstospeedupbusjourneytimes.

AlthoughthecurrentregulatoryenvironmentprecludesthePTAfrommandatingtheuseofenvironmentallyfriendlybuseswithEuroIVorEuroVengines,LTPPartnersareneverthelessworkingcloselywithoperatorstoencouragemoreenvironmentallyfriendlyvehicles.TheTyneandWearAirQualityDeliveryPlanproposesthefollowingadditionalmeasurestoreduceharmfulemissionsfrombusoperations:

•UsethepowersforthcomingintheLocalTransportActtoimprovethequalityoflocalbusservicesincludingmodernisingthefleet

•Encourageeco-friendlydrivingcoursesforbusandfleetdriverstopreventengineidling

•Improveenforcementmechanismstoreduceengineidlingincitycentres

Superoutes

•Keybuscorridors,oftenwithbusprioritymeasures

•Highqualitybusshelters

•Frequentservices

•Informationboardsatbusshelters

•Modernlow-floorbuses



The vision

‘To provide an integrated bus network in Tyne and Wear that will be the envy of others. Buses will run frequently, run to areas that people need to get to and will be affordable. The network of the future will mean more people will be able to get to where they want to, when they want to, whether that’s for work or to access services. Our customers will have the most up to date information available that is clear and understandable. More people will be using the bus as the mode of choice, helping reduce congestion, increasing social inclusion, stimulating economic regeneration, helping reduce carbon emissions and helping the environment.’

TheBusStrategyidentifieselevenareasnecessarytodeliveringthatvision.Duringtheperiod2010-12,LTPPartnersaimtoworkwithbuscompaniestodeliveraprogrammeofimprovementsthat:-

1Helpsbusservicesoperatetotimetableandreducesjourneytimesby:

•deliveringprioritymeasurestoincreasepunctualityto95%ofbusesarrivingnomorethanoneminuteearlyandfiveminuteslate

•building“qualitybuscorridors”onkeyroutes.

2Improvesservicefrequencyby:

•increasingthenumberoffrequentservicessothatatleast85%ofhouseholdsareineasyreachofaservicedepartingatleastevery10minutes

•workingwithpartnerstocontinueimprovementstofrequencyonSuperoutes.

3Meetscustomers’accessibilityneedsby:

•guaranteeingthatallresidentscanreachlocalservicesbybusinlessthan30minutesdoor-to-doorduringcorehours

•significantlyincreasingthenumberofhouseholdsthatcanaccesskeycentres,employmentandhealthfacilitiesbypublictransportwithin30minutesdoor-to-door

•makingsurethatcustomershaveeasyaccesstoflexiblepublictransportwherevertheylive

•investigatingthebenefitsandpracticalitiesofreducingthestandardwalkingdistancetoabusstopby25%.

4Givescustomersaccurateinformationwhenevertheyneeditby:

•deliveringphasedimprovementstoinformationdelivery,suchasSMStextandweb-basedreal-timeinformationby2012

•workingwithcustomerstomeettheirneedsforinformationintheformattheywantit.

5Simplifiesticketingandtacklestheaffordabilityoffaresby:

•designingaregion-widesmartcardticketingschemewhichisbuiltaroundcustomerbenefitsandneeds

•offeringfareassistancetothesectionsofsocietywhoneeditmost.

6Furtherintegratesbusserviceswiththerestofthetransportsystemby:

•designinganetworkthatmakesbetteruseoftheconnectivitythatbusesandMetrocanprovide

•ensuringthatthesmartcardticketingschemewedesigncanbeusedacrossallpublictransportoperators.

7Makescustomersfeelsafeandsecurewhenwaitingandtravellingby:

•deliveringa10%improvementincustomers’perceptionofsafetyandsecurity

•continuingourworkwithbuscompanies,localauthorities,andNorthumbriaPolicetomakepublictransportasafeandsecureenvironment.

8Deliversahighqualityon-boardexperienceforpassengers,includingpeoplewithdisabilities,by:

•discussingandagreeingservicestandardsinourpartnershipswithbuscompanies

•workingtoensurethatallvehicleswithinTyneandWeararelow-floorby2012.

3.3 Tyne and Wear’s Bus Strategy (under consultation)



9Givescustomershighqualitywaitingfacilitiesby:

•improvingthequalityofcustomerserviceatfacilitiesmanagedbyNexus;

•continuallyreviewingandimprovingourperformanceinmaintainingandrepairingshelters.

10Provideseffectivemarketingofbusservicesby:

•continuingtoimprovetheimageofbusesthroughtargetedmarketingcampaigns;

•promotingsustainabletravelthroughtheSmarterChoicesprogramme.

11Minimisesharmfulemissionsby:

•establishingthecarbonfootprintofpublictransportinTyneandWear,andsettingtargetstoreduceit

•workingtoensurethat80%oflocalbusservicesareoperatedbyvehiclespoweredbyenginesatEuroIVstandardorbetterby2012.

3.4 Strategic Assessment of Accessibility

OurvisionforaccessibilityplanninginTyneandWearisasfollows:

We aim to improve the quality of life for Tyne and Wear residents by ensuring good access to a wide range of services, including education, employment, health and leisure and recreation opportunities.

AccessibilityplanningisanimportanttooldeployedbyLTPPartnerstoensurethat,fornewdevelopments,accessibilityisfactoredintotheplanningprocessandnotconsideredasanafterthoughtonceworkiscomplete.Itisalsousedtohelptoidentifyareaswhichhavethe

lowestaccessibilityratingstoeachofthecoreservices(listedearlier).TheLTP2includesmapsthatshowtheaccessibilityprofileforthesecoreservicesinTyneandWear.

MappingsuggestsaccessibilityisrelativelygoodacrossTyneandWear.Figure3.2,forexample,overlayscensusdataforill-healthontotheaccessibilitymapanditcanbeseenthattheareaswhereill-healthismostcommon(generallyinner-citywardsonTynesideandWearside)scorequitewellforaccessibility.Theaccessibilityscorereferredtorepresentstheaverageofaperson’sjourneytimefromagivenpointonthemaptoanyotherdestination.



Suchmapping,however,maynotfullyrepresentpublicperceptionsofaccessibility.Nexus’sresearch,communityconsultation(suchasSunderland’sCommunitySpiritpanel)andstakeholderworkshopsorganisedforthedevelopmentoftheLTP2indicatethat,especiallyindeprivedwards,theperceivedlevelsofaccessibilitymaybelessthanthefiguressuggest.Factorsimpairingaccessibilityinclude:

•Safetyandsecuritydeterssomepeoplefromuseofpublictransport4

•Farelevelsarerelativelyunaffordableforsomegroupsandpoorpeopleoftenpaythehighestfares

•Somepublictransportusersfinddifficultyinwalkingtobusstops

•Closureofservices(e.g.postofficesandlocalshops)worsensaccessibilityandunderminestheviabilityofthoseservicesthatremain

•Withdrawalofbusservicesoutsidethecorenetworkaffectsusersawayfromthemaincorridors

•Peoplearenotalwaysawareoftheoptionsonoffer,thereisaneedforbetterinformationandintegration,includingmorerealtimeinformationandasimplifiedticketingsystem

•Theaccessibilitymodelassumesthatpassengersarewillingtochangeservicesduringtheirjourneybutmanypeoplepreferadirectjourney;atripthatrequiresinterchangeisviewedaslessattractive

•Walkingandcyclingarenotalwaysseenasattractiveoptionsduetohighvehiclespeedsandthepoorqualityofpavements(inLTPconsultation,35%ofrespondentsratedpavementsaspoor).

Forthesereasons,themappingdatahastobetemperedbyqualitativeresearch,whichiswhyLTPPartnersgiveahighprioritytomeetingswithstakeholders,whohaveaninterestinimprovingaccessibility.Examplesofsuchgroupsinclude:

•LocalStrategicPartnerships(forexample,NorthTyneside’sSustainableCommunitiesandNeighbourhoodsPartnership)

•NewcastleCyclingForum

•TyneandWearLocalAccessForum

•TynesideTravelPartnership

•TyneandWearAccesstoEmploymentForum4 ‘Delegates’ definition of security covers a wider area than purely

the vehicle itself – they were also worried about street lighting in the vicinity of the Metro station or bus stop”. – LTP Appendix J (Executive Summary of Consultation).

Figure 3.2: Areas of Ill-Health Compared to Accessibility Levels



C2C Sunderland Enterprise Park – opening up preparatory to surface upgrade to kerbed,

street lit bitmac.

The C2C cycle route - Sunderland

SCHEME IMPLEMENTATION DATE: 2006-08


TheCoasttoCoast(C2C)cyclerouteisthepremierlongdistancecyclerouteintheNorth,stretchingfromtheIrishSeainCumbriatotheNorthSeainTyneandWear,withterminiinSunderlandandNewcastle.InSunderlanditrunsfor13milesfromtheA1(M)motorwaytotheseaatRoker.Routeownershipismixed:SunderlandCityCouncil50%,EnglishPartnerships22.5%,Sustrans22.5%,OneNorthEast(ONE)5%.AlthoughtheflagshipstatusoftheC2Ccommandsahighprofilenationally,withanestimated12,000riderscompletingtherouteinSunderlandeachyear,byfaritsheaviestuseisonalocalbasisfordaytodayutilityandrecreationaljourneysbySunderlandresidents.Intermsoflandscape,throughWashingtonfromtheA1(M)totheA19itisveryruralandwooded,whilefromtheA19totheseaatRokeritismoreestuarine,industrialandregenerated.

RELATED COSTS

LTPcapitalworksin2006/07amountedto£97,000,withannualrevenuemaintenanceworksbythecouncilamountingto£3,000(£1,500forSustrans).Negotiationsduring2007/08haveresultedinanadditional£2,000(principallyforONE)annualrevenuemaintenanceworksbeingcarriedoutbythecouncil.Inprinciple,thereareplansfor£450,000capitalupgradestosectionsservicingSunderlandEnterprisePark,and£350,000infrastructureadaptationworksplannedfor2008/09centredontheQueenAlexandraBridge(QAB).TheQABworkswilllinkthenorthbankarterialeast-westC2CcyclefacilitytonorthandcentralSunderland,aswellasthesouthbankarterialeast-westMetroCycleRoute,andtheStephensonTrailwhichleadsthroughresidentialareastoDoxfordInternationalBusinessPark.

PROBLEMS

Withmixedownership,dramaticallydifferentlandscapes,andlongsectionsofbothstoneandbitmacconstruction,maintenanceneedsandactualtreatmentshavevariedinthepast.Thechallengehasthereforehadfivekeystrands:1Torebuildsectionsoftheroutesothattheyperformbetterinthefaceofheavyuseanddestructivesurfacewaterstormflow2Toupgradethestandardsandconsistencyofvegetationmanagement,inordertokeepsectionsclearthoughthesummerandto

reducethelongtermcapitalre-buildliabilities3Tomovebasicsweepingandlitterclearance,wherethisisaproblem,fromreactiveandsporadictoroutine4Tosecurethenecessarycapitalupgradeofsectionswherethefrequencyandtypeofexistingandlatentuserequiresfull

specificationurbandesignratherthanruralstonedesign(sometimesbysecuringexternalandprivatefinancecommitmenttoensureconsistencywithcouncilLTP-builtsections), and

5ToimproveconnectionsbetweenthearterialeastwestC2Cfacilityandtheresidential,retailandemploymentcentresthatitserves,includingconnectingtheC2Ctotheotherarterialcycleroutesinthecity.

PHOTOS

C2C Washington - surface consolidation

Before

After

C2C Sunderland Enterprise Park – opening up preparatory to surface upgrade to kerbed, street lit bitmac.

After

Before



LTPPartnersarekeentoimproveaccessibilitytokeyservices.

Performanceindicatorsinclude:

•Percentageofhouseholdswithin20minsofclosestsecondaryschool

•Percentageofhouseholdswithin30minsofclosesthospital

•Percentageofhouseholdswithin40minsofspecificemploymentsite.

3.5.1 Monitoring Techniques

TheTyneandWearaccessibilitymodel,AutoAccess,calculatespublictransportaccessibilityinaccordancewithDfTguidance.Foreachkeyservice,atimeiscalculatedforeachhouseholdintheareatoreachthatservice,usingtheSuperouteandMetronetwork.ThetimethresholdssetforaccesstoeducationandhealtharethemorestretchingoftheDfTrecommendedthresholds,whereasforaccesstoemploymentthepartnersconsider40minutestobeamorereasonablethreshold.ThepercentageofthepopulationofTyneandWearwhichcanreachtheparticularservicewithinthegiventimethresholdisthencalculated.

3.5.2 Target Setting

Insettingtargets,wehaveconsideredouroverarchingstrategyforeconomicgrowth,regenerationandjobcreation.Naturally,accesstothesejobsbysustainablemodesoftransportiscriticalinallowingustomeetourotherpriorities.Withthisinmind,accessibilitytokeyemploymentsitesisofhighprioritytoLTPPartners,aswellasaccesstootherkeyservicessuchashealthandeducation.Wehavethereforeselectedfouremploymentsitestomonitorourperformanceforaccesstojobs,thesebeing:

•Newcastlecitycentre

•NewcastleGreatPark

•NewburnRiverside

•TeamValley.

OurpresentaccessibilityindicatorswerefixedseveralyearsagoandwerebasedonaccessibilitybyMetroandbusSuperoutes.Unfortunately,thelattercannolongerbeclearlydefinedaswearenowplanningservicesbasedonbus‘super-corridors’.WehavethereforecalculatedtheindicatorsbyidentifyingserviceswhichoperateintheinterpeakperiodatafrequencyofatleasthalfhourlyandrunningtheaccessibilitymodelwiththeseservicesandtheMetronetwork.ThetargetsrepresentthesamerelativechangesonthebaseassetinLTP2.AsTable3.2shows,levelsofaccessibilityare,inmostcases,veryclosetooraheadoftargets.

3.5 Accessibility Targets

Definition Threshold Base Year Base 2006 2007 2008 2009 2010

SecondaryEducation 20mins 2004Actual 98% 99% 99% 99%

Target 98% 98% 99% 99% 99%

Hospitals 30mins 2004Actual 87% 86% 88% 87%

Target 88% 89% 90% 90% 91%

Employment(NewcastleCityCentre) 40mins 2004

Actual 72% 74% 74% 72%

Target 73% 73% 74% 74% 75%

Employment(GreatPark) 40mins 2004Actual 25% 25% 28% 28%

Target 26% 27% 27% 28% 29%

Employment(Newburn) 40mins 2004Actual 29% 32% 25% 30%

Target 29% 30% 30% 31% 31%

Employment(TeamValley) 40mins 2004Actual 24% 37% 37% 36%

Target 24% 25% 25% 26% 26%

Table 3.2: Accessibility to Key Services



Aspreviouslyidentified,theissuessurroundingaccessibility,andthepotentialsolutions,gobeyondthescopeoftransportalone.Partnershipworkingbetweenlocaltransportplanners,serviceproviders,theprivatesector,otherstateagenciesandthethirdsectoriscrucial.Thissectionexplainshowweareworkingtogethertodeliverbetteraccessibilitytothekeyservices.

3.6.1 Health

Theincreasingtrendtowardscentralisationofhealthcarefacilities,especiallyintheacutehospitalsector,meansthatthereisaneedforstrongpartnershipworkinginTyneandWeartomeetthechallengesthiscreates.During2007/08,twomeetingswereheldwiththehealthsectortoconsidertheseissuesandtoensurethatfutureproposalsforthespatiallocationofhealthservicestakeintoaccountaccessibilityissues.Asanexample,theplannedredevelopmentofGatesheadtowncentreoverthenext3yearswillincludeanewPrimaryCareTrust(PCT)facilityclosetothebus/Metrointerchange,oneofthemostaccessiblelocationsinTyneandWearbypublictransport.

ThereareobvioussynergiesbetweenthepromotionofpublichealthandLTPpoliciessuchastheimprovementofwalkingandcyclingroutesandourplanstoaddressenvironmentalpollution.Wehaveexaminedbestpracticeinotherregions,suchasMerseyside,whereproactivejointworkingbetweenMerseytravelandthelocalPCTishelpingtopromotethepublichealthmessageinaregionthat,likeTyneandWear,suffersfromseverehealthinequalities.

Partnershipworking,tomakemoreefficientuseoftransportresources,wouldhaveconsiderablefinancialbenefitsfortheNHS–atpresent,itspendsmorethan£250millionperyearonnon-emergencypatienttransport.

TheTyneandWearLTPTeam,NewcastleCityCouncilandtheNorthEastAmbulanceTrustarepresentlyinearlydiscussionsaboutapossiblevehiclepoolingarrangementthatcouldbringfinancialbenefitsforthecitycouncilatatimeofbudgetarypressureswhilsthelpingtorelievepressureontheambulancefleetatpeakperiods.

3.6 Partnership Working

North East England England

Peoplewhosmoke 30.3% 26.0%

Healthyeating(5aday) 16.8% 23.8%

Obeseadults(2002) 23.9% 21.8%

Bingedrinkingadults 25.1% 18.2%

Lifeexpectancyatbirth-females 79.8yrs 81.1yrs

Lifeexpectancyatbirth-males 75.4yrs 76.9yrs

Table 3.3: Health Profile of the North East



3.6.2 Education

TheLTPTeamorganiseregularmeetingswithschooltravelplanofficersinalldistricts.JointworkingwillbeofincreasingimportanceasweaspiretomeettheDepartmentforChildren,SchoolsandFamilies’targetforallschoolstohavetravelplansby2010.Currently,around40%ofschoolsintheregionhavetravelplansandeachofthelocalauthoritiesinTyneandWearhasdevelopedaSustainableTravelStrategyfortraveltoschoolandfurthereducationproviders.

NexusworkscloselywithLocalEducationAuthoritiestoimproveschooltravelandisintroducingSafemarkSchoolPartnershipAgreements,whichcodifytherelationshipbetweenNexus,schoolsandbusoperators.Over100buseseachdayprovideschooltransport(about350schoolbusjourneys)atacostof£1.8mperyear.

SafeRoutestoSchoolsschemesarebeingimplementedacrossTyneandWear,typicallyinvolvingacombinationof20mphlimits,trafficcalming,SchoolZonesandnewcrossings(forexample,thenewtoucancrossingandcyclepathsoutsidethenewly-builtCardinalHumeCatholicschoolinGateshead(pictured).

InGatesheadtheschooltraveladviserhasdevelopedapilotinductionbusjourneyprogrammedesignedtomakeschoolbustravellessdauntingforpupilsmakingthetransitionfromprimarytosecondaryeducation.

ItishopedtorolltheschemeouttootherboroughsinTyneandWear,beginningwithNorthTyneside.

AtravelfactfilehasbeendevelopedinpartnershipwithNexus(andtheotherLTPPartners).Distributedinsummer2007toallYear6-10pupilsinthevastmajorityofTyneandWearschools,itisintendedforfutureannualdistributiontoallYear6pupils.

SouthTynesideandGatesheadjointlyshareaBike-Itofficerwhopromotesandfacilitatescyclingforschooljourneys.

Anumberofpilotschemeshavebeenintroducedtotrytocurtail“schoolrun”traffic.Foranexampleofonesuchscheme,seethe“WestJesmondschoolyellowbus”casestudyinChapter2.

3.6.3 Employment

APublicTransportAccesstoEducationandTrainingforumbringstogetherlocalauthorities,Nexus,JobCentrePlus,transportoperatorsandotherstakeholderstoconsiderwaysinwhichaccessibilitycanbeimproved.Theforumconsiderswaysofimprovingaccessibilitytoexistingandnewemploymentsitesandwaystopromotetheroleofpublictransportinsupportingeconomicregeneration.

Otheraspectsofthetraveltoworkprojectincludethedevelopmentofajourneyplanningtrainingdayforfrontlinestaffassisting



TheAccessibilityDeliveryPlanconcludeswithaseriesofrecommendationsforfurtheractionbyLTPPartners,inassociationwiththeirstakeholders.BelowwesetoutsomeofthekeyrecommendationsinconjunctionwiththebarrierstoaccessibilityoutlinedinSection3.1,usingthesameexampleofatripforahospitalappointment.

3.7.1 Accessibility

Barriers–ahigh-floorbusservicethatisdifficulttoboardforelderlyorinfirmusers,orsomeonewithapushchair.Evenifalow-floorbusisavailable,thewalkingroutetothebusstopmightbeinadequate.

Actions–byworkingmorecloselywithplanners,weaimtodesigninbetteraccessibilityattheplanningstageofnewdevelopments.TheSuperouteaudit,buscorridorimprovementprogrammeandthenewBusStrategyareidentifyingwhatmeasuresareneededtoupgradethebusfleetandbusstopinfrastructure.Apilotenforcement/informationexerciseisbeingplannedtotackleillegalorinconsiderateparkingthatcanobstructbusstopsorfootways.

3.7.2 Availability

Barriers–thehoursatwhichtheservicerunsmightbeunsuitableortheremaybenobusatallfromtheuser’shome.

Actions–theseissueswillbeaddressedthroughthenewBusStrategyandourcontinuingexpansionofDRTandTaxibusservices.

3.7.3 Affordability

Barriers–thebusfaremightbeexpensiveor,ifthereisnobus,thecostoftaxifaresmightbeprohibitive.

Actions–togetherwithNexus,weareexaminingthefeasibilityofasmartticketingschemethatwillprovideamoreflexibleticketingproductcateringfortheneedsofdifferentusers,withoneofthemainaimsbeingtoenhanceaccessibility.TheBusStrategyproposesofferingfareassistancetothosesectionsofsocietywhoneedit.

3.7.4 Acceptability

Barriers–thepublictransportjourney,whilstfeasible,maybeslow,ortheremaybeconcernsaboutsecurityatbusstopsorinterchanges.

Actions–weareexploringwaysofenhancingpassengersecurity.Risingpassengernumbersshouldalsocontributetoasafertravellingambience.Thebuscorridorimprovementprogrammewillincludeadditionalbusprioritymeasurestocreatefaster,more

reliablejourneysandouractionstocombatillegalparking(mentionedaboveundertheAccessibilityheading)shouldalsoassistinthisregard.

3.7.5 Awareness

Barriers–theusermightnotbeawareofthebestwaytoreachthehospitalbypublictransportorthat,insomecases,reducedfaresareavailableforpassengerswithhospitalappointments.

Actions–thenewTyneandWearSmarterChoicesTeamwillbeimplementingarangeofmeasurestopromotesustainabletraveloptions,includingapilotIndividualisedTravelMarketingscheme.

3.7.6 Other Actions

Weareexploringthescopeforadesignatedmemberofstaffineachdistrictwhocanactasafirstpointofcontactforqueriesaboutaccessibility.Itisalsoourintention,viaeithertheTyneandWearLTPwebsitewww.tyneandwearltp.co.uk,ortheplannednewSmarterChoiceswebsite,tohostanaccessibilitybestpracticeportalthatcanbeusedtoshareknowledgeandexamplesofbestpractice.Atpresent,manyexcellentlocalschemesareimplementedinisolationandtheycouldpotentiallybegoodexamplesforotherdistrictsorcommunitygroupstofollow.

3.7 The Action Plan



A1058 Cycle Accessibility Scheme - North Tyneside

SCHEME IMPLEMENTATION DATE : 2006-08


UpgradingofexistingsharedcycleandpedestrianpathparalleltoA1058CoastRoadtoimproveaccessibilityforcyclistsandpedestrians,aswellasimprovingroadsafety.

RELATED COSTS

Theupgradingwascarriedoutinstages,withanannualbudgetof£40,000foreachofthefirsttwoyearsofLTP2.

PROBLEMS

Acombinationofproblemswasactingasadeterrenttousingtheroute,particularlyforcyclists.Theseincluded:•Poorroutecontinuity•Inconsistentsurfacing•Incompletesigning•Localisedroadsafetyissues:e.g.wheremotorvehiclescrossedthecyclepathinordertoexitfromapetrolfillingstationontothe

CoastRoad,previouscasualtiesatsitehighlightedneedforimprovedfacilities.

SOLUTIONS

Thesolutionwasacoherentschemeprovidingapackageofimprovementsalongthefullroute,including:•Addressingroadsafetyproblemswithimprovedsigningandmarkings•Improvedsurfacing•Upgradingoflightingalongtheroute•JointworkingwithNewcastleCityCouncil.

BEFORE AND AFTER MONITORING

The7-daycountatthewesternboundaryoftheboroughshowedthenumberofcyclejourneysontheCoastRoadincreasingfrom42,705in2004to59,495in2007,a39%increaseinthreeyears.ConsulteesontheprojectincludedNorthTynesideCycleforumandSustrans,aswellasfeedbackfromanemailgroupincludingaround2000peopleandfrompathusersviaNorthTynesideCouncil’sEnvirolinktelephoneandemailservice.

PHOTOS

AfterBefore

AfterBefore


Chapter 4Safer Roads


4.1 Introduction

ThischaptersetsouttheTyneandWearLTPPartners’positionintermsofachievingnationalandlocaltargetsforcasualtyreduction.

TheGovernment’sroadsafetystrategy‘Tomorrow’sroads-saferforeveryone’publishedinMarch2000setoutaframeworkfordeliveringfurtherimprovementsinroadsafetyoverthenextdecadeandestablishednewlongterm10yearcasualtyreductiontargetstobeachievedby2010.

By2010,theaimistoachieve,comparedwiththebaselineaveragefor1994-98:

•A40%reductioninthenumberofpeoplekilledorseriouslyinjured(KSI)inroadaccidents

•A50%reductioninthenumberofchildrenkilledorseriouslyinjured(ChildKSI)inroadaccidents

•A10%reductionintheslightcasualtyrate,expressedasthenumberofpeopleslightlyinjuredper100millionvehiclekilometers.

“Road safety has and will continue to be one of the main priorities for the Plan Partners. The Tyne and Wear Plan Partners are proud of our record in recent years at achieving casualty reduction.” (Tyne and Wear LTP2 2006-11)

UnderstandingthecausesofaccidentsinTyneandWearandprovidingsuccessfulsafetyschemesinconjunctionwitheducation,trainingandmarketing,havebeenkeytoachievingourexcellentrecordincasualtyreduction.Sincetheendof2000,TyneandWearhavebeenworkingtowardstheDepartmentforTransport(DfT’s)casualtyreductiontargetstobeachievedby2010.Thesetargetsareprimarilyaimedatreducingcasualtiesinthreemainareas,namely:

•Promotingsafetythroughdevelopinglocalpartnerships

•Reducingexcessiveandinappropriatespeeds

•Protectingvulnerableroadusers,children,pedestrians,cyclistsandmotorcycleriders.

TheLTPPartnersarecommittedtoworkingtowardsthesenewchallenges,asoutlinedintheLTP2RoadSafetyStrategy.Furtherdetailscanbefoundat:www.tyneandwearltp.co.uk

TheLTPPartnershaveestablishedcloselinkswithNorthumbriaSaferRoadsInitiative(NSRI)inpartnershipwithNorthumbriaPolice,theHighwaysAgencyandemergencyservices.

WehopethatourcontinuedcommitmentwillstrengthentheselinksallowingmorestrategicdeploymentofboththeLTPPartnersandNorthumbriaPoliceresources.

Table4.1showsthetotalnumberofKSI,childKSIandslightaccidentsforTyneandWearfrom1994to2007,thedatahasbeengraphed(Figures4.1,4.2and4.3)toshowthebaselinefigures,trendandextrapolatedtrendthroughto2011.ThisisshownagainstLTP2targets.

4.1 Introduction

Year KSI Child KSI Slight

1994 745 203 4008

1995 636 137 4069

1996 644 148 4436

1997 535 147 4750

1998 454 98 4657

1999 516 133 4527

2000 438 96 4805

2001 431 107 4792

2002 445 89 4734

2003 448 98 4908

2004 414 86 4671

2005 378 67 4395

2006 407 77 4231

2007 408 79 3933

Table 4.1: Trend in Accidents

Chapter 4 Road Safety


Figure 4.1: Number of Killed or Seriously Injured (KSI) Casualties in Tyne and Wear

Figure 4.2: Number of Child Killed or Seriously Injured (KSI) Casualties in Tyne and Wear

Chapter 4 Road Safety

Num

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ofK

SIs

Year

Num

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ofC

hild

KS

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