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CHAPTER 10 - CONNECTING MIDDLESBROUGH

 

INTRODUCTION

10.1            Transport has an important influence on the quality of life and economic prosperity of Middlesbrough. An efficient and effective transport system is essential if the spatial vision is to be achieved. This means not only creating a transport network within Middlesbrough that allows communities to access those facilities and services they need, but also one where linkages with areas outside of Middlesbrough are effective and efficient. These external linkages will be required to ensure that Middlesbrough and Stockton town centres develop as part of the urban core at the heart of the Tees Valley city region.

 

TRANSPORT STRATEGY

10.2     The strategic context for the development of transportation policies and proposals in the LDF is provided by a number of strategies and initiatives, principally:

10.3     The development of the LDF transport strategy will assist in focusing investment in the transport network to achieve the spatial vision of the plan. This will be achieved by the Council working with partner organisations to identify what the existing capacity of the network is and where improvements are required, and bringing these forward both in terms of the local and strategic networks. An important element of the transport network will be facilitating the development priorities identified in policy CS1 of this plan.

10.4            Improvements already identified at a strategic level, within and beyond Middlesbrough include:

10.5     The transport strategy outlined here will contain a set of core principles and spatial elements, which will identify how they will be addressed in specific transport corridors. These transportation corridors are central to the delivery of the spatial vision and development priorities. They provide an opportunity to identify and implement an integrated package of transport measures that will improve accessibility and connectivity into and beyond Middlesbrough. One of the principal strands of this strategy will be improving connectivity between Middlesbrough and Stockton town centres. An important prerequisite of any successful city region is its connectivity and infrastructure. It is essential that the Stockton-Middlesbrough urban core at the heart of the city region is well plumbed in both strategically, and internally, such that the benefits of the core’s assets can be felt throughout the city region. The A19 and A66 roads are an important element in achieving this connectivity.

10.6            Middlesbrough has a reasonable bus and rail network, but retains a high dependency on use of the private car. This situation is unlikely to change in the short-term. There is a need to ensure that viable alternatives to the private car are in place before any significant change can be implemented. To insist upon changes before alternatives are available could damage a fragile economy, reduce investor confidence, and lead to further decanting of businesses to out of town locations.

 

A19 CORRIDOR

10.7     The A19 corridor is identified within the draft RSS as a regional transport corridor. It is a major corridor that provides an important communication link with areas to the north and south of the Tees Valley. Whilst it is a strategic route that has an important role to play in accessing the major development initiatives within the Tees Valley city region, it also acts as a local route. This dual role impacts upon the ability of the road to function in its strategic capacity. It is important therefore to examine ways in which local traffic can be removed from the A19, increasing capacity and reducing congestion. Thus, whilst improvements will be sought to the road and its junctions, a package of complementary measures should also be introduced into the surrounding road and public transport network to support the role and function of the A19.

 

A66 CORRIDOR

10.8     This is the principal east-west transport corridor linking Middlesbrough with the A1 and the strategic gateways of Durham Tees Valley Airport to the west, and Teesport to the East, and is also identified as a regional transport corridor in the draft RSS. Only that part of the A66 from the A19 junction westwards is part of the trunk road network. It is however an important road in the context of the development priorities within the town. Developments at Greater Middlehaven, Riverside Park and the town centre will be accessed via the A66.

10.9     Unlike some of the other corridors the A66 corridor is also important in terms of public transport accessibility. It also accommodates the Middlesbrough to Darlington railway line, and the principal bus routes connecting Middlesbrough and Stockton town centres.

10.10   The A66 links several development opportunities between Middlesbrough and Stockton town centres, and beyond to Teesport and the South Tees area. It has a pivotal role to play in the delivery of a number of SMI proposals. There are therefore some significant opportunities to improve the transport network within this corridor to improve capacity and accessibility and facilitate connectivity and the development of strategic projects at the heart of the Tees Valley city region. This in turn will help create a high quality gateway into the city region that will assist in attracting further investment and growth.

 

EAST MIDDLESBROUGH CORRIDOR

10.11   The two principal elements of this corridor are the Esk Valley railway line and Marton Road. It forms one of the main corridors for people travelling into the town from the south, but Marton Road suffers from significant congestion problems particularly at peak times. Conversely the Esk Valley railway line is under utilised and has potential to help improve accessibility into the town.

10.12   The corridor has the potential to contribute to improved connectivity and accessibility, particularly in conjunction with a park and ride scheme to the south of the Marton Road area. It will be necessary to undertake further feasibility work to assess the potential for the corridor.

10.13   The James Cook University Hospital, one of the major medical facilities in Europe, is situated within the East Middlesbrough corridor. Measures to improve accessibility to the hospital should be explored further including the construction of a new rail halt on the Esk Valley line.

 

A174 PARKWAY CORRIDOR

10.14   The A174 Parkway is part of the trunk road network within Middlesbrough. It
connects the A19 with the industrial areas of Wilton International and Teesport, in the neighbouring Borough of Redcar & Cleveland. Whilst not identified as a regional transport corridor within the draft RSS, in the context of the Tees Valley city region it is still an important strategic corridor. Developments in the south of the borough, in particular Greater Hemlington, may have an impact upon the functioning of this corridor. These developments provide an opportunity to take forward a package of measures that can help to improve the corridor’s contribution to the delivery of a prosperous city region.

10.15   The corridor is wider than just the A174 and takes in the nearby east-west transport routes, including the B1180. This route could play an important role in developing east-west public transport links and relieving pressure on the A174.

POLICY CS17  TRANSPORT STRATEGY

The Council will work with partner organisations, including the Regional Transport Board, Highways Agency, public transport operators, Network Rail and neighbouring authorities, to deliver a sustainable transport network which whilst reducing the need to travel:

 

a

will improve connectivity within and beyond Middlesbrough, including:

 

  1. between Middlesbrough and Stockton town centres and the wider Tees Valley;
  2. with the Tyne and Wear city region;
  3. with the Leeds city region;
  4. with Durham Tees Valley Airport; and
  5. with Teesport.

b

improves accessibility for all;

c

facilitates and supports the regeneration and development priorities identified in policy CS1;

d

fosters economic growth and inward investment;

e

promotes Middlesbrough town centre as a strategic public transport hub;

f

improves the quality of the bus network, in particular the super core and core routes;

g

promotes alternative modes of transport other than the private car;

h

facilitates the transportation of freight through and within Middlesbrough. Proposals should seek to maximise alternative modes of freight to the use of the Trunk Road Network; and

i

contains an integrated and safe system of cycle and pedestrian routes.

 

This will be achieved by giving priority to a balanced package of highway and public transport improvements including the introduction of measures to reduce congestion, remove bottlenecks, and improve reliability within the A19, A66, A172, and East Middlesbrough transport corridors. Such measures may include:

 

  1. junction improvements at key interchanges;
  2. improvements to infrastructure, facilities, stations and services on the Darlington to Saltburn, and Esk Valley railway lines;
  3. introduction of park and ride facilities; and
  4. provision of new rail halts to serve strategic uses, facilities and developments.

Development should be located where it will not have a detrimental impact upon the operation of the strategic transport network and will deliver the priorities identified above.

 

This policy has been superseded by the Housing Local Plan

 

DEMAND MANAGEMENT

10.16            National car parking guidelines are interpreted locally across the Tees Valley in the Highway Design Guide that is regularly reviewed by the five unitary authorities.

10.17   In the town centre, it is important to get the right balance between short and long-stay parking and a regime of charging to support the role of Middlesbrough as the primary centre for the Tees Valley. Evidence from a recent study indicated that the overall level of parking provision compares favourably with other equivalent centres, as does customer satisfaction. The quality and security of the car parks is good, but there are issues of the quality of access and signage, both by car and foot. As car park sites are redeveloped, it is current policy for equivalent reinstatement of parking spaces, but it can be difficult and costly to achieve this aim.

10.18   In existing residential areas it is important to avoid problems by proper control of on-street parking. In new development, parking standards have to be sufficient to prevent excessive on-street parking. Yet parking must not dominate the street scene and should not detract from a pedestrian-friendly environment.

POLICY CS18  DEMAND MANAGEMENT

As part of the creation of a sustainable transport network it will be necessary to incorporate measures into development proposals that improve the choice of transport options available to people. Priorities will include:

 

a

developing a car parking strategy that will balance the promotion of sustainable transport choices with the promotion of economic growth. This will be achieved by:

 

  1. restricting the amount of private car parking in new developments, and identifying appropriate maximum parking standards as included in the Tees Valley Highway Design Guide;
  2. encouraging the shared use of parking facilities;
  3. the introduction of a parking hierarchy for short and long-stay, and on and off-street parking controls, particularly addressing the needs of the town centre and the 24 hour economy; and
  4. ensuring that the overall number of public parking spaces within the town centre is maintained at current levels. Additional parking spaces will be supported where there is evidence that they are needed to support the economic growth, viability and vitality of the town, and that not providing the spaces will disadvantage the town in relation to other centres.

b

reducing congestion and improvements in journey time reliability, including the provision of improved information for drivers;

c

promotion of car sharing schemes and opportunities;

d

exploring the feasibility for providing park and ride schemes within the A66 corridor and to the south of the town;

e

promotion of schemes and opportunities for cycling and walking; and

f

requiring travel plans and transport assessment for all major development proposals that will generate significant additional journeys in accordance with the provisions of DFT Circular 02/2007, and the requirement in the Guidance on Transport Assessment. These will need to demonstrate that the strategic road network will be no worse off as a result of the development.

 

SAFETY

10.19            Reducing the number of road traffic accidents and casualties is an important part of the Mayor’s ‘Reduction Agenda’. Many of the measures that can be introduced to help reduce road casualties can be carried out within masterplans and development briefs for new development and implemented through conditions and obligations attached to planning permission. The crucial issue is to consider holistically how to promote pedestrian-friendly environments and encourage more journeys to be taken by means other than the car.

POLICY CS19  ROAD SAFETY

The Council will work with partner organisations, including the local community and schools, to reduce the impact of traffic and improve the safety and quality of the environment in residential and commercial areas. This will be achieved by prioritising
the following:

 

a

creation of home zones, comprehensive environmental works in existing and new residential streets to give priority to pedestrians;

b

introducing speed restrictions, typically reducing from 30 to 20 mph;

c

traffic-calming measures, a variety of design features to discourage excessive speed;

d

work-place travel plans, arrangements with new developers and employers for a package of measures to discourage car use and encourage other means including bus, bike and walking; and

e

school travel plans and safer routes to schools.

 

Development proposals that would have a detrimental impact upon road safety will not be supported.

 

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