Transportation is a wide ranging topic which must take account of the need by all sectors of the community for access to goods, services and facilities.  It embraces all forms of public and personal modes as well as freight transport.  The importance of mobility to the social and economic well being of the local and wider community means that transportation matters have a significant impact on the physical environment, its appearance and the effectiveness of land use.  Transportation and land use are thus inextricably inter-related.

Mechanised transport, however, is also one of the major sources of atmospheric pollution and global warming emissions.  At a local level, problems arise from noise, fumes and vibration, as well as from the conflict between vehicles and pedestrians.  Such problems are most acute where traffic generating uses are concentrated in urban areas but the intrusion caused by traffic is also felt in rural areas.

Local policies must be devised in relation to what is happening regionally and in the light of the current national situation.  Most journeys involve the use of roads, which accounted nationally for 93% of passenger kilometres and 87% of freight kilometres in 1990 (British Roads Federation figures).  The average household makes about 40 journeys of more than 1.6 km each week; over half are by car or taxi, about 20% by bus and a similar proportion on foot or bicycle.  One third of all journeys are less than 1.6 km, most of these (76%) being on foot or by cycle.  The proportion of such journeys is greatest amongst children (45%) and the elderly (38%).

There has been a significant increase in the number of vehicles in recent years; in 1990 there were 24.7m vehicles, a 29% increase since 1980.  In addition, vehicles are travelling greater distances each year on average.  Hence the volume of traffic is increasing more rapidly than vehicle numbers, rising by 42% between 1978 and 1988.  Lorry traffic has become increasingly concentrated on motorways, with a 63% rise between 1978 and 1988.  Over the same period it increased by only 3% in rural areas, whilst in urban areas it showed a decline of 43%.  Based on present trends, traffic growth can be expected to continue unless there is a dramatic change in national policy.  The Department of Transport's National Road Traffic Forecast (1989) predicted an increase of between 29% and 49% over the period 1988 to 2000, and of between 82% and 134% by 2025.  Whilst more recent forecasts (NRTF 1997) suggest that the growth could be some 10% less than that predicted in 1989, there is still cause for some concern.

Despite the significant increases in traffic volumes, overall road safety has generally improved.  Over the period 1978 to 1988 there was a 7.9% reduction in all casualties.  Although the rate rose in the late 1980's, by the early 1990's it was once again falling back.  This national trend was reflected Countywide (Strategic Guidance 6th Monitoring Update, 1994).

Government planning policy in relation to transportation (PPG12, PPG13) states that local authorities should aim to reduce the need for travel, especially by private car, hence improve the environment and accessibility by:-

• ensuring that development makes full and effective use of land within existing urban areas and is closely related to public transport, as well as accessible by cyclists and pedestrians;
• encouraging higher residential densities and optimising settlement size and structure; juxtaposing housing with employment opportunities, schools and other local facilities;
• locating new developments attracting trips at accessible points such as town and local centres, which act as nodes for public transport and should be maintained and revitalised;
• encouraging daily convenience shopping in local centres and allocating accessible out of centre locations for superstores catering for bulk shopping;
• ensuring provision of facilities for walking and cycling;
• encouraging interchange opportunities between public transport networks;
• encouraging movement of goods by rail and water.

Strategic Guidance for Tyne and Wear sets the specific context for preparation of Sunderland's UDP.  Although issued prior to the current Guidance Notes referred to above, it nevertheless conforms in principle.  With regard to transportation, it requires that policies should:-

• assist urban regeneration, facilitate further investment in industry and housing and enhance the environment, especially on entry corridors;
• support Town and City Centres;
• improve mobility;
• ensure that land use proposals are well related to the transportation system with satisfactory access for buses and private cars along with adequate off-street parking;
• ensure adequate access to industrial areas for heavy goods vehicles;
• promote the possibility of transferring long haul freight from road to rail, supported by appropriate land use policies;
• make best use of the existing highway network and show how pressure can be relieved by public transport;
• ensure that new road construction assists the trunk road system to operate efficiently along with the Strategic Route Network;
• use public transport as a positive means of easing congestion in key areas such as major centres and at river crossings, with provision for convenient bus terminals and for bus priority facilities where appropriate;
• consider possible extensions and improvements to the Metro and Rail systems.  Alignments should be protected in a manner similar to proposed road lines.  In addition to economic viability, account should be taken of the alternative system's ability to:
• improve strategic links in the transportation system,
• stimulate economic development or urban regeneration,
• relieve pressure on the road network.

The objectives of the UDP in relation to Transportation are to:-

• develop a well balanced and integrated Transportation system which is environmentally friendly, sustainable and efficient;
• ensure ease of access to a wide range of facilities for all sectors of the community;
• minimise the need to travel;
• give emphasis to proposals which improve the environment as well as reducing congestion and hazards;
• further promote an attractive, environmentally friendly public transport system;
• consolidate the Strategic Route Network and access to existing and proposed development;
• develop greater opportunities for pedestrians and cyclists.

Transportation policies in general are concerned with accessibility of people and goods to a range of facilities.  In recent years the location of new employment centres, retail outlets and recreational facilities has become more decentralised, with a resulting change in travel patterns.  Although Government policy is now geared to reducing the need to travel, the legacy of past developments will continue to influence travel patterns over the Plan period.  It is important to ensure ease of access to facilities for all sectors of the population, therefore a balanced transportation system is required to cater for different needs.  Consequently, the Council will make provision for as wide a range of modes as feasible, including cyclists and pedestrians, private (and commercial) vehicles and a range of public transport requirements (eg bus, rail, Metro, taxis), as well as encouraging innovative forms as appropriate.

Strategic Guidance indicates that the transportation network should meet the needs of both private and public transport.  The development of a well-balanced transportation network is also important in achieving the wider economic development and environmental goals of the Plan, thus the policies set out in this section are developed in recognition of the close inter-relationship between land use and the transportation system.

Strategic Guidance emphasises the primacy of economic regeneration.  To facilitate this it will often be necessary to ensure the presence of high quality roads giving access to industrial and commercial sites.  This will accommodate the increase in vehicular traffic (commercial and private) which could result from successful economic regeneration as well as reduce the level of non-essential traffic on roads passing through residential areas and shopping centres.

At the same time, public transport will be given higher priority and encouraged because:-

• car ownership rates are low, the 1991 Census revealing the Tyne and Wear rate to be about 30% below the national average, with 48.8% of households in Sunderland not having a car  (Although ownership rates are increasing, to date they have merely kept pace with national change; thus even if in future they rise relatively quickly as a result of successful economic regeneration, they are likely to remain low throughout the Plan period, resulting in a continued dependency on public transport.);
• even amongst car owning households, there will be times when a car is not available for use;
• a good attractive public transport system will help establish a strong pattern of usage even amongst car owners  (This should help offset congestion on radial roads and major junctions which, as mobility demands increase, is likely to worsen if alternatives to the car are not available.  It will also ensure a network exists to cater for demand should congestion and national pollution controls start to discourage the use of private cars.);
• it is more efficient in terms of fuel use and use of roadspace;
• it is more environmentally friendly.

Private transport, however, cannot be unduly restricted in the present circumstances without adverse implications for economic regeneration, which is the Council's priority.  For this reason, a high quality road network will still need to be provided which will:-

• help facilitate economic development by providing a high level of access to employment and commercial centres by bus, car and commercial vehicles; this is of particular importance in relation to the City Centre and other main centres to ensure their on-going vitality and viability;
• provide a safe and attractive Strategic Route Network for through traffic and traffic of more than local importance;
• reduce the adverse environmental effect of traffic in locations such as residential areas, shopping centres, Conservation Areas, etc.;
• assist in the determination of commercial/ business routes to link to the national highway network.

Whilst it is important that private transport is not so unduly restricted as to affect urban regeneration, the Council recognises the need to effectively manage demand for private car use and is committed to preparing a strategy in relation to this as part of the Plan’s first review.  This is accordance with the aims and objectives of the City Council’s Local Agenda 21 process and will need to be the subject of wide discussion to formulate a workable strategy which balances urban regeneration, environmental, and accessibility concerns.