The East End is physically remote from Sunderland's major open spaces such as Barnes Park, Silksworth Sports Complex and Tunstall Hills.  It is also a residential area of multiple deprivation which is in the process of a major upgrading initiative by the City Council and Home Housing.  The area is identified as being deficient in all forms of open space, which should be remedied as a priority (see table 8.2).  As part of the redevelopment of the former British Rail sidings, provision is to be made for three additional sports pitches (including one all-weather pitch).  These will make a significant contribution to the overall shortfall in this area and will be carefully sited so as to consolidate and enhance the existing open space at the Town Moor.  Changing facilities could be provided within the adjacent Community Centre.

In addition to these pitches the Town Moor, a somewhat degraded area of common land, will incorporate 3.5 ha. to the west of The Quadrant and generally be upgraded to neighbourhood park status.  Detailed requirements will be determined in consultation with the local community.  Improvements could include a satellite play area for children and a nature garden.  Closure of The Quadrant to through traffic to better link the parts of the proposed park could also be investigated; this may be assisted when provision of a new southern access to the Port is made (SA50(3)).  The proposed closure of the St John and St Patrick Ecumenical Primary School opens the potential for the community use of its playing fields.

This proposal seeks to substantially enhance the provision of amenity space in areas of deficiency and improve the quality of several existing sites.  Some 33 ha of new open space is proposed in the form of 11.7 ha local, 19.4 ha neighbourhood, 1.8 ha pocket parks, which will remedy deficiencies in types of open space in most locations.

The District Open Spaces at Silksworth, Tunstall Hills and Barnes Park (east and west) ensure that there are such spaces (of not less than 30 hectares) within 2.5 km of every dwelling within Sunderland South, with the exception of Hendon, where increased emphasis on quality will be needed rather than quantity to ensure adequate provision.  There are deficiencies in 'local' and/or 'neighbourhood' provision in the East End, Hendon, Grangetown, Ryhope, Silksworth, Doxford Park, Grindon, Pennywell, Pallion and Millfield which this proposal seeks to ameliorate.  Shortfalls in the Pallion/ Millfield area are difficult to overcome because of a lack of sizeable and suitably located vacant or derelict sites.

Further opportunities for the provision of major new open spaces within existing housing areas are unlikely to arise.  Here, therefore the emphasis will be on improvements in the quality of existing facilities to encourage more intensive use.

Funding will be through various sources including the Council's capital budget, grant from the Sports Council where appropriate, also Land Reclamation Programme funding and contributions by developers of adjacent housing land.

Table 19.4: Sites for Amenity Open Space (SA27)

The Tunstall Hills are a prominent feature of south Sunderland; they are of nature conservation interest for their geology, their magnesian limestone flora and fauna and provide a valuable recreational open space for residents of surrounding areas, affording panoramic views of much of the City.  The proposal covers the Hills themselves and parts of the lower lying valleys to the south and east.  The land is almost wholly owned by the City Council, accommodating a number of leisure/ recreational land uses.  The SSSI, which provides the focus for a potential Local Nature Reserve (SA40), covers Maiden Paps, land on the south slopes of the Hills and the disused quarry north of the former mineral railway line; part of this site is in private ownership.  South-east of Maiden Paps adjacent to the SSSI there are Council-owned football pitches to which the public has access.  It is not proposed that there should be any major improvements to the football pitches but there may be some minor up-grading of the changing rooms, which lie just north of the pitches with vehicular access from Leechmere Road.

An informal system of tracks and paths is used by the public to gain access to the Hills.  An existing public right of way runs from Toll Bar Road to Tunstall Road along the edge of Maiden Paps.  The City Council, responsible for maintaining public rights of way, will seek to improve access for people with disabilities and those with pushchairs.  Limited but controlled car parking, along with interpretative material, would also need to be provided, with possible access from Leechmere or Toll Bar Roads to the east and Tunstall Hope Road to the west.  Improvements to access and public recreation facilities at Tunstall Hills must be designed in such a way as to protect amenity, especially those important natural features of the Hills.

The Hills are an existing well-used recreational area for walking as well as sports use, containing sensitive sites of nature conservation interest and potential archaeological importance.  The whole, with Ryhope Golf Course, forms part of an open break between Ryhope/ Tunstall Village and the inner areas of Sunderland which the Council seeks to protect (see CN6)

This land is currently unused, but open to the public and criss-crossed by informal footpaths.  In order to improve the level of open space provision in this area and to safeguard it from residential pressures an 'urban country park', 'District' in scale, is proposed which would meet local needs but also provide an attraction for a wider catchment area.  Facilities for informal recreation, such as picnic areas and nature trails, would complement the more formal provision for sports and leisure at Silksworth.

The park would help re-affirm the Council's policy of protecting the open break between Farringdon and Silksworth from development (see CN6).  It would complement the proposed tree/ woodland belt scheme for the area (SA39(3)) and would incorporate a chain of linked open spaces on the south side of Silksworth Road forming a total open space of some 47 ha.  These in turn would eventually lead to the woods and proposed open space/ playing field areas on the fringes of the Chapelgarth development (SA9(20).  The walled garden at Doxford Hall also falls within the park's wider boundary (SA36).  The park would enable local footpath links to be created in line with the idea of circular walks, a number of footpaths having already been constructed (SA49).  The opportunity exists for providing a setting for new works of public art.  Design ideas for the park will need to take into consideration the proposed Farringdon By-pass (SA52(1)), which will run along its western edge, and ways of achieving pedestrian access from estates to the west.

Some planting has already been carried out with RECHAR funding.  Other sources of finance will be used as they arise and, in the longer term, planting will be carried out as part of the Farringdon by-pass scheme.  Land west of Silksworth Lane is Council-owned but incorporating the hillside to the east would need to be the subject of negotiation with the private owner.

The District play area at Silksworth Sports Complex offers a range of facilities for all age groups up to 16.  This fulfils a strategic recreational role which is being enhanced with the provision of new facilities.  The proposed satellite play areas complement the District Centre at Silksworth and will ensure that all children are within a 1 km radius (or 10 minute walking distance) from play facilities, in line with the City Council's Children's Play Space Strategy.

The provision of play sites and equipment in the City is a long term process, primarily because of cost.  Three satellite play areas have already been completed at Backhouse, Barnes and Herrington Parks.  The final locations of the other sites will be decided by the City Council in consultation with local communities.

The proposal seeks to ensure the provision of an adequate supply of allotments of a high standard distributed throughout the area, to meet the needs of the population.  The sites at Ryhope and Chapelgarth are envisaged to meet the demand from the existing population and the potential demand from residents of the new housing allocations; Ryhope also provides for the re-location of part of the existing Featherbed Lane allotments.  New provision is based on information on the current waiting list and the application of the standard of 0.2 ha./1000 to expected new population (see Allotments Report 1980).  They are linked to other leisure proposals SA27(5) and SA24(5) respectively and are expected to be implemented as part of a planning agreement from nearby development; specific areas for allotments will be identified within these sites when detailed plans for their layout are prepared.  Some existing sites will be upgraded, with a higher quality of layout and landscaping, better access and parking arrangements; these are listed in the proposal ((3) to (8)).  Improvements to the Featherbed Lane allotments remaining after the development of housing (SA9(11)) will be undertaken as part of an agreement with the housing developer.

With the changing pattern of location of industry the traditional role of the riverside is also changing.  Industry continues to dominate the central section but a significant area at South Hylton/ Claxheugh has been reclaimed for recreational use.  It is proposed that this will be further improved and made more accessible to adjoining residential areas (some of which are deficient in amenity open space provision) by new local footpath links.  The River Wear Trail (SA49(1)) provides a strategic link along the riverside which will be retained and improved.  Reclamation works in the area have created a recreational resource of regional quality.  Vehicle access will be enhanced by the proposed South Hylton Access Road and a possible Metro station at Claxheugh.

As opportunities arise, improvements will be made to remaining derelict or untidy sites along the riverside.  Some regrading of the river bank may be necessary to improve its stability and appearance.

Funding in the Claxheugh area will be associated with improvements to the watersports area, from the Council's budget for riverside trails (see SA23(1)).

The Coastal Zone in Sunderland South is defined in accordance with Policy EN13 to reflect Government guidance in PPG20.  It comprises the land contained within the Port of Sunderland boundary together with land to the south, as defined on the Proposals Map, lying east of the former Grangetown-South Dock railway and the existing Sunderland-Middlesbrough railway as far as the City boundary.  The eastern boundary is the mean low water mark.   Within this strip, two distinct stretches can be identified which have a coastal, rather than general urban, function.  From the river mouth to Hendon the coastal zone is dominated by Port-related uses, together with the sewage treatment works to the south.  From Hendon subway to Ryhope Dene it is largely open space, casual recreation land or in agricultural use.  This pattern of uses will continue to be appropriate and is expected to remain largely unchanged, though the Plan contains proposals for up-grading the sewage treatment works and for improving the amenity open space/ recreational use at Hendon Cliffs; the Council also supports informal recreational use between Hendon and Ryhope Dene where compatible with agriculture.  In the area south of Hendon cliffs, which are protected by a sea wall, built development close to the cliff edge would be highly inappropriate due to problems of land instability and erosion by the sea.

Improvements in Transport Corridors

The continuing improvement in the City's environment not only helps to improve the quality of life for its residents, but also more widely enhances its image.  Strategic Guidance emphasises that special attention should be given to transport corridors to assist in attracting inward investment and tourism.

As finance permits, the City Council will carry out environmental improvements along main transport corridors, ranging from soft landscaping to building improvements.  The heavily trafficked arterial routes referred to above will have priority.  They are main routes into the City and the locations for improvement generally offer potential for works, particularly on dual carriageway sections having central and side reservations, such as at Durham Road.  The locations have also been chosen to complement attractive features, such as Tunstall Hills, or areas of urban regeneration such as Pallion Road and North Moor Lane.  It is not intended to carry out improvements along the entire length of the corridors as many areas are already of a high standard or have been subject to previous works.  Funding for improvements will be sought from regeneration initiatives.

Conservation Areas

These areas are considered worthy of investigation for possible designation as Conservation Areas, in accordance with Policy B5.  They will be the subject of further study and involvement of the public in order to determine precise boundaries before the Council seeks their formal designation.  Supplementary detailed guidance on control of development and enhancement of the areas may be produced for each area when designated.

High Barnes - This encompasses turn-of-the-century terraced houses featuring a wide range of typical house types within a small area.  There are double fronted cottages, dormered cottages, and two storey houses many of which feature attractive timber or brick detailing.  With the exception of an occasional insensitive window replacement, the area is unspoilt and the cottages, whilst not quite as simple as the original 'Millfield (or Sunderland) Cottage', are free from any intrusive modern roof extensions.

The Cedars - This area consists of large detached and semi-detached mansions which date from the mid-19th century, with other attractive terraces to the south (Cedars Park) being built circa 1880.  Rowlandson Terrace is also worthy of inclusion; built in the early years of this century, it presents an appealing and uniform facade to the main road that warrants preservation.  Properties on the north side of the proposed conservation area are enhanced by the setting of Backhouse Park, protected as open space under policy L7.

Burdon Village - The village dates from mediaeval times; the buildings about the Green today date mostly from the 1930's but the form of the old village is still discernible.  Although comprising only 8 dwellings, with sundry farm buildings, the centrepiece of the Conservation Area would be the early 19th century Burdon Hall, a Grade II Listed Building, and its grounds.  The County Archaeologist has also expressed an interest in the Village, which is identified as an area of potential interest on the SMR (see Glossary) and Proposals Map.

Centred on Doxford House (a Grade II* listed building), the park contains many original features of the Victorian garden which require restoration.  Its boundaries overlap with part of the proposed 'urban country park', its history adding to the potential of the latter for attracting visitors (SA29).  Doxford Park already has protection from adverse development through its inclusion in the Silksworth Hall Conservation Area.  It is currently being considered by English Heritage for inclusion on its Register of Historic Gardens which will give added emphasis to its protection and enhancement.

The proposed Green Belt will afford maximum protection to areas which are considered to be outside the logical boundaries to the built-up area, having regard to the existing form of development, topography, roads and natural features, and the desirability of preserving the distinct identity of settlements.

South Hylton/ Claxheugh - Land north of the former Penshaw-Pallion railway line in the vicinity of Claxheugh Rock was designated Green Belt in the Tyne and Wear Green Belt Local Plan, complementing similar land on the north bank of the River Wear.  The proposed Green Belt includes this area but extends westwards along the open river bank to Hylton Bridge on the A19.  The purpose of the Green Belt in this location is to prevent South Hylton from merging with Pallion as the gap between the two settlements has been eroded due to recent (and proposed) housing development.  It will strengthen the protection given to the Claxheugh Rock SSSI and the Claxheugh Riverside SNCI, also assisting in preserving the openness of the Wear valley landscape which forms the setting for South Hylton, and entry to Sunderland town.

Since publication of the Draft Plan, a small area of Green Belt to the west of Pallion industrial estate has been deleted to allow the provision of a 'safety' zone adjacent to Grove Europe's existing site (see SA25(1)).  In order to retain competitiveness in the world market, the forthcoming generation of cranes manufactured by the company will have considerably longer booms than the present range.  During testing these would extend beyond the current perimeter fence, overhanging the public footpath which runs along the western edge of the compound.  To ensure the safety of footpath users an area of land (1.0 ha.) will be fenced off where the booms could swing out.  Whilst remaining open in nature this area will not form part of the Green Belt.

The proposed boundary comprises:- palisade fence of Pallion industrial area; then following northern edge of proposed Metro line as far as rear fences of Estuary Way and northwards along these, thereafter along rear of bungalows on Claxheugh Road; dipping south into open space to north of allotments, following northern edge of track; north along fences of housing on Salisbury Street; westwards around edge of housing (including the proposed site at Sunniside), following the edge of the escarpment to High Street; along the northern edge of road down to riverside and under A19 bridge.

Hastings Hill/ East Herrington - This area forms an integral part of the rolling countryside of the A19 corridor.  Much of the existing built-up area to the east is on or behind the skyline, thereby preserving the locality's rural atmosphere.  The boundary principally follows the existing hard urban edge of housing, extending westwards across the A19 to New Herrington and Shiney Row (See detail below in para. 19.153).  It was included in the Green Belt Local Plan after acceptance by the Inspectors at that Plan's public inquiry (1984) as being required to maintain the separation of the built-up area of Sunderland Town from Houghton-le-Spring.  The open corridor between Sunderland and the Washington/ Houghton axis is very narrow in traditional Green Belt terms, particularly so at this point (½ - 1km).  Keeping the area open therefore plays a very important role in preventing the sprawl of Sunderland towards coalescence with its neighbouring western settlements, principally West Herrington.

The northern part of the area is of importance as a local wildlife corridor having recreational/ conservation potential as part of a link between the proposed Herrington Country Park and Barnes Park (see SA48(3).  Green Belt designation will also protect the setting of the round barrow and ditch enclosure which are scheduled ancient monuments.

The proposed boundary leads from A19 along amenity space to the rear garden fences to houses fronting Brockenhurst Drive to Glover Road; southwards along the eastern side of Salters Lane to Hillcrest; around the rear fences to Hillcrest and Hillview; around housing development at Middle Herrington Farm; following the northern/ eastern walls of The Park at East Herrington; northwards along the western boundary of West Park to Herrington Road; along the northern side of Herrington Road to A19.

South of Burdon Lane - Comprising a broad swathe of rolling agricultural land, since 1965 this area has been subject to policies incorporated in the Durham County Development Plan and Sunderland Periphery Town Map to prevent the spread of urban development and ensure that the countryside is left open.  A Green Belt around the southern periphery of Sunderland was considered when the Tyne and Wear Structure Plan was being considered but at that time it was thought (by the Panel) that formal Green Belt policies were inappropriate in this area as it was too narrow without complementary Green Belt in County Durham.  It is now proposed that due to increasing development pressures, tending towards the coalescence of Seaham and Ryhope, the area warrants formal designation as Green Belt to preserve its open character and to ensure that adequate separation is maintained between neighbouring settlements.  The eastern boundary will be formed principally by the line of the Doxford Park-Ryhope Link Road and the edge of the Cherry Knowle hospital site.

At present there is no corresponding Green Belt land on the Durham side of the City boundary though the County Council is examining the possibility of designation in accord with Regional Planning Guidance (for the Northern Region), which advises the County Council to consider designating a Green Belt to the south and west of the Sunderland City Council area.

Continuing on south of Ryhope, the proposed Green Belt is defined by the boundaries of existing and proposed development to provide long-term limits to Ryhope and maintain its separation from Seaham to the south.  The boundary will be coterminous with the edge of the strategic industrial area at Ryhope.

The proposed boundary comprises:- southern edge of Burdon Lane between A19 overbridge and intersection with proposed Doxford Park-Ryhope Link Road (approx. 400m from properties on Esdale); southwards along the western edge of proposed road to the boundary of Cherry Knowle redevelopment site; around the perimeter of hospital site following hedgeline and field boundaries to Stockton Road (A1018); southwards along the top edge of the road cutting and eastwards along the southern edge of the proposed South Ryhope Industrial Estate (SA4(2)), then southwards along the western edge of the Durham coast railway line to the City boundary at Ryhope Dene.

In Sunderland South, the hilly nature of the southern and western periphery, coupled with the general fall in the land towards the Wear valley, allows long distance and panoramic views of the town, particularly looking north and eastwards.  These views make a significant contribution to the image and environment of the City.  It is important that they are not adversely affected or obscured by insensitive development, as explained in policy CN13.  Those views proposed for protection, as described in Table 19.5, are of particular significance in relation to major natural features, aspects of the Cityscape and main transportation corridors.  Their protection and enhancement will be pursued by the Council through the development control process.

The creation of these linked belts of woodland will contribute greatly to the general 'greening' of the City, which is recognised as being deficient in tree cover.  However, additional tree planting will also assist in the implementation of other policies of this plan particularly with regard to the maintenance of breaks in the settlement pattern and the screening or softening of the edge of the urban area.  The proposal will also assist significantly in the overall creation of the Great North Forest.  However, careful consideration will be given to new tree planting to ensure that existing natural features such as Magnesian limestone grassland are not adversely affected.  Funding will be subject to availability; potential sources include contributions from the developers of adjoining industrial/ housing sites, whilst TPP funding may be available as part of major highway schemes for planting which helps to mitigate the adverse environmental impact of new road construction.

Hastings Hill - Barnes Park - The main purpose of planting in this location is to emphasise the break between Grindon and Thorney Close, however it would also assist in 'greening' the Barnes Park corridor.  Planting in association with the proposed local park (SA27(8)) will integrate it into its setting.

Doxford Park - Gilley Law - Ryhope - The gap constitutes an important break in the settlement pattern which planting could reinforce, particularly where the break is at its narrowest (i.e. Farringdon/ Silksworth, High Newport/ Plains Farm, Hollycarrside/ Ryhope).  Planting could enhance the setting of the Tunstall Hills and also consolidate the function of the wildlife corridor which passes along the length of the settlement break.  Perimeter planting around the Doxford International business park will enhance its setting.

Farringdon - Doxford Park (East) - Tunstall/ Ryhope - Planting along this general route will form a green finger extending from the 'urban country park' at Farringdon.  This will assist in strengthening the break between New Silksworth and Doxford Park which is at its narrowest at this point.  Towards the eastern end a proposed landscaped neighbourhood park at Mill Hill (SA27(7)) will assist in retaining the open nature of the land and incorporate tree planting.  The most easterly section of this tree belt will form part of the landscaping associated with the Tunstall Bank spur of the Doxford Park - Ryhope Link Road (SA52(2)).

Chapelgarth - Ryhope (West) - Cherry Knowle - The edge of the built-up area of south Sunderland presents a 'raw' fringe, particularly when viewed from Burdon Lane.  Perimeter planting partly associated with housing will soften the hard appearance and will assist in integrating development into the wider 'rural' setting to the south.  The line of the proposed Doxford Park - Ryhope Link Road (SA52(2) defines the extent of the built-up area to the west of Ryhope.  New planting to the east of the road could be in association with housing development (SA9(20)) or to enhance the setting of public open space.  Planting to the west of the road would assist in softening its appearance as it cuts across the open gap between Doxford Park and Ryhope.

Ryhope Strategic Site - The southern boundary of the site (SA4(2)) directly abuts the proposed Green Belt (SA37(3)).  Planting along this boundary will assist in both screening the site, emphasising the break between it and neighbouring development in Easington and enhancing the proposed Green Belt.  Tree planting would also function as a buffer to the nearby Ryhope Dene SNCI.

Coastal Strip -Part of the proposed Southern Radial Route (SA50(5)) runs through an open break between Grangetown and Ryhope, adjacent to the railway.  Planting will assist in softening the impact of the road on the open nature of the area; it will also enhance the image of the City gained by road and rail users.

Commercial Road - Further planting will enhance the section of the Southern Radial Route from Ocean Road northwards.  At this point the proposed road alignment moves inland and there is limited space for extensive planting within the built-up area; nevertheless there is scope along the verges to provide an attractive entrance to the City Centre from the south.

Tunstall Hills includes an exceptionally valuable SSSI, conserved for its magnesian limestone geology and associated grassland.  Local Nature Reserve (LNR) designation will extend the area of the site protected and managed for nature conservation, beyond the existing boundaries of the SSSI.

LNR designation has a different emphasis from SSSI status, requiring a commitment by the local authority to manage the site for nature conservation, usually through preparation and implementation of a management statement.  Appropriate access and interpretation will be needed; the City's Wearside Wildlife pack already includes a feature on Tunstall Hills, incorporating a guided trail, supported by waymarking on site.  A management agreement will be required in respect of part of the site in private ownership.  Access arrangements will not, however, affect the right of people to roam freely across the area of public open space.  Good management of the more extensive area contained within the Local Nature Reserve will both increase its ecological interest, complementing the SSSI, and present more opportunities for public enjoyment and formal education.

Designation would increase the eligibility of the area for funding, e.g. from English Nature.  The proposal is included in the City's 'Countryside and Access Strategy' 1994 as a priority for action.

At present, most sewage from Sunderland town receives preliminary screening treatment at a plant south of the Docks before being discharged into the sea via a short outfall at Hendon.  As referred to in Chapter 12 (M20), additional sewage treatment facilities, to bring these discharges up to European minimum standards for water quality, have to be provided by 31st December 2000.  Overall, the work required comprises the construction of new interceptor sewers and associated pumping stations, new sewage treatment facilities and a new (longer) sea outfall.  The location of the new treatment facilities is the principal element to be addressed through the UDP.

The existing 'preliminary' treatment plant, which screens out solids larger than 5mm diameter, will be retained.  New facilities are required for further treatment of the resulting effluent: 'primary' treatment involves the use of sedimentation tanks to settle out sludge; 'secondary' treatment additionally involves aerating the sludge to break down effluent biologically using filter beds or an activated sludge process.  The new plant will be designed to accommodate both primary and secondary treatment.  Primary treatment facilities will be provided in the initial phase; secondary facilities will be added later if found to be necessary.

When commissioned, the upgraded sewage works will be capable of treatment for the equivalent of a population of some 250,000 (i.e. the urban part of the City, including commercial/ industrial uses expressed as residential units) and will complement the interceptor sewer system, which is not permitted to be brought fully into use until treatment facilities are improved.

Planning permission for the works was granted in May 1997; the proposal is retained in the UDP as a statement of the Council’s policy towards any subsequent application.  It is estimated that the new works will cost in the region of £50m and the necessary investment is included in NWL's five year Business Plan.

As referred to in Chapter 14, an option involving the extension of the Metro to and through Sunderland has now been agreed.  In South Sunderland the route of the former Penshaw-Pallion branch railway has been reserved to facilitate the construction of the Metro.  The service will:

• greatly enhance access along a 'corridor' where car ownership levels are particularly low;
• afford access to the rest of the system within Sunderland (including more direct public transport access to the City Centre);
• afford access also to Tyneside and to Newcastle Airport for business or other purposes;
• improve accessibility to major employment areas at Pallion and Deptford, reducing the need for car use.

All new stations will be built to a high specification, using an attractive, modern standard of design consistent with existing Metro stations.  Each will include access for all, by means of ramps, lifts and/or escalators.  Outside of the City Centre, new stations will be developed at the following locations.

The Sunderland to Middlesbrough railway line passes through the densely developed areas of Sunderland South, providing opportunities for the provision of new stations to enhance its role in the local transport system.  These will also assist in diverting car journeys onto public transport, especially to employment sites nearby.  Diversion of part of the line will improve speeds and thus enhance the attractiveness of this mode of travel (SA44).

A station is suggested adjacent to the existing road bridge at Ocean Road.  Its feasibility will be further investigated, related to enhanced rail service, its use, and consideration of its potential for other facilities, e.g. 'park and ride'.  Site boundaries will be defined in detailed design work on the Southern Radial Route.

Railtrack have indicated that only one additional station is likely to be viable in the Sunderland South area in the near future.  A station at Ryhope could become viable in the longer-term, related to construction of the Southern Radial Route (SA50(5)) and development of the South Ryhope Industrial Estate (SA4(2)).  A site is therefore reserved adjacent to the Southern Radial, with 'park-and-ride' facilities located between the by-pass and the side road leading into Ryhope village.  The park-and-ride site would be landscaped to tie in with the remainder of the proposed amenity open space (SA27(5)).  An alternative form of development, accommodating a larger number of vehicles but requiring the loss of industrial land, could be located at the eastern end of the South Ryhope Industrial Estate.  In either case, the site would be linked to the station by a ramped footbridge.

The alignment of the Southern Radial Route, chosen to minimise the need for overbridges and hence overall cost, will occupy part of the trackbed of the existing Sunderland to Middlesbrough railway line.  It will therefore be necessary to re-route the railway line a short distance to the north.  The scheme could cost up to £3.7 million and will be the subject of an application for ERDF monies.  Its alignment will allow for construction of a small station as referred to in policy SA43(1).

186  The closure of the former British Rail freight yards in the East End allows for their redevelopment for a mixture of uses.  At present however, the site is bisected by the railway line serving the fuel depot at the north end of the docks, the latter part of the line being in cutting as it falls to dock level.  To achieve the greatest available site area for redevelopment it is proposed that the line be relocated to the east where for much of its length it will run at dockside level, linking back to the fuel depot at its northern end.  Rail access to the fuel depot will be maintained.  This new alignment will simplify the provision of a new access road to the docks (since no bridge or underpass will be required), reduce the need (and cost) of diverting major services which run in this area, and permit the dock entrance point to be combined with level crossing control.  The former route of the line can then form part of the overall reclamation of the sidings so as to permit redevelopment to proceed (see fig. 19.1).

Bus routes in south Sunderland are concentrated along the main radials of  Chester Road, Durham Road and Stockton Road and secondary corridors like Hylton Road.  These are heavily used by other traffic and the progress of buses could be improved by traffic management measures such as bus lanes, bus priority at junctions, lay-bys and waiting places.  In partnership with the major public transport operators, the Council is investigating the creation of “Super Routes” on busy roads in the City where buses are held up by traffic.  The aim is to make better use of existing roads by providing higher quality bus services and thereby encourage more use of public transport.

Implementation will be as part of highway improvement schemes and major maintenance, for example, improvements on Stockton Road/ Ryhope Road could be phased with construction of the Southern Radial Route.  Design work will be carried out in consultation with bus operators and the police.

To encourage cycling as an environmentally friendly means of transport, a network of cycle routes is proposed providing safe and attractive facilities leading to the City Centre, employment foci and recreational areas.  Routes using heavily trafficked roads will be demarcated either within the carriageway or on pavements in order to provide a safe cycling environment.  Routes using quieter roads may simply be signed.  Consideration will be given to the installation of appropriate facilities for cyclists at crossing points on roads carrying significant volumes of traffic.  Where possible, links to the multi-user routes will be made, contributing to a safe, integrated network (see SA48).

Implementation will form part of highway improvements or maintenance with direct capital funding where necessary for major cycle route works.  Provision for cyclists will be included in future years' TPP bids.

Sunderland South includes a number of fragmented settlements separated by open land/ green wedges but linked by former mineral railway lines suitable for a variety of non-motorised travel.  The gradients are especially appropriate for the disabled, cyclists and horseriders.  Some of the routes are also of heritage importance as relics of early industrial development, whilst many offer access to attractive countryside and coast, including links to locations beyond the City boundary.  Implementation will be largely through the adaptation of existing footpath/ cycleway networks, using TPP funding.

This proposal identifies recreational routes allowing local residents and visitors alike to gain access to the western and southern urban fringe, the open countryside and the coast and riverside (see para. 8.65).  Strategic footpaths are generally in locations likely to be less intensively used, also where multi-user specifications may not be feasible owing to the steepness or narrowness of the available terrain.  The proposal aims to build upon the City Council's Open Space Recreation Report and the Countryside and Access Strategy (1994), which set out the aim of creating some circular footpath networks.  This would enable walkers to arrive back at their starting point without the need to retrace steps, with stretches of road being utilised to complete short gaps in the route.  The multi-user routes (see SA48) will also be available to walkers as part of this network of paths.  The alignments shown on the Proposals Map for new links are to an extent diagrammatic; the precise lines in some cases will need to be determined in due course.

The network of recreational routes is particularly significant in the southern periphery where they provide links to the open countryside to the south of the City and through open breaks between settlements.  A number of them form part of a system of 'Heritage Trails' identified in a report prepared by consultants for the Council (The Potential for Heritage Development in Houghton and Hetton, 1990).  These cross both Sunderland South and Houghton/ Hetton, the western parts of these routes being described in Chapter 22.  Additional details are given in Table 19.7.

Implementation will generally be through Council action on an incremental basis, building upon existing rights of way.  Countryside Commission grants are the most likely source of funding.  English Nature request that in the implementation of both the multi-user routes and strategic footpath links careful consideration is given to nature conservation interests.  The Council will therefore consult the latter as appropriate.

South Hylton Access Road - The concept of a second road linking South Hylton to St. Luke's Road is a long-standing proposal of the Council.  Its purpose would be threefold; to relieve traffic on Hylton Bank; provide an alternative route for traffic should the latter be blocked by an accident; and to accommodate traffic generated by new housing and riverside leisure activities.  The proposed use of the former railway line as a route for the Metro has led to a reappraisal of the feasibility of this road proposal.  The road is now required to pass under the Metro line; crossing over would mean excessive gradients between Claxheugh Road and any Metro crossing.  This amended scheme will place the road at a lower level at this point.  For similar technical reasons it cannot be linked back to Keelmans Lane because the gradient would then be too steep between the Metro crossing and St. Luke's Road.  In order to preserve the scheme and to achieve a satisfactory vertical alignment, the road must be realigned to the west of Quarry View School before joining with St. Luke's Road by means of a roundabout at the junction of St. Luke's Road/ Fordfield Road.  It will therefore act as a peripheral road to the proposed housing (SA9(3)) and depending on the relative dates of construction, access into the housing could be taken from it.  The new road would also give enhanced access to the possible Metro station at Claxheugh (SA42).

• it would create a high standard strategic dual carriageway link connecting the City Centre to the trunk road network and complementing the Eastern Relief and Port Access Roads and the Southern Radial Route;
• it has a lesser environmental impact than the Claxheugh option, having only limited effects on existing buildings, directly or indirectly (on the north side of the river the new bridge will have a limited environmental impact as it crosses an existing industrial area, involving only limited property 'take' where land may be needed to provide an adequate junction arrangement onto the Camden Street rotary and for bridge supports);
• whilst having an impact on existing riverside industry, it avoids affecting the viability of the Grove Europe headquarters, whilst protecting the prospects for riverside development; and
• it allows for local north/ south movement on the Queen Alexandra Bridge and more efficient public transport links over the River Wear.

The scheme will also take account of the proposed enhanced coastal fringe, including complementary tree planting (SA39(6,7)) and the need to re-establish the long-distance coastal walkway extending into County Durham (see SA49(3)).  A reservation will be retained for possible dualling of the route in the longer-term to accommodate forecast increases in traffic flows.  It is good highway design practice to provide for this possibility in order to minimise future problems.

• the improvement to Commercial Road;
• the by-passes of Grangetown and Ryhope.

Farringdon By-pass - Envisaged as a further continuation of City Way from its existing termination, running parallel to the former Stephenson railway and linking Silksworth Road to North Moor Lane, this road will:

• provide an improved route between Doxford Park (including Doxford International) and the City Centre to the north;
• relieve Allendale Road, which has a poor accident record, of through traffic;
• provide a by-pass to East Herrington and Farringdon, relieving parts of the A690; and
• improve access to the Silksworth Recreation Complex from the A19/A690 interchange, thereby enhancing its regional role.

As explained previously, a major development programme is underway at Sunderland Royal Hospital which may temporarily place further pressure on on-site parking (in the long term it is expected that the hospital will cater for all its parking needs).  To dissipate the effects of any overflow parking it is proposed to investigate means of deterring parking in the streets nearest to the hospital entrances.  At present, problems can be observed on Henderson Road, on the west side of Kayll Road and south of Chester Road (between Brinkburn Street and Jackson Street).  The blocks affected are shown on the Proposals Map.  Appropriate measures could include a residents-only parking scheme; any scheme, however, will be devised in consultation with the police and local residents (see SA18).