The North Sunderland area is defined to the west by the A19, to the north by the boundary with South Tyneside, to the east by the coast, and to the south by the River Wear.  Statutory Local Plan coverage was previously provided by the North Area Local Plan (the area west of the railway line); the Monkwearmouth Local Plan (Monkwearmouth and part of Roker); the Southwick Green Action Area Local Plan; and the Tyne and Wear Green Belt Local Plan (parts of the northern fringe and river valley).

The area is highly urbanised and had a 1991 population of around 59,000 persons i.e. some 20.4% of the City's population. This contrasts with the situation in 1981 when the area contained 65,000 residents, representing 22% of the population, indicating a more rapid rate of decline (around 9.5%) than in the City overall. The greatest loss over this period was in Town End Farm Ward (-21%) resulting from the restructuring of flats to conventional housing, Southwick also showing a significant loss (-12%). There is little land available for development within the densely developed inner area although sites are available in more peripheral locations.  During the early 1990’s only a limited amount of new housing was built apart from the phased development of land at Grange Road, Castletown.

Sunderland North suffered from the run down in the traditional industries of shipbuilding and coal mining.  This left a legacy of sites with potential for new development along the riverside, many in the former Development Corporation area.  New economic development and the Enterprise Zones have been located in proximity to the main road network, especially Wessington Way.  The Nissan complex, a major source of employment, is located adjacent to the area to the west of the A19; at the end of 1993, it employed some 4,250 persons. Major centres of employment are situated at North Hylton Road, Ferryboat Lane (Sunrise Business Park), Low Southwick, Sheepfolds and Bonnersfield. Employment related development is principally proposed in the former Tyne and Wear Development Corporation's Hylton Riverside area, extending from the Queen Alexandra Bridge to Baron's Quay.

Unemployment within North Sunderland stood at 10.5% in December 1996, the corresponding City figure being 9.6%. The level of unemployment was particularly high in certain wards, namely Southwick (14.0%); Colliery (13.8%); and Town End Farm (12.0%). Conversely Fulwell had the lowest unemployment rate in the City (3.7%). This reflected the earlier 1991 Census figures, which showed Town End Farm and Southwick to have levels of unemployment significantly above the City average and more than twice the national rate.

The economically active population of North Sunderland was around 25,300 in 1991, a fall of 4,600 since 1981. This reflected the area's declining population as the numbers of economically inactive residents only rose by 1,000 persons. It is noteworthy that Town End Farm had one of the lowest proportions in full-time employment whilst conversely, Fulwell had the highest proportion in part-time work in the City. At 20%, it is significantly higher than the national average.

Examination of the economically inactive population in 1991 revealed that Citywide the highest proportions were the retired. Town End Farm had one of the lowest proportions retired (34%), whilst Fulwell had the highest (50%). A slightly higher proportion of North Sunderland's residents were permanently sick (18.9%) than the City, Town End Farm (24.8%) and Southwick (23.1%) having particularly high concentrations. Once again, Fulwell had the lowest concentration in the City (12.5%). The 'other' inactive category includes persons occupied full-time in looking after their homes and families. Whilst the overall proportion in North Sunderland was in line with the City-wide situation, Town End Farm had the highest proportion (40%).

The predominant land use is residential, with the housing stock and its environment varying in age and quality. Older housing is concentrated in the former townships and villages of Southwick, Monkwearmouth, Roker, Fulwell and Castletown, many in the form of single storey, terraced "Sunderland cottages."  The best quality older housing is found nearer the coast with Roker having a number of more substantial dwellings in attractive surroundings on the cliff top and surrounding Roker Park.  Other older areas have a much poorer environment, lacking open space and landscaping.  Inter-war housing surrounds the original settlements particularly in the east, with a mixture of private and council estates.  Post-war developments of predominantly council housing extend to the west and link up with the previously isolated former mining village of Castletown. Most of the area west of Newcastle Road is within the former ‘City Challenge’ area, which terminated in 1998.

Citywide between 1981 and 1991 there was a substantial increase in the proportion of housing in owner occupation. However, Colliery, Fulwell and St. Peter's were amongst the wards in the City showing least change.

"Standard of living" indicators improved generally during the inter-censal period. North Sunderland showed the greatest improvement in the proportions of households living at one or more persons per room (from 4.5% to 1.8%), although Southwick (3.1%) and Castletown (2.9%) contained the largest number of such households in 1991. There was also a marked reduction in the proportion of households without a bath or W.C., down from 3.7% in 1981 to 1% in 1991, broadly in line with the City overall. Significant improvements were made in the quality of amenity in areas of older housing, especially Colliery (down from 9.3% to 1.1%) and St. Peter's (6.9% to 2.1%).

The Citywide rise between 1981 and 1991 in the proportion of single parent families was reflected in North Sunderland (5.7% in 1991) with Town End Farm (9.7%) having the largest proportion in the City. There was a decline in families with three or more children, mirroring the Citywide trend but at a slightly lower level. However, Town End Farm (7.2%) and Southwick (6.9%) were amongst the highest proportions in the City, whilst Fulwell had by far the lowest proportion (2.4%). The proportion of pensioners living alone in North Sunderland in 1991 (16.6%) was above the Citywide average. This was reflected in most wards, but particularly Colliery (20.4%-the highest in the City), St. Peter's (18.3%) and Castletown (18.0%).

Two sizeable traditional local shopping centres serve the area (see Fig.6.2).  That at Sea Road (5,900 sq.m.) serves a fairly extensive and prosperous area including parts of South Tyneside, whilst Southwick Green (6,150 sq.m.) is the main focus for residents of the western estates. In addition, there is a centre at Monkwearmouth; this is more complex in nature, being fragmented by a major one-way traffic system.  It comprises a range of uses, including a retail park. There is a further retail park at Hylton Riverside and a major out-of-centre supermarket at the seafront forming part of the Seaburn Park development.

The Sunderland City College has premises at Redcar Road with modern facilities on a large campus. There are three well distributed Comprehensive Schools and twenty two Primary Schools serving the area. Some of the primary schools are housed in old premises and therefore scheduled for replacement.  There is an ongoing programme of rationalisation where surplus places arise; this may lead to further changes in this provision.  There is also a range of other social and recreational facilities such as community and 'Aim High' centres, providing leisure and educational activities. There is also an indoor leisure centre on the seafront at Seaburn.

Whilst there is generally a high level of provision of amenity open space in North Sunderland (2.9ha./1000 population) there nevertheless remain localised areas which are considered deficient. Chief amongst these are Monkwearmouth, Marley Pots, and Fulwell (all requiring neighbourhood open space) and Town End Farm (deficient in local/ neighbourhood open space). However, in some instances the need for further facilities is offset by current commitments (e.g. the element of amenity space in the scheme north of Downhill and up-grading of Hylton Dene/Bunny Hill). Playing field provision, at 0.5ha/1000 population, is at present the poorest of the four areas of the City. There are however a number of assets whose potential for active recreation use can be exploited, notably Fulwell Quarries, the urban fringe north of Downhill and the riverside. Implementation of schemes in these areas will substantially minimise this deficiency.

There are a number of physical features making a significant contribution to the area's environment which will be retained and enhanced as open spaces, in order to support the area's image and facilities. The seafront is the best known recreation area in North Sunderland, offering a wide range of activities, both indoor and outdoor.  The attractions draw people from a wide area especially during special events and are of regional significance.

The urban environment contains a number of feature which reflect the area's heritage (St. Peter's Church, Hylton Castle, Fulwell Mill and Monkwearmouth Railway Station). Additionally there are two Conservation Areas, one based on the former fishermen's cottages at Whitburn Bents and the other on the Roker seafront together with the area around Roker Recreation Park which contains distinguished housing and St. Andrew's Church (known as the Cathedral of the Arts and Craft movement). Interspersed with the developed areas are major features such as Fulwell Quarries, Hylton Dene, the River Valley and the coastal strip.  These are often associated with dramatic topography which emphasises their environmental potential.

North Sunderland is an integral part of the larger urban area of Sunderland, there being a high level of interaction between the northern and southern areas for employment, the provision of goods and services, and social and recreational facilities. The proposals reflect this, but affect the area in differing ways. Three broad areas have been defined, as described below (See paras 20.21-20.25).

Overall, the development proposed takes advantage of the physical and social infrastructure already in place, notably major roads, drainage and sewerage systems, also schools and other social/economic facilities. It seeks to ameliorate the problems deriving from the relative deprivation which afflicts parts of the area by ensuring provision of a diverse range of facilities within a framework of attractive living, working and recreational environments.

The scope for major changeis limited by the highly developed nature of much of the area, especially in the older eastern part.  Within the framework of the various constraints, the following strategic considerations apply:-

• Economic regeneration, especially by the provision of land for new development in the vicinity of Wessington Way, is intended to exploit the locality's accessibility to the strategic route network and the advantages of its Enterprise Zone status; this area is also accessible from wards with high levels of unemployment.
• New housing is to be developed on sites of a variety of sizes to meet the needs of different sectors of the local market. Located in the main in the western part of the sub-area this housing will help retain population and diversify its structure.  Complementary to this are proposals to upgrade the older stock - both public and private - along with its environment.
• The protection and enhancement of certain existing shopping centres, especially those which may be at risk through changing shopping patterns is emphasised so as to ensure a range of accessible facilities for the local population.  Additionally, the strategy envisages new local shopping development in accessible locations related to areas of deficiency.  Provision for specialist/ bulky goods outlets which meet anticipated demands for modern retail floorspace will be made where its impact on traffic, the environment and existing shopping centres is acceptable.
• Provision is made for Education, Health and Community requirements in accessible locations to meet local needs in an effective way.  The strategy also envisages completion of the new St. Peter's University Campus and improved accommodation for the City College which will make a major contribution to the improvement of the image of this Inner Area, and educational and job opportunities within it.
• The recreational potential of the area's natural features such as the seafront, Fulwell Quarries, Downhill, Hylton Dene and the Riverside area, to provide facilities serving local, Citywide and regional needs is pursued.
• The environment is protected and enhanced, in particular listed buildings and their settings (such as the former Monkwearmouth Station), existing and potential Conservation Areas, and sites of importance for nature conservation (e.g. Fulwell Quarries).  Tree planting to break the hard edge of built-up areas, especially adjoining the Green Belt, will be encouraged.
• A high level of accessibility to facilities within the area, to other areas of the City, and the region is ensured by provision of a variety of modes of travel.  Of particular note are proposals for a new Wear Bridge and the Metro extension through the area with its stations at Seaburn, Portobello Lane and Monkwearmouth.

Within the older predominantly residential areas in the eastern part of the sub-area the emphasis will be on improvements to the environment, especially in regard to open space and community related facilities.  Little new development on any scale is expected other than within established shopping and industrial/commercial areas.  Where necessary the upgrading of the housing stock (mainly private) is encouraged.

The emphasis in the west is on consolidation of existing uses, the re-structuring of the existing Council housing stock along with environmental improvements including improvements to shopping centres. This has beenassisted from "City Challenge" funds. It is within this area that most new housing is proposed. Improvements to local shopping facilities to serve the outer estates are also envisaged.

The strategy envisages major change in the riverside area where new employment opportunities are concentrated, especially at Hylton/Southwick Riverside.  To the west, the river valley is protected by the Green Belt and recreational uses encouraged.  Throughout the riverside zone public access to the waters edge will be encouraged.  East of Queen Alexandra Bridge the major schemes involve development of the Wearmouth Colliery (Stadium Park) site, the St. Peter’s University Campus/ Glass Centre and the North Haven Housing Development.  Overall, these projects will significantly assist the regeneration of the Inner Area.

The strategy for the seafront area exploits the recreation/tourism potential of the locality by increasing the range of facilities whilst also enhancing the environment.  Proposals therefore balance new development and conservation; environmental improvements include provision for traffic management measures.

Within the Northern Urban Fringe the strategy exploits the potential of the area for recreational use, particularly at Fulwell Quarries and north of Downhill to provide a wide range of facilities accessible from adjoining residential areas.  It is aimed at protecting agricultural uses to the north, enhancing the Green Belt and panoramic views.  A minor extension has been made to the Green Belt in the vicinity of Seaburn Dene.

Other than Castletown/Ferryboat Lane, which was largely constructed during the 1990's, these are traditional centres of employment comprising a range of well located sites of between 2.2ha. and 32ha., amounting to some 58ha. in total. New uses which reinforce their industrial role and contribute to the economy are to be encouraged on all sites as specified above. The largest area, North Hylton Road, is a well established post war estate occupied by a wide range of uses of varying sizes (between 50sq.m. and 4ha.), whilst Sheepfolds and Bonnersfield are both older with premises generally being small in size (mainly less than 0.1ha.) and accommodating a variety of industrial/ business activities. In the latter area a prestige managed office centre has recently been developed, at St. Peter's. The estates are all accessible from wards having high levels of unemployment (i.e. Southwick, Colliery and Town End Farm), therefore their retention in industrial use and enhancement is important to maximise the number of accessible job opportunities. All are relatively accessible to the Strategic Route Network; North Hylton Road and Castletown in particular have high levels of access to the regional road network (A1(M) and A19(T)) via purpose-built roundabouts and Wessington Way (A1231).

These large sites comprise Sunderland Enterprise Park, and form an Enterprise Zone, development of which provides a new source of employment within the river corridor, replacing jobs lost with the closure of the shipyards. As such they are of significance in the attainment of the Council’s economic development policies as set out in Part I. They are strategically located on or adjacent to the A1231 (Wessington Way), having direct access to it from a number of roundabout junctions as well as via a connecting spine road which runs between Queen Alexandra Bridge and Wessington Way at Castletown. The sites thus have a high level of accessibility from other parts of the City and the regional road network, which gives them considerable development potential.  They are also in proximity to areas with high levels of unemployment (Southwick, Colliery and Town End Farm Wards) and their development should therefore enhance the population's accessibility to an improved range of employment opportunities.

More detail regarding each site is set out below:-

Hylton Riverside: As at the mid 1990’s little land remains undeveloped within this area. Within the Hylton Riverside/ Southwick Enterprise Zone, it constitutes a 'flagship' development of the former Development Corporation. Development, with a high standard of design and quality landscaping, which provides a prestigious business park where B1 uses predominate.  B2 and B8 uses are not covered by the Enterprise Zone scheme but they may still be acceptable provided they conform to the overall standard of external appearance and do not have any adverse impact in terms of noise, fumes, vibration or traffic generation which would detract from the overall quality of the development.Development of this area will be subject to the traffic generated being capable of being accommodated safely on the A19/A1231 junction, with any appropriate improvements at the developer's expense, to the satisfaction of the Highways Agency (see T14 para 15.47)

Former Southwick Yard: development of this area was progressing at a rapid pace by the mid 1990’s. The locality is appropriate for B1 and B2 users, with B8 uses considered on their individual merits. Whilst the primary criterion is employment potential, the prominent position of the site between Wessington Way and the Riverside will necessitate a high standard of development.  Development of this area will be subject to the traffic generated being capable of being accommodated safely on the A19/A1231 junction, with any appropriate improvements at the developer's expense, to the satisfaction of the Highways Agency (see T14 para 15.47).

Proposals NA1 and NA2 will be further supported through ongoing efforts to retain/provide job and training opportunities which are community based, by local enterprise and 'aim high' centres together with other appropriate initiatives which may arise.

The remainder of the site of the former Wearmouth Colliery available following development of the ‘Stadium of Light’ represents an important development opportunity for the following reasons:-

• This out-of-centre site is still centrally situated in proximity to the City Centre, with the potential for a wide range of forms of development. It could therefore make a significant contribution to inner area regeneration although in relation to commercial/public office or leisure use development, its appropriateness will be judged in relation to other available sites by the application of the sequential test;
• it has good road access which will be enhanced by road improvements (see Proposal NA39); public transport in the vicinity is also good and will be further improved by construction of the proposed Metro extension;
• it is a potentially high profile site in a prominent location overlooking the river.

Proposals for this site should therefore be of a prestigious nature, built to a high standard of design, to make a positive contribution to urban and riverside regeneration in accordance with the economic development policies set out in Part I.

The pursuit of an option for redevelopment for economic development uses (i.e. B1/B2) would undoubtedly contribute towards replacing those jobs lost by the closure of the colliery. This option could however be in direct competition with other riverside sites at Southwick/Hylton Riverside. These have the advantage of Enterprise Zone status and lie closer to the A19 although the recent rapid take-up of sites means only a limited area remains uncommitted. In the light of this, the remaining land at the former colliery site could be considered for economic development.  Other possibilities, such as development for leisure/community uses (C2, D1, D2) could take advantage of the locational benefits of this area and consolidate the emerging leisure role of the locality arising from the adjoining stadium development, although as noted earlier, the appropriateness of these uses will be determined at the planning application stage by the use of the sequential test. In view of recent major retail developments in North Sunderland and the need to focus new development of this sort into existing centres, it would not be appropriate to promote the development  of further shopping although there would be no objection to some appropriate development for A3 use ancillary to other uses on the site.

There is likely to be a demand for further commercial development of varied nature in North Sunderland; the localities identified are considered appropriate for the uses specified for each. Their high level of accessibility from the Strategic Route Network and visual prominence results in their having potential for a wide range of commercial uses. Acceptable uses vary, reflecting existing uses, commitments (i.e. planning permissions) and the opportunities presented by each location. The first three sites may have potential for some limited forms of retail development and there may be scope for other key town centre uses, subject to application of the sequential test, the impact of development and the other criteria set out in the policy. In general the Council will look for diversity of development to ensure areas do not become too retail orientated as this would be contrary to the concept of mixed use sites as defined in policy EC5 and could undermine existing centres and retail proposals of the Plan in the vicinity.  The requirements of policy S7 will apply to retail development with limitations imposed on the type of retailing to be allowed either through the use of conditions or section 106 agreements. This will enable the Council to ensure that retail development is situated where it is accessible to potential users, appropriate to the locality, and does not have an adverse impact on facilities or proposals of the plan elsewhere. In this regard bulky goods/retail warehouse type development is most likely to be acceptable on those sites identified as suitable for retail uses; it is unlikely that convenience retailing will be appropriate unless a case can be made on the basis of a local need under S3 and a more suitable site is not available. Existing permitted development rights will not be affected by this proposal.

Hylton Grange: This is a high profile site as a result of its strategic location in relation to the A1231 and A19(T). Proposed uses reflect existing development/ approvals, as well as its locational potential.

Camden Street: This inner area locality contains a number of showrooms/premises with an element of specialist retailing, as well as industrial and storage premises. It is reasonably accessible from the main road network and close to areas of high unemployment. The scope for major or prestigious development is limited by plot size/shape, and by the general image of the area. For these reasons it is appropriate to encourage its development for a range of uses reflecting the current situation to provide local employment opportunities.

East Castletown: The accessibility and prominence of this site from Wessington Way emphasises its potential for retail warehouse/bulky goods development as well as commercial uses and uses such as offices and storage. Its proximity to Castletown and Hylton Castle enable it to provide local employment opportunities.

Portobello Lane/Newcastle Road: This area has a main road frontage to Newcastle Road, currently occupied by car showrooms. To the rear is unused land, open storage and a depot. The proposal reflects existing uses and expands the potential range of uses taking account of the need to protect residential amenity and ensure an attractive entry into the City; consequently a high standard of design will be sought in any development. Retailing will be resisted in view of the proximity of the Sunderland Retail Park and adjoining area to which the railway forms a logical physical boundary.

The localities defined all have considerable potential to attract tourists by virtue of their location, environment, use or history.  In order to maximise this potential it will be desirable to undertake initiatives to improve visitor facilities and the setting of the various features, as outlined in Table 20.1 below.  All the listed buildings will be retained and enhanced in accordance with Part I policies B8-10. Where appropriate, grant assistance will be given by the City Council and English Heritage.

Source: Tourism Strategy, 1995/96. City of Sunderland

The seafront is an important environmental and recreational amenity serving the City and beyond. The Plan makes a number of proposals intended to enhance its appearance and function in order that its potential can be fully realised. It is thus vital to ensure that existing commercial and other premises (e.g. shelters, conveniences) are well maintained. At the present time a number of structures within the defined coastal zone (see NA26), mainly on Marine Walk, do not make as positive a contribution as they could, the proposal is thus intended to provide the policy framework for initiatives to secure the necessary improvements.

Implementation may be through a variety of means, including as appropriate, the development control process and the Council's role as freeholder.

The proposal identifies sufficient land to accommodate an estimated 690 new dwellings as at December 1996. Together with the 1,600 dwellings which were been constructed after 1988 on sites big enough to accommodate over 10 dwellings or are committed through previous planning permissions.  Including those under construction, total housing development during the Plan period is likely to be around 2,290 units. This approximates to the requirements of Part I policy H4.  In addition a housing scheme providing over 100 student bedspaces has been constructed at the junction of Fulwell Road and Portobello Lane.

All sites identified utilise existing infrastructure, therefore they will not require major new investment.  The larger sites however are generally in peripheral locations where the existing or proposed environment has the potential to stimulate development interest (e.g. in the vicinity of Fulwell Quarries; at Hylton Dene). The smaller sites are dispersed around the built up area, being infill sites which enable provision of a range of housing to meet localised needs.

Development of the sites allocated will enable North Sunderland to make a positive contribution to meeting the overall requirements of the City thereby enhancing the range of housing types available locally.  It will also help stabilise the population of the western suburbs, diversify the locality's socio-economic structure and generally contribute towards urban regeneration. Provision of a range of size of sites in varying localities will help to ensure a broad base and balance for new development.

This proposal aims to ensure that possible development sites meet the inner urban population's need for open space, community facilities and enhancement of the environment. The boundaries shown on the Proposals Map delineate the areas where redevelopment may be more strictly controlled to meet the above requirements.  They have been drawn to encompass the older residential areas of Fulwell, Roker, Monkwearmouth and Southwick.  These environments lack greenery, tree cover and open space.  They largely comprise pre-1919 dwellings of one or two storeys generally having no gardens.  Post war Council and Housing Association developments have improved the situation in parts of Southwick and Monkwearmouth but the overall quality of the environment is still relatively poor.

As outlined in the introduction the inner urban area of North Sunderland exhibits high levels of unemployment and deprivation which indirectly creates demands for leisure and community facilities which are not presently fully met. Therefore any proposal for new housing within this area will be assessed against the need for sites to be used for environment or community related purposes.  If sites or parts of them have the potential for such uses, negotiations will take place to agree a form of housing development which will allow the development of social and amenity uses to be provided.  Failure to reach such an agreement would normally result in the refusal of planning permission.

The net effect of the proposal will be that, over the Plan period, the intensity of development in these localities will be reduced and the environment improved by the introduction of amenity space and community assets, especially sitting and play facilities.

Improvements in these localities are necessary to ensure the Council's housing stock fulfils an efficient and effective role in meeting the City's housing needs. Additionally, intervention to make the housing stock more attractive can avoid problems related to transient or socially polarised populations, hence facilitating a more balanced and stable community.  Specific measures will be undertaken as  outlined in Table 20.2. Funding is likely to be from mainstream Housing funds and the single regeneration budget.

This proposal relates to those areas which are deemed to have the poorest environmental quality in the City, together with pockets of substandard housing. A number are within the densely developed neighbourhoods where the Council will seek to maximise additional open space and community use from sites to be either developed or redeveloped (see NA8). This proposal aims to improve the environment of these areas, both as an end in itself and as a means of stimulating a climate of confidence to ensure the ongoing viability of the housing stock in the defined localities.  Works could include landscaping of derelict land, traffic calming schemes and tree planting; such areas being tackled in a comprehensive manner.  The potential of these localities for inclusion in a strategy for housing improvement, possibly involving Housing Renewal Areas, may be investigated (see paragraph 5.64). Further details are given in Table 20.3.

This proposal seeks to ensure the enhancement of these two centres which are the main foci of shopping provision in North Sunderland. This will enable them to retain their role in the face of increased competition. The proposal is in accordance with PPG 6, Strategic Guidance, and Part I Policy S2.

Sea Road: This large centre (5,900 sq.m. net floorspace) serves a substantial area of North Sunderland and part of South Tyneside. It has a relatively prosperous image, containing specialist shops and a range of professional and financial services. Most premises are relatively old and small, although there has been some redevelopment. There is some through traffic on Sea Road and a severe lack of facilities for shoppers' car parking, leading to problems in adjacent residential streets. The centre has responded to the challenge posed by freestanding supermarkets elsewhere by a reduction in the amount of convenience shopping and an increase in the level of service activity.  If it is to retain its place in the shopping hierarchy it will be necessary to take advantage of every opportunity to improve its range of facilities for customers. To this end, planning permission will normally be given for new development, redevelopment and changes of use in accordance with policy S2 subject to normal development control requirements being met.  There may be scope for redevelopment at Station Road, subject to land assembly. Consideration will be given to improving pedestrian crossing facilities and wherever possible improvements should be made to the provision of off-street car parking (see NA42).

Southwick Green:  This centre serves a large area of north west Sunderland; its catchment area has a high proportion of non-car owning households. It is conveniently located for public transport and comprises some 6,150 sq.m. net floorspace, supporting a range of retail and community uses.  Although the centre was partially redeveloped and improved during the early 1980's, likely retail developments at Hylton Riverside and Monkwearmouth during the plan period will require this centre to further enhance its attractions in order to maintain its market share. To this end, proposals for new development in accordance with policy S2 will be given favourable consideration, subject to meeting other development control requirements.  The eastern part of the centre, on Southwick Road, appears to be less viable as a shopping area than The Green itself.  A flexible approach to future development in this locality within the general framework of policy S2 may be required if premises are to remain in viable use; consequently a concentration of non-retail uses could result.  Environmental improvements are also desirable and could include traffic calming measures following the removal of through traffic (see NA41). Additional car parking could be provided to the north of The Green; this would further enhance the attractiveness of the centre (NA42). Implementation of the proposal will be through the development control process with remaining environmental works funded by the Council.

This proposal was originally included in the North Area Local Plan. It envisages provision of modern retail facilities, possibly in the form of a small convenience goods supermarket with associated retail units and community facilities, to meet the everyday needs of residents of the adjoining estates. The intended catchment is focused on Town End Farm, Downhill and Hylton Castle estates. These are currently only served by local shopping parades and are some distance from the facilities at Southwick Green. The estates have generally low levels of car ownership and therefore ready access to competitive modern facilities may be regarded as important in accordance with paragraph 6.25 in amplification to policy S3. The site allocated is intended to meet this need; being situated at the junction of Hylton Lane and Washington Road, it is accessible from the area to be served by bus and car as well as on foot and cycle. It is also in proximity to established local facilities including a health centre and area housing/social services office, thereby consolidating the role of the locality as a focal point for the community. It will therefore satisfy Government advice on the desirability of reducing the need to travel and use of cars, as set out in PPG’s 6 and 13.

Any retail development will be subject to it not having an unacceptable effect on existing facilities, especially those at Southwick Green although account will also be taken of the impact on the larger parades within the estates as their retention in some form will provide complementary local facilities. Subject to the requirements of policy S3 it may be necessary to consider the appropriateness of other uses within some of these parades. The nature of the community element of the proposal has yet to be determined but could provide training and job opportunities to the benefit of the surrounding area which suffers from relatively high rates of unemployment. The land is currently in the ownership of the Council; development of the retail element is likely to be by the private sector, whilst the community facilities may be funded by the Council, either alone or in partnership with the developer of the retail floorspace. Given the limited site size, a comprehensive integrated development incorporating both elements would be preferable and consideration will therefore be given to the desirability of preparation of a development brief in order to achieve this.

Land adjacent to Fulwell Infant School is to be used for the replacement of the existing Fulwell Junior School on Sea Road, and possibly the Fulwell Community Centre which adjoins the junior school. Development will be designed and laid out so as to protect the privacy and amenity of adjoining houses. The present junior school was built in 1907 and occupies a sub-standard site.  The proposed site, which meets current Department for Education size requirements and is accessible from the catchment area which it serves, is vested in the Council's Education Committee.  Relocation of the community centre if it is not redeveloped as part of the overall development of the present Junior School site will allow for provision of new facilities on a site which is accessible and in proximity to other community related facilities. Access and egress arrangements in the locality of Ebdon Lane will have to be improved before development can proceed. Although full details have yet to be resolved, this may be achieved by provision of a further access point from Station Road possibly forming part of a one way in/out system with the existing access at Ebdon Lane. The corridor for this exists but the land involved is not in the Council’s ownership at present; the area reserved on the Proposals Map reflects this requirement. The future development of the site of the existing junior school and community centre is considered in Proposal NA18.

There is land available at the Redcar Road site for development of the college which in this part of the City has been run from sites at both Swan Street and Redcar Road. However the Swan Street site was cramped, existing buildings were unsatisfactory and the College's presence there gave rise to environmental problems relating to on-street car parking in the adjoining residential area. Consequently development will be concentrated at the Redcar Road site.  This will enable consolidation on the site, giving the college a stronger local presence and identity, without causing harm to the local environment and enable the College to withdraw from the Swan Street site altogether.

This site, lying south of St. Peter's Church and with a riverside frontage, is to be developed in a series of phases over a ten year period. It will provide some 33,000 sq.m. of accommodation for 8,000 students and will operate jointly with the Chester Road campus in the City Centre. Phase 1, comprising the Business School, lecture hall and related facilities, and Phase 2, the School of Computing and Information Systems, are operational. Remaining phases will provide:

• Phase 3: School of Education
• Phase 4: School of Art and Design

Development of the site will also include a Learning Resource Centre (including a library) and catering facilities; these will be provided on an incremental basis as each phase is constructed. Provision of a conference centre is also being investigated. It is also intended that car parking spaces, acceptable to the local planning authority will be provided in order that problems do not arise on adjacent highways. Buildings of 3-4 storeys will be designed to enhance the setting of St. Peters Church and incorporate new public spaces, including a quayside walk, with an illuminated sculptural feature.

This project is, with the adjacent National Glass Centre (NA5.3), a very important element in the regeneration of the riverside area and will enhance the image of the wider locality.  Account will be taken of the site's prominence and proximity to St. Peter's Church in the design of buildings; a high quality of landscaping will also be sought .  Accessibility to the City Centre and the other major University Campus at Chester Road will be improved by pedestrian and cycling links as well as Metro.  The visual prominence on the riverbank and proximity to St. Peters Church, with its long academic and religious heritage are further factors emphasising the suitability of this location for the use proposed.

Implementation will be undertaken by the University in accordance with its financial resources and the above outline programme.

Reorganisation of the existing Hylton Castle Infant and Junior Schools has released the two Infants School buildings for other purposes.  The present Hylton Castle Community Centre occupies a building adjacent to the existing Junior School; this will be required to create an adequately sized site for the re-organised primary school.  It is therefore proposed to utilise both Infants School buildings for replacement community facilities. These are likely to include a community centre, children’s unit and a crèche, along with an "Aim High" centre. This is one of a number of such centres within the former City Challenge area to provide resources for personal development in leisure, education etc.  Aim High centres are also being developed at both Hylton Red House and Castle View Schools.

The site is partly occupied by a former college of further education, a significant part of whose premises comprise a listed building.  The remainder of the site is used by Grange Park Primary School which lacks on-site playing field facilities, adjacent to which is a community centre.  The college having vacated their premises provides the opportunity to re-arrange uses on the site and facilitate some redevelopment. The listed building will be re-utilised, possibly in connection with provision of specialist housing and/or community facilities. The existing primary school will be re-modelled to include a nursery to replace the present St. Columba’s Nursery and school playing fields will also be provided within the site. Redevelopment should seek to maximise benefits in the form of additional open space and community facilities in accordance with proposal NA8(1).

This extension to the west of the existing cemetery is proposed in order to meet anticipated future needs. The site is owned by the Council, development being likely to be in the latter part of the Plan period. It will be undertaken by the local authority using Public Health Committee funding.

The Quarries are a prominent feature for the most part situated within the Green Belt; the potential for built development is therefore limited.  However, the scale of the Quarries, their location within the Urban Fringe and high accessibility from densely developed built up areas, represent an opportunity to provide major recreational activities which will enhance the environment and afford protection from trespass to both nature conservation interests within it and to agricultural land to the north.  Additional tree planting will be in accordance with proposals for the Great North Forest.

This proposal will realise the potential of Fulwell Quarries to become a recreation area of major importance along with the 'Community North Sports Complex' to the west (NA21), complementing the Silksworth Sports Complex in South Sunderland.  Facilities will be designed and laid out to afford protection to the nature conservation interests/proposed nature reserve within it (NA32.1). The proposals envisage that over 60% of the area of the Quarries will be laid out as landscaped parkland for informal recreation, planted with indigenous species to enhance wildlife. This will be in accordance with proposals for the Great North Forest.

Whilst the Council as landowner will be responsible for initiating the development of the proposals, implementation will be undertaken in conjunction with funding agencies and private sector partners, as appropriate.  In order to provide a context for development, an overall plan for the Quarries and adjacent land to the north will be prepared on the basis of the works completed to date and the outline proposals enumerated in this document.  A Park and Ride facility, in accordance with UDP Policy NA34 may be provided on part of the site.

This proposal, known as the 'Community North Sports Complex', provides a range of recreational facilities in a landscaped setting and covers an extensive area of the northern urban fringe. Situated within the Green Belt between Hylton Lane and Hylton Red House School, it will provide a 'buffer' protecting agricultural land to the north from trespass as well as effecting an environmental improvement.

Sunderland North has the lowest level of provision of playing fields in the four sub-areas. At 0.51ha/1000 population it is appreciably below the City interim standard of 1ha/1000. Whilst proposals for Fulwell Quarries will go some way to meeting the general deficiency, this proposal will substantially boost provision accessible from the western estates. The overall effect will be to enhance access to a wide range of recreational facilities from much of North Sunderland, thereby helping to meet the recreational needs of a large number of people, many of whom do not enjoy high levels of personal mobility and are therefore more likely to need facilities available locally. The scheme will also provide additional parkland.

This scheme is being implemented and provides in total some 55ha of new recreational open space including changing facilities and an appropriate level of parking for cars coaches and cycles. Implementation will continue throughout the plan life. In addition, some development may be undertaken by a private club, using Sports Council funding.

The Council's revised Open Space Report shows that although North Sunderland generally meets the minimum standard for amenity open space (2ha per 1,000 population), provision in the older areas of Southwick, Monkwearmouth, Roker, Fulwell and Seaburn is below the Citywide average. This is despite an increase in the area of open space of 25% in the last decade. The greatest deficiencies tend to be localised with Monkwearmouth and Town End Farm being deficient in local and neighbourhood open space, Low Southwick in local open space and both Fulwell and Marley Pots in neighbourhood space. The sites included in the present proposal, with the further provision proposed along the riverside (see NA25), will help to alleviate this deficiency, in accordance with Part I Policy L6. Further detail is set out in Table 20.4. Implementation will be principally by the Council as opportunities arise.

Source: Open Space Report, City of Sunderland

The District Play Area at Seaburn Park is well established; its strategic role is emphasised by its integral relationship with other recreational activities at the seafront (NA26). It is proposed that the Council will make more localised provision by a number of satellite play areas on suitable sites distributed around North Sunderland so as to ensure that all houses are within 1km of a site in accordance with the Council's policy in relation to playspace (L6).

Final locations will only be determined following consultation with the public; implementation will be by the Council as resources permit. Proposals for the site at Hylton Dene are well advanced, with some £60,000 being available for purchase and installation of top of the range equipment. The site will be divided into areas for use by differing age groups, with equipment reflecting this. In addition to satellite provision, doorstep provision will cater for the specific needs of a locality.  These will be provided in new housing developments through the development control process and where practical in refurbishment schemes.

North Sunderland has the second highest level of provision of allotments in the City, although at 0.34ha/1000 it falls slightly below the City average of 0.39ha/1000.  However a greater than average proportion are in a poor condition (56%) and nearly a third have a high level of visual obtrusiveness, thereby emphasising the desirability of undertaking improvements. Upgrading of the sites identified could include external fencing, landscaping, car parking and facilities such as a water supply within the site; this will help provide high quality well distributed facilities to meet local needs.

Implementation will be by the Council as and when funding becomes available.

The traditional role of the riverside as a location for industry has radically changed in recent years with the demise of shipbuilding and the closure of Wearmouth Colliery. In consequence, its potential to provide attractive and accessible passive recreational facilities has become more apparent. It runs in proximity to densely developed inner areas currently lacking amenities; its development for recreational uses can therefore help to overcome these deficiencies and improve the image of the wider area.  Access to the riverside has already been opened up in some localities, notably at Hylton Riverside, Thirlwell Bank/ Cornhill Dock and Sheepfolds.  More detail of the intentions underlying the three localities identified in this Proposal is given below, whilst NA35(2) proposes a strategic multi-user route along the riverside connecting the various open areas. Some of the works were undertaken during the life of the UDC; the Council will undertake subsequent works with the aid of Countryside Commission or other grants.

Within the Green Belt Area east of the A19/ south of the A1231: The location and configuration of this area may limit its future potential for agricultural use, but in environmental and Green Belt policy terms its open nature should be retained. The site is accessible from much of North Sunderland by road and on foot. This gives it considerable potential for passive recreational use. Careful consideration will need to be given to actual uses and layout, given its environmentally sensitive situation. A multi-user route has been provided south of the western end of the Hylton Riverside development, running along the river edge. When complete, this will provide access from this area to recreational facilities west of Hylton Bridge at the James Steel Park and Washington Wildfowl Park.

Low Southwick between Thirlwell Bank and Sheepfolds: Provision of a riverside amenity strip adjacent to the Wearmouth Colliery development site (NA3) will link two existing areas of amenity open space, thereby considerably enhancing access to the riverside helping alleviate open space deficiencies in Low Southwick and Monkwearmouth and improving the general appearance and image of the immediate and wider locality.

North Sands/ St. Peter's Riverside: Landscaped amenity space is proposed on the north bank between Wearmouth Bridge and the seafront complementing the existing and proposed housing development as well as the University Campus (proposals NA7 and NA15 respectively). This will improve amenity open space provision to the nearby Fulwell area opening up a large stretch of riverside frontage for passive recreational use. This, in conjunction with the regeneration of the wider area will have a considerable impact on the image of this inner area. The development will also provide a multi-user link to the City Centre and the University Campus at Chester Road (see proposal NA35.2), part of which has already been constructed.

This proposal relates to the future role of the seafront and coastal zones of North Sunderland, the need for protection of the environment and the potential for, and location of, appropriate new development within these zones, which are defined below. The overall seafront area (i.e. the seafront zone along with the coastal zone) is important to the city recreationally, environmentally and economically. This proposal seeks to protect and enhance open spaces and natural features, developing their passive leisure role, to ensure the visual attractiveness of the seafront is maintained and enhanced. It also encourages other recreational and economic development in appropriate locations to reinforce its role in meeting a range of leisure needs. As will be seen from paragraphs 20.85 and 20.86, the scope for new built development in the coastal part of the seafront zone is very limited.

• property on Southcliffe, Roker Terrace, and St. George’s Terrace;
• Roker Recreation Park;
• Seaburn Park
• property on Seaburn Terrace, and Queen’s Parade;
• the Seaburn Centre/Seaburn Ocean Park development and open space/playing fields to the west and north.

Coastal Zone: The Coastal Zone in North Sunderland is defined in accordance with Policy EN13 to reflect Government Guidance in PPG20. Entirely contained within the Seafront Zone, it is a tightly defined area comprising all of the area lying to the east of the A183, as defined on the Proposals Map.

The proposal is intended to ensure the natural character of the zone is retained. By limiting new development east of the A183, and sensitively upgrading open spaces, the natural features - the beaches, cliffs, and grassed areas - will be protected and enhanced. It is also intended to undertake structural works to improve the sea defences and environmental works to the promenade areas. The Council is also concerned that development pressures do not result in a proliferation of new or unattractive structures within it. Thus any development, which should not be visually intrusive and be designed to a high standard, will be subject to strict use, locational and design controls. Development may be acceptable in the following locations:-

Marine Walk: General seafront related development of the existing two main groups of structures to consolidate/improve existing facilities will be acceptable provided they are of a high standard of design, servicing arrangements are acceptable and proposals will not result in a significant increase in traffic generation.

North Dock: Development of the North Dock for marine related activity (marina, marine activities centre and other leisure facilities) is substantially complete.

Promenade Areas: Development in these areas, both commercial and community, will generally involve the re-use of existing buildings or structures which become redundant; their development will not be allowed if it results in pressure for new structures to replace uses thereby displaced, to avoid a proliferation of structures within the coastal zone. The Council will need to be satisfied that the proposed use requires a coastal zone location, that access / service arrangements are adequate and potential traffic generation is kept to a minimum to avoid pedestrian/ vehicular conflict. A high design standard will also be sought.

Implementation of this proposal will be by a combination of public and private initiatives. The Council will undertake works to maintain and improve the open space areas and public facilities within them, using such funds as may be available; private sector initiatives will be guided by the Council through the development control system. In addition, the Council’s ownership of land and buildings will be an influence in some instances.

These are important routes within the road hierarchy. Landscaping will soften the impact and noise of increasing traffic flows on the adjacent environment whilst presenting a more positive image of the surrounding areas to passers by. More detail is given below.

Northern Way: Further tree planting on adjoining land where appropriate and feasible (e.g. within the school grounds).

North Hylton Road/ Washington Road: Further tree and associated planting along grass verges.

Hylton Lane: Tree planting on verges and other amenity space adjacent to the highway

Thompson Road: Provision of planting on amenity space or, if feasible, in conjunction with proposed parking lay-bys, between Southwick Road and Carley Road will enhance the appearance of this road.

The park was opened in 1880, being laid out on land donated to the then Corporation on condition that a road bridge was built to span the ravine; this facilitated the development of Roker as a fashionable suburb in late Victorian and Edwardian times. Today the park is largely unchanged, being a fine example of a Victorian park with a bandstand and a ravine which leads directly to the beach. The ravine is a major natural feature within which there are caves, one of which has several local legends associated with it. It is generally a mature, attractive and pleasant area, the extensive mature tree cover contributing significantly to the overall atmosphere. As such it also makes a major contribution to the environment of the surrounding locality which the Council has declared a Conservation Area. For these reasons the park is considered worthy of conservation as an historic park in accordance with Part I policy B18.

Within the park, restoration works will be undertaken by the Council where necessary and as opportunities arise. Any development should be to a high standard and will be subject where appropriate to normal development control procedures.

The proposed Green Belt runs along the northern periphery of the built-up area; there is also a spur into the River valley reflecting a similar proposal in South Sunderland. The boundary will afford maximum protection to areas outside the built-up area, having regard to the existing form of development, topography, roads and natural features, as well as preserving the distinct identity of settlements. In this latter regard, it is particularly important to prevent the merging of Sunderland with Whitburn and Cleadon; the proposed Green Belt, supported by complementary proposals within South Tyneside, will achieve this. The boundaries proposed consolidate and slightly enlarge the area previously defined, as well as reflecting logical boundaries on the ground.

North of Seaburn Dene/ East of Shields Road: This is an addition to the designation within the Tyne and Wear Green Belt Local Plan.The area proposed for inclusion comprises a strip of land between Cut Throat Dene and existing housing. It is prominent from Shields Road and lies beyond the northernmost built up edge of this part of the City and mirrors that of the adopted Green Belt on the opposite side of Shields Road. Inclusion of this area will complement and consolidate the more extensive Green Belt area to the north of Cut Throat Dene in South Tyneside, provide a logical ‘rounding off’ of the existing Green Belt and assist in checking the spread of the urban area to the north, thereby helping to prevent the merger of Sunderland with other settlements.

Proposed boundary comprises:- The western boundary of Monkwearmouth School; the fenceline to gardens of houses in Staveley Road/ Grizedale Court; Shields Road; and Cut Throat Dene.

Northern Periphery West of Shields Road: This area reflects the designation of the Tyne and Wear Green Belt Local Plan, there being no additions or deletions proposed. Most of the land is proposed for recreational use, the remainder being school playing fields or in agricultural use; it also forms a wildlife corridor. Much of Fulwell Quarries is included within the Green Belt; by their elevated position they are prominent from the Boldons and Cleadon, as well as having intrinsic value as a feature worthy of protection, containing an SSSI and proposed local nature reserve. Inclusion within the Green Belt will help conserve these features and prevent prominent sky-line development.

Proposed boundary comprises:- South from Cut Throat Dene on the western side of Shields Road/Newcastle Road (A1018) to the track situated north of the Mill Garages showrooms. At this point it turns west to follow the track into the Quarries, cutting across the northern edge of Carley Hill Quarry to join Bell House Road. It then heads in a generally northward direction along Bell House Road for some 300m., then following the northern boundary of the proposed housing site (NA7.7).  It continues west to Whitchurch Road. It follows Whitchurch Road, heading north west, then turning south west along the north western boundary of the former Witherwack House, thence along the western boundary of that site and Witherwack Primary School. It continues westward along the garden boundaries to properties on the northern edge of Witherwack (part of Wendover Way and Wendover Close). It follows the City boundary, excluding the buildings of Hylton Red House School, turning south to the rear garden fence lines of houses in Rutherglen Road then west along the fence lines to the rear of Riddings Road, to the junction with back fence lines of property on Rhodesia Road. It then proceeds west north west across land included within the Downhill Recreation Area to the north side of Rockingham Road. The boundary continues westward past Bishop Harland School, to the east side of the road accessing Kenilworth, Knaresborough and Kentchester Squares. It then follows the north side of Kinghorn Road in a generally westward direction to Kingsway Road, which it follows on its north side as far as Hylton Lane, where it runs north for a short distance to omit a site proposed for housing development (NA7.3) before turning west to the backs of the blocks of flats on Baxter Road, which it follows to the City boundary.

North Hylton Riverside: The Green Belt proposed in this locality broadly reflects that designated in the Tyne and Wear Green Belt. However, there are minor amendments in that a small area on the northern edge has been deleted to accommodate the Hylton Riverside development whilst further land has been added to coincide with an SSSI and relate to the similar designation on the south side of the river (see SA38). The resulting Green Belt comprises the open area east of the A19 and south of the A1231/Hylton Riverside development as far as the eastern boundary of the Wear Riverbank SSSI, thereby retaining its attractive open nature, especially when viewed from the A19, the A1231 and the south bank of the river. It will also strengthen the protection given to nature conservation interests within it. In addition to designation as Green Belt, the area is regarded as being one within which access to the riverside for passive recreation use will be encouraged (see NA25).

Proposed boundary comprises:- The south side of Wessington Way (A1231) eastwards from its junction with the A19 as far as the western end of the Hylton Riverside development at which it turns southwards then eastward to follow the northern boundary of the proposed local nature reserve as far east as the eastern edge of the Wear River Valley SSSI, where it swings south to join the riverbank.

The views to be protected under this proposal are important in themselves, either for the subjects they overlook (e.g. historical buildings such as Hylton Castle and Penshaw Monument), or their panoramic nature (e.g. seafront views). The viewpoints also make a contribution to the environment of the surrounding area, forming part of major natural features (some being in the vicinity of Sites of Nature Conservation Interest, Wildlife Corridors), within recreational areas or adjacent to transportation corridors (e.g. Wessington Way). Protection of the localities defined is of particular importance where major development is likely within their environs; this particularly applies in the vicinity of the Riverside, both in relation to the immediate features and the contribution they make to the image of the wider area. It is thus important to ensure that new development does not have an adverse effect. 

Protection will largely be through the development control process, the size and form of the proposal being a material consideration when determining planning applications. The Council will aim to ensure that development proposals neither detract from nor obscure important elements of the views identified. This will involve detailed assessments of visual impact, strict control over the design, scale, materials and the location of any buildings or other developments which will be visible from the various specific vantage points. Enhancement will largely arise from initiatives by the Council, or, in some cases in the Great North Forest, as and when the need/ opportunity arises. Further details of the locations proposed for protection are given in Table 20.5.

Built development in these localities at present gives an abrupt, unsympathetic hard edge to the urban areas, a matter of particular concern in localities prominent from major roads, or where they adjoin the Green Belt or seafront. The proposal will soften these hard edges and thereby reduce their visual impact on the surrounding open countryside.  The belts of trees proposed will also fulfil an important ecological role providing food and cover for insects and birds, whilst being in accordance with proposals for the Great North Forest. Implementation will be undertaken as opportunities arise.

West of Town End Farm/Hylton Castle: The area adjoins the A19; further tree planting would  screen the houses from the road and vice versa.

North of Town End Farm/ Downhill/ Hylton Castle/ Witherwack/ Fulwell Quarries: This area, which adjoins the Green Belt, is very prominent from the Boldons and the rest of South Tyneside. Planting will help offset its impact and create a buffer between farmland and recreational facilities and housing, thereby limiting trespass.

North of Seaburn Dene Estate: Planting will help screen views of existing housing from across the Green Belt and Shields Road whilst forming a local enclave with a multi-user route running through it (NA35.1.)

Around the periphery of the University Playing Fields/ Seaburn Camp: This open space provides important glimpses of the Green Belt open countryside from the Seafront. Planting will soften the impact of adjoining housing and reinforce the tree cover of the nearby cemetery whilst retaining open views.

Local Nature Reserve designation will enable the City Council to control public access in the interests of conservation but will involve providing interpretative public interest.  Good management will increase the value of the sites for their wildlife and geological interest, present opportunities for formal education and public enjoyment whilst enhancing the natural features which give these areas their special interest.

Fulwell Quarries: Part of these quarries is already designated as a Site of Special Scientific Interest, in recognition of their nationally important Magnesian Limestone geology, and associated herb rich grassland; designation will assist the City Council in its management. A management plan will be prepared which will ensure that this and adjacent areas are conserved and where possible enhanced, for their geological and wildlife interest, also maximise opportunities for educational use and public enjoyment of the area. The Local Nature Reserve will comprise the following:-

• Fulwell Quarry SSSI
• The disused quarry, adjacent grassland and scrub to the north of Fulwell Quarry SSSI, between the proposed golf course fairways
• Carley Hill Quarry SSSI.

Baron's Quay/ Timber Beach: this consists of a wide variety of important and rare habitats including the largest area of saltmarsh between Lindisfarne and the River Tees; this is of botanic importance. It is identified in the Tyne and Wear Nature Conservation Strategy as a Local Wildlife Corridor. The area includes:-

• The River Wear Bank Site of Special Scientific Interest;
• Sites of Nature Conservation Importance at Baron's Quay Wood and Timber Beach;
• Areas of river bank between these sites;
• Areas of semi-natural pasture land that could be enhanced by improved management.

The former Development Corporation completed footpath and landscaping works along this part of the riverside. The City Council and the Tyne and Wear Foundationhave also provided further access works and conservation management. The added protection afforded by Local Nature Reserve designation will enable the wider plans for improved access and management of the area to be brought closer to realisation and protect the site from further encroachment.

This proposal reflects Part I Policy T3 which indicates the PTA's intention to extend the Metro system from Heworth (Gateshead) which involves joint use of existing railway track as far as Sunderland Central Station.

Seaburn: The existing Seaburn Station will be modified for use as a Metro station, providing a facility for residents of the Fulwell/ Seaburn Dene area and beyond.  It is adjacent to the Sea Road local shopping centre and accessible by car, bus and on foot. The design of the station will have regard to improving existing facilities and the potential for improved bus interchange facilities.  As part of this it will be necessary to reconstruct and widen the bridge carrying Station Road over the railway line.

Monkwearmouth: A new station at Monkwearmouth, to the south of the Monkwearmouth Station Museum, will allow access to the new St. Peter's University campus (NA15), the Wearmouth Colliery development site (NA3) and other riverside development in the locality. Careful consideration will have to be given to the layout so as not to cause congestion on North Bridge Street nor restrict access to Sheepfolds industrial estate. Its proximity to Monkwearmouth Station, which is a listed building, will also necessitate a sympathetic design.

A further station is proposed within the Monkwearmouth Inset area (see NA49).  Access will be provided at these stations for those with disabilities, or otherwise impeded with luggage, shopping, prams etc.;  Facilities will include information displays and security monitoring by closed circuit television. The whole scheme is expected to be operational by 2001.

An area within the Quarries has been successfully used in recent years for park and ride in connection with seafront activities, notably the air display. The proposal is to provide a more formal facility as part of the overall reclamation of the northern periphery of the Quarries, which would be maintained predominantly as grassland. This will enable its use for the majority of the time as an informal recreation area. It would, however, need to be sufficiently well drained, and possibly reinforced, to prevent damage to the surface, which would have the incidental effect of providing an area capable of being used for informal activities when other parts of the Quarries might be too muddy.  The proposed site would be in the vicinity of the access road from the Newcastle Road roundabout and the golf driving range car park. Initially intended for limited occasional use, in the longer term it may function on a more permanent basis as a park and ride serving the City Centre should the need arise; in this connection, scope exists for the area allocated to be extended at a later date if necessary. Intensification of the use to the extent that more permanent surfacing might be necessary would not be possible without a specific planning consent which would have to take into account the implications of the Green Belt status of the location.  The scheme, which will be implemented by the Council, will be well landscaped and designed to minimise any visual intrusion in the Green Belt and to complement the emerging environment of the Quarries (see NA20). Funding for land formation and initial development will be from English Partnership reclamation grants topped up by Council capital.

These routes will provide for long distance movement by a variety of modes of non-motorised transport including as appropriate horses and cyclists as well as pedestrians, including those with limited mobility.  They pass through areas of attractive environment providing access to a variety of recreational facilities from nearby residential areas. Parts of the routes proposed are already implemented. Those stretches which remain to be constructed will be carried out on an incremental basis as opportunities arise, either as freestanding projects or in conjunction with schemes covering the wider area through which they pass. In total over 14km. of multi-user routes are proposed in North Sunderland, many with sculptures and information boards to interest users.

This route will provide nearly 5km. of strategic footpath, enhancing pedestrian movements both within and between the urban and rural areas.

The proposal will provide an attractive landscaped link for much of its route between the recreational facilities at the seafront and those proposed at Fulwell Quarries (NA20).  It passes along a reclaimed mineral line through densely developed residential areas with little current recreational provision; it will therefore enhance access to facilities (including the new schools which are adjacent to it) for a substantial population of inner north Sunderland. At its eastern end it could utilise the tunnel underneath Harbour View before joining that road on its eastern side. This will provide safe access to facilities within the North Dock and the seafront.

Wessington Way (A1231) is a heavily trafficked de-restricted dual carriageway, carrying some 30,000 vehicles per day.  Major development is underway in the Hylton Riverside area to the south, providing employment related uses (NA2) and retailing. Both could generate appreciable pedestrian flows between Castletown and the development area; therefore to facilitate safe movement, a pedestrian bridge has recently been constructed over Wessington Way in the vicinity of the proposed retail development. Consideration will be given  to construction of an additional bridge within the vicinity at an accessible point along preferred desire lines. Any new bridge will need to consider the amenity of existing residential property. The scope for joint use by cyclists will also be investigated. Implementation will be in conjunction with the overall development of the Hylton Riverside area.

Cycling has increased nationally in popularity in recent years, both as a recreational activity and as a means of personal transport.  In recognition of this and to encourage further use of this environmentally friendly and healthy means of movement, a network of cycleways is proposed in North Sunderland in accordance with Part I policy T9.  The proposed network, (the precise details of which are subject to further investigation), will result in the area having some 15km of cycleroutes on logical desire lines, which will lead to Sunderland City Centre, employment and recreational areas as well as linking with multi-user routes. They will be demarcated either in the carriageway, on pavements or, where feasible and appropriate, on segregated routes in accordance with the need to provide a safe cycling environment without prejudice to other highway users.  Consideration will be given to the installation of appropriate safe cycling facilities at crossing points on the Strategic Route Network and on other roads carrying significant volumes of traffic.  Table 20.6 sets out the potential of the various routes proposed.

These schemes will improve the strategic route network. In so doing, they will provide a safer, more efficient framework of major roads to carry through traffic, in accordance with Part I Policy T13.

Construction of a link road between Queens Road and Southwick Road: This will enable all through traffic to be removed from Southwick Green and environmental improvements to be effected there and will be achieved by routing traffic onto Queens Road, the new link road, Southwick Road and Thompson Road. The proposal is required in association with improvements to Southwick Green outlined below (see NA41).

A bypass to Southwick Road: Southwick Road is a relatively narrow but fairly heavily trafficked road forming part of the strategic route network. Terraced housing on its south side opens directly onto the footpath and due to its proximity to the road has a very poor environment.  Traffic flows on the road could increase significantly over the Plan period, thus intensifying existing problems which may be exacerbated by further development of Wearmouth Colliery (see NA3). It is therefore proposed to utilise the alignment of the former railway line running along the northern edge of the Wearmouth Colliery site as a bypass to Southwick Road, linking to Queens Road at the junction with the new stretch of road proposed in NA39(1).

Access from the Camden Street Rotary: This proposal involves an improved access into Low Southwick from Trafford Road, complemented by an improved access from the west side of the rotary system. Together these accesses will enable completion of the internal spine road serving the Hylton Riverside/Former Southwick Shipyard sites, where major regeneration has taken place.  This will enhance accessibility to this rapidly developing area, help the highway system to function efficiently and ensure that the area is an attractive location for business to invest.

Modifications to the Trafford Road junction will be required for the New Wear Bridge crossing from Deptford on the south bank to the Camden Street Rotary at Low Southwick. As the major impact of this bridge will be south of the river it is described in proposal SA50.

The A183 separates the commercial and recreational areas at Seaburn Park/Seaburn Terrace from the beach, leading to pedestrian / vehicular conflict; this is especially severe at peak times. Although a part of the Strategic Route Network, the A183 is not a primary route and an alternative route is available to most localities in South Tyneside via the A1018; consequently the introduction of traffic management measures should not have an undue impact on the effective movement of traffic. Measures could include the introduction of traffic calming features at strategic locations or alternatively co-ordinated traffic light signalling; any measures which may be proposed will enhance pedestrian safety, reduce traffic speeds and help improve the resort’s attractiveness as a focus for leisure and tourist activity.  In conjunction with these measures it may also be desirable to improve the junction of Dykelands Road with Whitburn Road to enhance the role of the former as part of the Strategic Route Network.  This may be accompanied if necessary by traffic management in adjacent residential streets to discourage non-essential traffic and rat-runs.  Consideration will also be given to ways in which buses can maintain the regularity of their services.  Implementation of the various measures will be subject to the City Council obtaining the necessary Traffic Regulation Orders.

Southwick Green is an important shopping centre which is bisected by roads forming part of the Strategic Route Network.  Environmental improvements have been undertaken to the south side of The Green but despite construction of a relief road to the south, the volumes of through traffic on the main road, which still forms part of the outer ring road taking traffic to Thompson Road, cause environmental disruption, pose a threat to pedestrian safety and detract from the viability of the centre.  The proposed link between Southwick Road and Queen’s Road would permit non-essential traffic to be removed from the centre and its immediate environs by channelling all through traffic onto the relief road and Southwick Road/ Thompson Road (NA39.1).  Such measures will be complemented within the centre by traffic calming features designed to control the speed of essential traffic thus enhancing pedestrian safety and effecting improvements to the visual environment. Bus priority measures will enhance access for those without cars, ensuring that adequate and efficient services are maintained.  The overall measures proposed should help improve the general attractiveness of the centre, hence its competitive edge and viability, in accordance with Part I policies S1, S2, and S4 and Part II proposal NA11(2).

Implementation, which will be subject to further consultation with local interests, will be dependent on the availability of finance for the proposed link and subject to the Council as Highway Authority obtaining the necessary Traffic Regulation Orders.

Both the Sea Road and Southwick Green local shopping centres are deficient in off-street car parking facilities. This is more critical at Sea Road where extensive use is made of adjacent side streets for parking, to the detriment of the residential environment, whilst Southwick Green has some provision, principally in conjunction with premises on the south side of The Green. In both instances the problem is likely to intensify during the Plan period, if car ownership rates rise. In anticipation of this it is desirable to encourage off-street car parks to protect the environment of these centres and their surrounding areas, as well as to ensure their continued viability in the face of increased competition from out of centre developments; possibilities are outlined in Table 20.7.

Implementation of schemes at Sea Road would be undertaken as part of new developments whilst at Southwick Green the specific site identified in the proposal would be implemented by the Council.

An inset is required for the Monkwearmouth area as major change is likely in the locality, including significant new commercial and housing developments, environmental improvements and improvements to the transportation infrastructure. Although not forming a proposal of the inset, the future need for the Wheatsheaf one-way system will be kept under review, particularly in the context of the new Wear Bridge.

Many properties within the Improvement Area are old, poorly maintained and suffer from a lack of investment.  The cumulative effect of these poor standards is emphasised by the area's prominent location astride the Wheatsheaf one-way system which forms part of the strategic route network.  The problem is particularly acute where such buildings, especially those which are listed, adjoin the one-way system. Circulation, car parking and servicing arrangements also cause problems; thus the continuance of improvement policies is required if the locality is to be successfully regenerated and a climate of confidence instilled. Following termination of the Urban Programme which provided funding for grants in Improvement Areas, the Council has been unable to continue its previous policy of grant aiding improvements in this area. However, this proposal indicates the Council's resolve to continue to focus improvement efforts here.

This proposal covers a number of areas in the vicinity of the recently constructed Sunderland Retail Park and adjoining the Wheatsheaf one-way system, which is the focal point of the strategic route network in North Sunderland prior to entering the City Centre.  Although proposed for mixed uses, a comparatively strong retail emphasis can be given to a number of sites, subject to the individual and cumulative impact of development in accordance with Part I policy S5, for the following reasons:-

• The locality is highly accessible from a wide area by bus and car, being at a confluence of routes; there is also a large population within the densely developed residential areas immediately to the north, west and east of the location.  Further, a Metro station is proposed at the northern end of the existing retail park which will further enhance the accessibility of the location by public transport.  Development here is thus accessible and may help reduce City Centre congestion.  The location is therefore highly suitable as a focus for retail, commercial and leisure activity in relation to the Council’s retailing and transportation policies. Its appropriateness for specific uses will be judged in relation to other available sites by the application of the sequential test.
• A number of the sites are already in retail/commercial/leisure use; this proposal  therefore provides an opportunity to consolidate it;
• Further development in proximity to the retail park for related uses will consolidate the role of the locality and add to its diversity, hence the attractiveness of the area as a focal point;
• It provides an opportunity to regenerate this high profile locality and effect environmental improvements.  This is important as a number of sites are presently unattractive, some are likely to become available for development and others do not exploit their locational potential.

Development for retailing and other key town centre uses in the vicinity of the retail park will be subject to it not having an effect solely or cumulatively on existing centres such as to threaten their vitality and viability, as noted earlier.  In this regard, the planning authority will look for diversity of development, in particular on less well located sites, to ensure the area does not become too retail orientated as this would be contrary to the concept of mixed use sites as defined in policy EC5.  Subject to this and detailed design matters it may be regarded as meeting the requirements of policy S7.  Further, although the configuration of the sites is such that major convenience retailing is unlikely, the requirements of policy S6 will apply, and planning obligation agreements sought, if necessary.

• Roker Avenue (north side):  Old premises fronting Roker Avenue are in a variety of uses including car repairs and a church.  The scope for significant new development is limited by the multiplicity of ownerships and plot shape/size.  Further north, more modern units are in a range of uses, including elements of retailing/showrooms.  There may be scope for some redevelopment for shopping or food/drink or leisure uses in the vicinity of the existing retail park; this would consolidate the park and could enhance the appearance of the access to it, which is currently uncoordinated.
• Roker Avenue (south side):  This prominent location within the one-way system is currently occupied by retail and car related uses.  Despite its high profile location and current uses, it is not considered altogether appropriate for retailing, being split from the main focus by the road system.  Thus although retailing may have to be accepted in the event of development opportunities arising here, it is possibly more suited to leisure use (D2) or light/general industry or storage (B1, B2, B8).  Any development should be to a high standard of design, reflecting the prominence of the site.
• Newcastle Road:  There are two large-scale users within this area, a bowling alley and car showroom; these are well established and compatible with general proposals for the area.  If a development opportunity were to arise proposals should exploit the site’s prominence and relationship with the retail park.  Suitable uses could include car showrooms, leisure (D2), retail (A1), food and drink (A2).
• Fulwell Road:  This area is currently occupied by retailing (A1), showrooms, and car repair uses.  Were any redevelopment proposed, uses and a layout which respected the proximity of housing to the east would be preferred e.g. retail (A1), showrooms, light industry (B1); the opportunity should be taken to enhance the environment of this part of Fulwell Road.
• Portobello Lane (west side):  This site has been redeveloped for A1 uses as an extension to the retail park, and the alignment of Portobello Lane in this vicinity improved.
• Portobello Lane (east side):  This area is currently used by a removals firm and comprises a large warehouse and open storage depot.  Its ‘backland’ location, along with the proximity of housing to the east limits development potential, light industry (B1) or warehousing (B8) being considered most suitable.  Any redevelopment should incorporate improvements to Portobello Lane, which is particularly narrow in the vicinity of the existing warehouse.

Implementation of any redevelopment will be undertaken by the private sector as and when opportunities arise, with the Council involved through the development control process. The appropriateness of specific proposals will be determined at the planning application stage by the use of the sequential test. Schemes should make adequate provision for pedestrian movement within and between the various developments. A high standard of design will be sought to improve the appearance of this ‘gateway’ to the City Centre.

This grade II* listed building is prominently situated on North Bridge Street. Its setting is adversely affected by unsympathetic adjoining development and by the high volumes of traffic on this part of the road network. The construction of the proposed Metro station to the south (see NA33.2) will provide an opportunity for improved pedestrian access facilities, which will benefit the museum.

The area, which comprises around 150 mainly pre-1919 dwellings, is developed to a high density. Houses open directly onto the footpath, do not have gardens to compensate for the lack of open space and greenery in the area; some are in relatively poor condition and in multiple occupation.

The potential for improvement is limited, but scope exists through carriageway works, the use of varied floorscape materials and the introduction of street trees; this is made more feasible now that through traffic has no need to use Gladstone Street. Any such works will be undertaken by the Council, possibly as part of routine highway maintenance. Comprehensive improvements to the houses themselves could effect a significant enhancement to the environment; in this connection, consideration will be given by the Council to the possibility of area based initiatives, should the opportunity arise

The proposal, which is complementary to NA8 and NA10, also aims to ensure that any sites which may become available for development are developed in such a way as to help meet the area's need for open space and environmental enhancement.

Redevelopment of St. Benet's School, Monastery, and the former Church Hall could include the following in addition to the replacement church hall:-

• student or social housing (possible joint venture with a Housing Association)
• new Church house

Additionally some retailing on the Roker Avenue frontage will be acceptable in accordance with the outstanding planning permission there, although other uses will be considered on their merits bearing in mind the prominence of the site and its relationship with St. Benet’s Church.

The area is run-down; although St. Benet's is an attractive building in itself the surrounding structures do not provide an attractive setting. The locality is prominently situated on the Wheatsheaf one-way system, which forms an important entry into the City Centre. Therefore its appearance is a major determinant of the image of the area. The opportunity will be taken to improve access, circulation, servicing, etc. as well as to achieve a visual improvement. The City Council may be prepared to assist in land assembly in the wider area, if required to achieve a more comprehensive scheme which will better resolve the problems of the locality.

Developments in the adjoining areas (see NA44 and NA47) could be complemented by improvements to remaining older commercial buildings north of Roker Avenue (nos. 1-19 Roker Avenue, property in Monk Street, the warehouse on the east side of Portobello Lane and remaining premises on the former Bridon's site should they be retained). It may be necessary to promote co-ordination of improvement to ensure that individual projects can contribute most effectively to the upgrading of the visual environment (NA43). Implementation will be by the private sector and through the development control process. The Council may prepare an overall scheme to provide an elevational/ environmental basis for co-ordination of individual projects.

Land is available at Portobello Lane both within the former railway sidings area and on adjacent land to enable construction of a new Metro station with car parking and bus interchange facilities. A station would be beneficial here for the following reasons:

• The surrounding area is densely populated; a large proportion of residents are not car owners.
• The proposed site is adjacent to a natural communications focal point for both car and bus users.
• Station development will encourage interchange of transport modes, with potential benefits for the alleviation of congestion on the approaches to the City Centre and elsewhere, especially so far as car usage is concerned.
• The new retail park and other development proposed to the south (NA15), along with redevelopment of the Wearmouth Colliery site (NA3) could add to the role of this area as a focus of economic/ retailing/ leisure activity (NA44) and hence generate usage.

The provision of a cycle route, possibly using the bus lane, pavement space or the rear service road, will require further investigation to establish the most appropriate means. It would enable cyclists to avoid using the busy Wheatsheaf one-way system and provide a safe and direct route between proposed cycleways along Newcastle Road and over Wearmouth Bridge, as proposed in NA38(3). It would therefore be an important link in providing a high level of access for cyclists to the City Centre.

The alignment identified in the Monkwearmouth and North AreaLocal Plans, as now defined on the Proposals Map, will be protected from development. The following factors determine the need for this road:-

• Changes in traffic flows arising from the recent development of the Sunderland Retail Park, along with possible further developments in the vicinity (see NA44);
• The access requirements resulting from development of a Metro Station and the related provision of car parking and interchange facilities (see NA49);
• The redevelopment of the former Wearmouth Colliery (see NA3);
• A possible review of the Monkwearmouth one-way system after construction of the new Wear bridge (see SA50.2).

A pedestrian link will also be needed to allow pedestrians to walk between Newcastle Road and Fulwell Road and give access to the proposed Metro station. This facility could be provided independent and in advance of the proposed road.