Queuing traffic on Elmfield Road (picture taken pre-Covid)

The website CityMonitor recently published an article “How Google Maps is ruining your neighbourhood“. The article explains that, since they were introduced in 2009, Sat Nav apps have caused an increase of traffic on minor roads.

While the sales pitch of Sat Nav apps is that they enable drivers to avoid congestion, the actual outcome is that minor roads can now be just as congested as main roads.

In effect traffic has been displaced from main roads onto minor roads.

How might Sat Navs be affecting traffic in Gosforth?

Clearly there are quite a few minor roads in Gosforth that are busy with traffic, including Elmfield Road pictured above.

We’ve had a look at what routes Google Maps recommends for driving through Gosforth. As the CityMonitor article says, many of these routes use minor roads that are not designed for high volumes of traffic.

Not all roads are affected. Some, like Bath Terrace in the picture below, have traffic “filters” that prevent vehicle traffic using them as through routes.

Bath Terrace, Gosforth

Newcastle’s Main Road Network

Newcastle has a main road network, defined as part of its Local Plan. The map below shows the main roads for driving in the Gosforth area.

These are the roads that are intended for, and designed to cope with, large volumes of traffic.

Newcastle main road map. Primary distributor roads are marked in red, secondary distributor roads in orange.

There are three types of main road in Newcastle’s plan.

• Strategic Roads (in blue) are nationally significant roads used for the distribution of goods and services, and a network for the travelling public.  The nearest strategic roads to Gosforth are the A1(M) Western Bypass and the A19.
• Primary Distributor Roads (in red) are the preferred roads for motorised vehicles and generally connect to strategic roads.  The primary distributor roads in Gosforth are Grandstand Road, part of Jesmond Dene Road, Matthew Bank, Haddricks Mill Road and Killingworth Road.
• Secondary Distributor Roads (in orange) generally connect strategic and primary roads to smaller areas and [in theory] carry significantly lower volumes of traffic than either of those categories, and fewer HGV’s.  Gosforth High Street is a secondary distributor road, as are Salters Road, Church Road, Station Road, Broadway West, Wansbeck Road, Kenton Road, and Great North Road north of Gosforth High Street.

Other roads, shown in white, are considered to be minor roads for access to people’s homes and local destinations.

Displaced Traffic

We found nine example part-routes where Google Maps has recommended using minor roads that are not part of the main road network.

In some cases the minor roads were quicker, but not always. Where minor roads are quicker, this is likely to be temporary as Sat Navs direct more traffic to the route undoing any benefit.

Noticeably, both historic and new Low Traffic Neighbourhoods like Brunton Park, Melton Park, Gosforth Terraces and Garden Village do not have any routes through them because they have been designed to prevent through traffic.

It is also noticeable that in many cases it would be just as quick, if not quicker, to cycle rather than drive.

In each case we have highlighted which minor streets are being used.

Route 1: via Elmfield Road and The Grove.

Route 2: via Lindon Road, Hawthorn Road and The Grove.

Route 3: Via Regent Farm Road.

Route 4: via Church Road, Hyde Terrace and Christon Road.

Route 5: via Linden Road and Elmfield Road.

Route 6: via Moorfield, Moor Road South, Hawthorn Road and Linden Road.

Route 7: via Moorfield, Moor Road South and Moor Road North.

Route 8: Via Regent Road North and Regent Road.

Route 9: Via North Avenue, Elmfield Road, Westfield Drive and Fernville Road.

What can be done?

It is worth saying that it is completely legal currently for people to drive on these minor roads to avoid main road traffic. The effect of this though, is more noise, exhaust fumes, and more danger for people who live on these roads or using them to walk or cycle.

Higher levels of traffic at peak times of day, just when children will be travelling to or from school, act as a barrier to prevent families walking or cycling the school-run. DfT estimate one in four cars on the road at peak times are on the school run. For more families to commit to walking or cycling, traffic levels have to be consistently low at the times they want to travel, not just on a quiet Sunday morning.

From an engineering perspective, it is quite simple to stop traffic being displaced from main roads onto minor roads. All it needs is a few bollards and/or some planters to prevent through traffic, just like on Bath Terrace (see previous picture).

We know, not least from experience on Salters Bridge, Stoneyhurst Road and Castle Farm Road, that stopping through traffic on minor roads has practically no impact on adjacent main roads but it does improve quality of life for residents, reduce road traffic collisions, and enables more people to walk and cycle.

It is also a necessary pre-cursor to any traffic calming to make main roads safer.

If you think we have missed any routes please do let us know via the comments, and please do let your local Councillors know if you are concerned about traffic on minor roads.

If you want to read more, this is the City Monitor article.

Have you noticed your neighbourhood streets getting busier…?https://t.co/L16S6mr2Af

— City Monitor (@CityMonitorAI) July 12, 2022

The post Sat Navs are ruining Gosforth appeared first on SPACE for Gosforth.

Church Avenue, Gosforth, just west of Station Road

Newcastle City Council confirmed in February, following an eighteen-month trial and six-month consultation, that the arrangements at Stoneyhurst, Dene and Salters Bridges would be made permanent to help make local streets safer, cut carbon emissions from driving and promote active travel.

The map below shows the location of Salters and Stoneyhurst Road bridges and average annual daily traffic levels on Station Road between 2013 and 2021. Both bridges were closed to motor traffic in August 2020. Salters Bridge was previously closed to traffic during the Killingworth Road roadworks between July 2017 and October 2019.

Station Road traffic count shows 2021 was lower than all years other than 2016 and 2020.

One of the main concerns raised by people responding to the Council consultation was that (they believed) these closures would lead to “displaced traffic / congestion”. We now have nineteen months of traffic data since August 2020 that shows traffic levels on Station Road and Sandy Lane (north of Gosforth Racecourse) are broadly unchanged from previous years.

Station Road and Sandy Lane are neither busier nor more congested following closure of the bridges. Meanwhile Hollywood Avenue and Stoneyhurst Road have much less traffic.

Traffic Volumes on Station Road, measured 30m west of Bowsden Terrace

This is one reason why the Council could “set aside” any objections due to displaced traffic, as there simply isn’t any evidence of additional traffic on adjacent main roads. The Council needs to share this information so people commenting on future LTN consultations better understand the likely impact on traffic in their local area.

Even if traffic levels had increased on Station Road (which didn’t happen), there still wouldn’t be a good case for using Stoneyhurst Road or Hollywood Avenue as overflows for ‘displaced’ main-road traffic, as these minor roads are neither intended nor designed for high levels of vehicle traffic. 

Despite this, the Council was still (in our view unfairly) accused of “ignoring” residents’ views. Clearly there is still a need for education so that people more widely understand how traffic reacts (and has reacted) to road changes. Local Councillors and community groups could help with this, and reduce community tensions, by sharing facts and relevant information in local leaflets. 

This effect of “disappearing traffic” is well known and understood by traffic professionals. Researchers looking at over 70 case studies found that “predictions of traffic problems are often unnecessarily alarmist, and that, given appropriate local circumstances, significant reductions in overall traffic levels can occur, with people making a far wider range of behavioural responses than has traditionally been assumed.“

Station Road looking towards South Gosforth Metro with longstanding “modal filter” at the end of Church Road

While the traffic levels on Station Road will have benefited from more home-working and people travelling less due to fuel costs, the study shows that “disappearing traffic” would happen even without these.

We can conclude that the bridge closures have helped to reduce traffic levels locally in Gosforth and have contributed towards the necessary 20-50% reduction in miles driven by 2030 to help achieve net zero targets.

That doesn’t mean that traffic levels on Station Road are ok. Just like before 2019, it still has high levels of traffic making it hard to cross and dangerous to cycle. These could be mitigated, for example with additional crossings and protected cycle lanes. The east end of Station Road is also part of the South Gosforth Air Quality Management Area and in 2016, before Killingworth Road roadworks, pollution measurements exceeded the legal limit. 

If you live on the A191 – Church Road, Church Avenue or Station Road, or other main roads around Gosforth – please let us know what you think could be done to cut traffic and/or make the road safer.

Further information is provided below about feedback to Newcastle City Council’s Stoneyhurst Road and Salters Bridge consultations, and on traffic levels on Station Road and Sandy Lane. 

Stoneyhurst Bridge closure: main themes from ETRO correspondence

Main feedback themes – Support

• Walking / cycling shift enabled – 13% of responses*
• Pedestrian and cyclist safety improved – 12%
• Reduced traffic / air pollution – 11%

Main feedback themes – Opposition

• Displaced traffic / congestion – 72% of responses*
• Road access needed – 48%
• Longer journeys – 15%
• Discriminatory – 13%

* NB there was no geographical restriction on who could respond, nor any limit on the number of responses per person. 

As we have said, traffic levels on Station Road and Sandy Lane did not increase. Road access for vehicles was retained to all properties. We have also previously looked at journey lengths and our analysis was that very few journeys would be noticeably longer as a result of this change. 

The Council’s Integrated Impact Assessment says “data does not indicate an impact on the operation of the wider highway network from any of the bridge closures to vehicles to indicate that they need to be reopened to alleviate this issue. Despite having been closed, (even when three bridges impact on the same surrounding highways), those highways have not seen significant differences in journey times or speeds.“

The fact that traffic in Newcastle grew by 14% between 2010 and 2019, which has never been the subject of consultation, is much more likely to have negatively impacted journey times.

Salters Bridge closure: main themes from ETRO correspondence

Main feedback themes – Support

• Reduced traffic / air pollution – 46% of responses
• Pedestrian and cyclist safety improved – 45%
• Walking / cycling shift enabled – 38% 

Main feedback themes – Opposition

• Displaced traffic / congestion – 36% of responses
• Increased air pollution – 35%
• Longer journeys – 33%
• Impact on local businesses – 30%

As there is no additional traffic, there is no reason to think air pollution will be any worse on Station Road as a result of these changes. There is substantial evidence that investing in active travel benefits local businesses, for example this report from Transport for London or our blog Can protected cycle lanes be good for business? 

Station Road, looking towards Haddricks Mill

Traffic Volumes – Station Road 

Traffic Volumes on A191 Station Road, Gosforth, measured 30m west of Bowsden Terrace

The graph above shows that traffic volumes in 2021 and 2022 are largely unchanged compared to 2018 and 2019. These traffic volumes are also largely unchanged from 2013-2017.

Traffic Volumes – Sandy Lane 

Traffic Volumes on A1056 Sandy Lane, Gosforth, measured east of the MOT station.

Traffic on Sandy Lane in 2021 and 2022 is also unchanged from 2018 and 2019.

Reports setting out the Council’s decisions for each of the five bridges are published here:

• Argyle St – https://democracy.newcastle.gov.uk/ieDecisionDetails.aspx?ID=10801
• Haldane – https://democracy.newcastle.gov.uk/ieDecisionDetails.aspx?ID=10799
• Dene Bridge / Castle Farm Rd – https://democracy.newcastle.gov.uk/ieDecisionDetails.aspx?ID=10798
• Stoneyhurst – https://democracy.newcastle.gov.uk/ieDecisionDetails.aspx?ID=10802
• Salters Bridge- https://democracy.newcastle.gov.uk/ieDecisionDetails.aspx?ID=10800

Further information on low traffic neighbourhoods In Newcastle can be found at https://www.newcastle.gov.uk/neighbourhoods

https://twitter.com/SustransNorth/status/1527581684769644545

The post Station Road Traffic appeared first on SPACE for Gosforth.

In this blog we look at the so-called controversial low traffic neighbourhoods (LTNs) in Gosforth, except that they aren’t controversial at all and no one gives then a second thought because they have been in place for years helping to keep local streets safe and pleasant for the people who live there.

In fact, as the map below shows, these already cover a substantial part of Gosforth.

Map of existing LTNs in and around Gosforth

Gosforth Terraces

The Gosforth Terraces LTN was created in the 1970s following a campaign by residents and Councillors to stop traffic cutting the corner from the Great North Road to Church Road.

Vehicles can still enter and exit the estate via Rothwell Road, Alwinton Terrace and Church Road, but it is not possible to drive through apart from the exit via Hyde Terrace to Christon Road.

Harley Terrace – Junction with Church Road

At the south end of Harley Terrace and Bath Terrace, the pavement has been extended across the junction and bollards installed to stop vehicles from cutting across the pavement.

These are called ‘modal filters’ as they allow some transport modes but not others. In this case people can walk through but vehicles have to use an alternative route. This arrangement is also safer for people walking along Church Road as they have fewer roads to cross.

Bath Terrace – junction with Church Road

At the north end of Bath Terrace (below), bollards prevent vehicles entering from Christon Road but allow people through on foot. A dropped kerb makes it easier for people with wheelchairs or pushchairs to cross the road.

There is also a small area marked out with yellow lines to allow people to turn their cars around.

Bath Terrace – Junction with Christon Road

Removable bollards have been used in the back lanes where they meet Christon Road, so that bin lorries and emergency services (if needed) can gain access.

Back Alley bollard

In 2016, the north end of Alwinton Terrace was changed to allow people cycling to use Alwinton Road to create a north-south cycle route from Little Moor to Brunton Lane.

Alwinton Terrace – Junction with Christon Road

The Terraces are used by families as a safe route to walk or cycle to Archbishop Runcie First School and Gosforth Central Middle School, both on Christon Road.

Where Church Road meets Station Road next to South Gosforth Metro, the street end has been converted into a bus lay by.

Church Road – Junction with Station Road

Yetlington Drive

At Yetlington Drive a different approach has been taken to stop vehicles driving through the middle of the estate rather than at the edges. Again this makes for a very quiet low-traffic neighbourhood with very little traffic other than from residents driving in or out of the estate.

If this modal filter wasn’t here this street might be used as an alternative route for people driving from Kenton Lane to Salters Road.

Yetlington Drive – Emblehope Drive

This shows that modal filters don’t have to be a narrow strip just with bollards. In other parts of the country spaces like these have been enhanced to make a small community space with planting, trees, seating, and play equipment. The same would be possible in Gosforth.

This is what low traffic neighbourhoods in Gosforth could look like. Mini-community spaces with trees, planting, seats and maybe even space to play. https://t.co/6BWSVZzMjr

— space for gosforth (@space4gosforth) May 11, 2021

There’s also a walking exit onto Salters Road to get to Ashburton Road shops. This looks just like a path and a bit of green space, but it could have equally been made into a road entrance. Thankfully is wasn’t.

Dunsmoor Close looking towards Ashburton Road

North Jesmond

In North Jesmond, Crossway and Towers Avenue have both been closed to vehicles at their exits to Jesmond Dene Road to stop traffic cutting through to Osborne Road.

Crossway – Junction with Jesmond Dene Road

Again this has been achieved at relatively low cost just by extending the pavement across the junction and adding some concrete bollards.

Crossway – Junction with Jesmond Dene Road

Melton Park

Melton Park, built in the 1950s, was designed to be a low-traffic neighbourhood with just two ways in and out and no through routes.

At the north end now there is a filter that allows people cycling to enter from Brunton Lane or the Great North Road but if you are driving you need to use the entrance at Newlands Avenue. This prevents traffic from cutting along Easedale Avenue to avoid queues on the Great North Road.

Glamis Avenue – Junction with Great North Road

Brunton Park

Prior to the Newcastle Great Park development it was possible to drive from Greenfield Road onto Brunton Lane. This was changed to be a walking and cycling only link when Melbury and Warkworth Woods were built between 2001 and 2010.

Greenfield Road – Junction with Brunton Lane

A similar approach was taken at Polwarth Road. With almost 700 new homes being built on Melbury and Warkworth Woods, if these streets had been left open to through traffic they could have become far busier, substantially worsening the quality of life for residents.

Polwarth Road – Junction with Brunton Lane

A new link was create from the new Melbury estate onto Brunton Park for buses to use. Bus route 46 runs regularly, taking approximately 20 minutes from Featherstone Grove to Newcastle city centre via Brunton Park.

Bus link between Netherwitton Way and Greenfield Road

Howick Avenue

At Howick Avenue a toucan crossing and modal filters either side of Kingston Park Road enables people walking and cycling to cross safely to Farne Avenue and the Red House Farm estate. This links to the signed cycle route that goes along Aln Avenue, across Wansbeck Road North and along Park Avenue.

Howick Avenue – Junction with Kingston Park Road

Far more in common

In reality we have far more in common. We all want safer streets and cleaner air. No one in our community benefits from children being stuck inside because the danger from traffic is too great, or older people being forced to rely on friends to drive them because lack of safe crossings mean walking isn’t an option. Even if we are lucky enough ourselves to avoid ill health from air pollution or inactive lifestyles, we will still know others, possibly family members, who aren’t so lucky, and we will be paying for their care through higher taxes.

Most people will also agree that vehicle traffic needs to be restricted. Speed limits, road signs, traffic lights, yellow lines, bus lanes, MOTs, emissions limits, driving tests and insurance, as well as bollards and kerbs are all accepted ways of regulating how, what and where we can drive, so that we can drive safely and don’t impose excessive risk on others we share the roads with.

https://twitter.com/space4gosforth/status/1390053582389534729?s=20

Some people have argued incorrectly that removing the wands on the High Street and allowing traffic back on the bridges will relieve congestion, whereas we know that adding road capacity results in more driving while any benefit to congestion is only short-lived.

There have been many studies on this, but one American study particularly stands out as it both concluded “conclude that increased provision of roads or public transit is unlikely to relieve congestion” and that distance traveled by car increases directly in proportion to the extra capacity provided.

What the bridges, and all the existing modal filters, do achieve is better neighbourhoods with safer quieter streets. Residents can still drive if and when they need to, while walking and cycling are safer and more attractive options for shorter local journeys, especially for families and children travelling to school.

By reducing total miles driven, they also help to meet Government and local objectives to address air pollution and address the climate emergency.

Stoneyhurst Road Bridge, children walking and cycling to school

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