New Tyne Crossings

Press Releases

Tyne Tunnel Inquiry Second Anniversary Report

The DfT's delay in reaching a decision on the proposed second Tyne road tunnel supports the concerns registered at the Inquiry by objectors. The Tyne Crossings Alliance, and its members, have exposed the failure of the Tyne and Wear Passenger Transport Authority (TWPTA) to balance short term advantage to the car driver against the short and long term damage to the lives and environment of those who would be directly affected by the project.

Tyne Crossings Alliance Co-ordinator Paul Winch said: "The delay in reaching a decision demonstrates a weakness in the case presented by the TWPTA. It supports the arguments adopted by the Alliance showing that traffic increase is self-defeating. The Inquiry highlighted the TWPTA's failure to address the causes of traffic generation and increased congestion which in turn give rise to more noise and pollution. Waste disposal issues were also left unresolved. The TWPTA submission failed in its statutory requirement to compare alternative transport programmes both with and without an additional crossing, and the submission failed to prove that there was a need for a second road tunnel" (1). The proposed Concessionaire's requirement to operate for profit requires maximisation of traffic and contradicts the Government's stated aim of reducing car dependency.

The TWPTA and its supporting authorities appear now to have accepted the principles advocated by the Tyne crossings Alliance and its supporters and, through the Regional Spacial Strategies, are rightly promoting the development of land south of the Tyne for industry. This will avoid the necessity for workers to cross the Tyne in pursuit of jobs. It is essential that new and existing employment sites are served by public transport since otherwise the benefit can be self-defeating.

The huge increases in the price of road projects which have occurred between the declaration of the Minister's approval and the time when the contract price has eventually been agreed shed doubt on the TWPTA's tunnel price estimate (2). For example the budget sum of Ł170 million proposed for just 4 junctions on the A19 easily exceeds the Ł139m (at 1999 prices) claimed to design and build the tunnel. Moreover, the large sums incurred to promote and gain planning permission for the construction, and repayment of the outstanding debt on the existing tunnel, do not appear to be included. Undoubtedly, the proposed tunnel would result in a substantial toll rise above the doubling already accepted as inevitable by the TWPTA (probably much more for HGVs).

After the Inquiry the DfT demonstrated its concern about changes in the tolling regime requested by the TWPTA. In the view of the Alliance, the new arrangements sought could lead to even greater toll increases and would not protect the public from having to foot the bill should the concessionaire fail to manage the operation within budget, or go out of business (3)

As a comparison, the recent decision by the Scottish Parliament to buy out the concessionaire for the Skye Road Bridge for Ł27 million illustrates the potential public cost of infrastructure provided by the private sector when commercial toll rates become unaffordable. An additional cost of Ł16m is claimed to have been incurred by the Scottish Office, making a total of Ł43m (approximately 1997 prices) cost of the project to the public purse. The buy-out was done to avoid a toll which local people could not afford and which deterred business and visitors (4).

Since the Inquiry the DfT has also drawn attention to a scheme whereby South Tyneside Council proposes to sell tunnel related land to the TWPTA to avoid the need for Compulsory Purchase Orders. This maneuver would annul rights that residents otherwise have to petition Parliament. These rights were incorporated into the 1981 Compulsory Purchase Act to afford precisely the protection which the TWPTA is seeking to evade (5).

Recently, control of Newcastle City Council has fallen to the Liberal Democrats. The Lib Dems seek to implement their well-publicised "Green" agenda, but claim that if they were to withdraw from the project the Council would lose necessary support from other Tyneside councils for the Eldon Square Bus Station scheme. But this scheme was recently turned down by the DfT for Local Transport Plan funding. Consequently, the Alliance is urging the LibDems to oppose the proposed tunnel (6).

Mr Winch added: "It is clear that the case for a new tunnel has unraveled and the construction would take us down a blind alley. The Alliance urges that, instead of supporting a new tunnel, our local councils instruct the TWPTA to redirect its effort and resources into improving public transport and reducing the need to travel. This would improve the quality of life in the Region for all of us. Let's get on with it"

Notes
(1) Increased road capacity would lead to an increase in car traffic and add to congestion in Tyne and Wear especially in the boroughs adjacent to the north and south portals. This increased traffic would be comprised of mainly non-work journeys, after the pattern of car transport in the Region as a whole where only 15% of journeys are to and from a place of employment (1.1). This extra travel would have no overall economic benefit while the increased congestion would comprise a strong disbenefit and lead to a loss in quality of life for local residents. The statutory requirement that an alternative (in this case non-tunnel) scenario be factored into the project assessment was not met: the second road tunnel option was chosen
after considering bridge options but the alternatives of no new crossing, or a rail-only tunnel from South to North Shield were not considered (1.2). The associated Tyneside Area Multi-Modal Study (1.3) also failed to consider adequate alternative scenarios on the basis that the construction of a road tunnel was likely to proceed.

(1.1) Regional Spatial Strategy (RSS) for the North East Consultation Draft November 2004 Technical Background paper No.10 Transport (TTP). Only 15% of journeys in the North East are related to 'getting to work' (TTP 3.06). These are the principal journeys exposed to congestion (TTP 4.28). The mean journey time to work in the North East is only 21 minutes, the lowest figure in England (TTP 3.09).

(1.2) The full NECTAR commentary on TAMMS is at Inquiry Paper 396/0/3. For context see Inquiry Paper 396/0/4, Section 5.4, second paragraph. These are available at:
http://www.tyne-crossings.org/resources_evidence_index.htm.

(1.3) The Tyneside Area Multi-Modal Study (TAMMS) is available at: http://www.gos.gov.uk/gone/

(2) Transport 2000 Press Release 28th June 2004 "Huge cost increases hit road progamme -
environmental groups ask MPs to investigate": "The national roads programme has been hit by large scale cost increases, according to research by leading environmental groups. The Campaign to Protect Rural England, Friends of the Earth and Transport 2000 have found costs rising by as much as 170% between ministers agreeing schemes in principle and projects entering the roads programme. The groups have now written to the Public Accounts Committee asking MPs to order a National Audit Office investigation"

3) Our letter to Mr Springthorpe of the DfT: "Transport and Works Act 1992: Application for the proposed River Tyne (Tunnels) Order" dated 17th December 2004, attached herewith.

4) A discussion of the Skye Bridge funding which may convey a message for the proposed tunnel appears in a Guardian article available from: http://www.monbiot.com/archives/2004/12/29/a-scandal-of-secrecy-and-collusion/ and George Monbiot's book "Captive State - the corporate takeover of Britain" referenced in the article.

5) Our letter to the DfT The proposed River Tyne (Tunnels) Order, Reconsultation in relation to Acquisition of Land and Rights over Land/Open Space" dated 17th November 2004, attached herewith.

6) Our two letters to Councillor Wendy Taylor, Executive member for Environment Sustainability and Transport, Newcastle City Council, dated 23rd November 2004 and 31st January 2005.

The Tyne Crossings Alliance consists of CPRE, Friends of the Earth (FOE), Living Streets, The Railway Development Society North East (railfuture ne), Roadpeace, The Green Party, Transport 2000 and Tynebikes. We liaise with the North East Combined Activists Round table (NECTAR).

For further information refer to: http://www.tyne-crossings.org. You can write us on
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