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Here you will learn about the impacts expected from climate change by the 2050s on the transport sector. This includes the following topics:
The information is reported at Regional and Sub-regional scales, as well as at Local Detail.
Description Rail The principal railway stations in the region are:
These stations are predominantly positioned on the East Coast Mainline with the exception of Middlesbrough and Sunderland, however, these have very good rail links to the East Coast Mainline. Highways Network
Although all of these roads are of regional importance it is the A1/A1(M) that is the major artery of the region with the majority of inward and outward migration occurring along this route. Of secondary importance is the A19 which provides transport links from North Yorkshire through Middlesbrough and Stockton via Sunderland into Gateshead and Newcastle before finally joining the A1. Of lesser importance but still critical are the A66 and A69 that not only allow inward and outward movement of people and goods to the West, the M6 and Scotland, but also local movements within the region.To enable maintenance standards to be consistent across the country, the HA produced the Trunk Road Maintenance Manual (TRMM). TRMM defines the standards the HA requires for example:
Under TRMM, for winter maintenance the MAC constantly monitors weather reports form weather stations in the area, taking the decision to lay salt (the primary material to combat ice and snow) both as a precautionary measure and as a continued measure against continued snowfall or ice. Highway Winter Maintenance Winter maintenance is carried out in order to ensure the continued movement of highways users, and is economically significant to UK PLC because it enables avoidance of the delays that bad weather can cause. Winter maintenance involves treating sections of the highway to:
In January 2003 the Government introduced an amendment to the Railways and Transport Safety Bill that made it mandatory that winter maintenance is undertaken by a highway authority, so far as is reasonably practical. Tyne and Wear Metro For the future of the Metro system, Nexus have plans to continue expansion of the system to other areas of Tyne & Wear, and beyond. However it is well understood that the Metro is now fast becoming old technology and Nexus are presently looking into a more modern solution to their expanding Metro system. This currently involves Project Orpheus, which is being developed to examine the future of the Metro using modern trams. Road and Rail Bridges Even just the key regional transport links, such as the A1 and the East Coast Mainline, through this region have in excess of a hundred bridges, and when other key regional routes are included the number of road and rail bridges quickly increases. Major damage or collapse to any of these bridges is likely to cause widespread disruption. Individual assessment of each bridge is not part of the scope of the present study, so here problems from the changing climate that will face bridges of different construction have been considered more generically. Road and Rail Embankments Bus Stations Airports
Both of these airports offer both domestic and international flights and have seen a steady increase in passenger numbers over recent years, which is mainly due to the reduction in the price in air travel and the operation of budget air lines from both of these airports. Newcastle International Airport is the tenth largest airport in the United Kingdom. It is located in Newcastle upon Tyne, about 6 miles north-west of the city centre. Although based in Newcastle, the airport itself is actually owned by seven local authorities (51%) and Copenhagen Airport (49%). The seven local authorities are: Durham County Council, Gateshead MBC, City of Newcastle, North Tyneside MBC, Northumberland County Council, South Tyneside MBC and City of Sunderland. The airport was opened on 26 July 1935 and the 1960s in particular saw tremendous growth in passenger numbers. In the 1970s, with passenger figures approaching one million per year, the Airport status was changed to Category B, making it a regional international airport. The 1980s saw further investment in check-in, catering and duty-free shops. In 2000 a new £27 million extension was opened. In August 2004 an extended and refurbished Departure Terminal was opened. The refurbishment comprised a 3,000 square metre extension which included new shops, cafes and 1,200 new waiting seats. Rapid expansion in passenger traffic has led to increasing commercial utilisation of the south-side of the airport, which was previously used for general aviation, and is now used for freight, mail and corporate flights. The airport has seen significant growth over the last ten years, handling 5.43 million passengers in 2006, more than double the number handled ten years ago. The airport recently published a Master Plan that sets out development proposals until 2016. In the short-term, these include building a multi-storey car park to replace the current short-stay parking, a new 187-bedroom on-site hotel (currently under construction) and the expansion of the freight facilities on the south side of the airport. Feasibility studies are being carried out to evaluate the longer-term proposals that include:
In October 2007, a new Air Traffic Control Tower was completed at a cost of £8.2 million, situated on the north side of the airfield. It is expected that £70million will be invested in the airport during the current Master Plan period, which runs from 2006 to 2016. The airport is connected to the Tyne and Wear Metro service linking it directly with both Newcastle and Sunderland city centres. It is also connected to the A1 trunk road by the A696 dual carriageway. Durham Tees Valley Airport is located 6 miles east of Darlington and is one of the UK's smaller airports, but offers links to several domestic and European destinations. Passenger numbers are rising year on year with 906,792 passengers in 2007 and 55,788 aircraft movements. Originally an RAF Station, the airfield became Teesside International Airport in the 1960s, and it was renamed in 2004 as Durham Tees Valley Airport. In January 2005 a £56 million expansion and development programme was started to enable the airport to handle up to 3 million passengers annually. Phase One of this development programme has already been completed and has seen the construction of a new access road, as well as a completely new terminal front and interior. Also the airfield lighting has been replaced. In December 2006, Darlington and Stockton Borough Councils approved plans for the first of two expansions for the airport. The plans include an extended and refurbished terminal, with improved baggage handling and check-in facilities, lounges, office space and retail and restaurant facilities. Also, a Cargo and Maintenance "village" is proposed along with nine additional aircraft stands and 4,500 car parking spaces. A second planning application has also been approved, for an 18,600 square metres business park with a 100-bed hotel, public house and restaurant. Since these plans were approved, the airport modified the application replacing the proposed Cargo and Maintenance "village" with an Industrial Estate instead. Building work for both of the above plans has yet to commence. The Highways Agency is currently upgrading parts of the A66, which includes improvement to the junction with the airport's main access road. These works should be completed by late 2008. Whilst the airport does have its own railway station it is only served by two trains per week. The airport is currently in negotiations with Network Rail to make the nearby Dinsdale railway station the main rail link for the airport in the short term. The Sky Express bus service was launched in May 2005 and connects the airport with Darlington's Rail Station and Town Hall. Travel is free for bona-fide air passengers. The service runs up to every half hour during the day and is operated by Arriva North East. International Ferry Terminal
Impacts Rail High temperatures can cause expansion in the existing rail tracks causing buckling. High temperatures are monitored, especially around Ferryhill which is quite a way inland and does not benefit from potential sea breezes off the North Sea. The East Coast Mainline between Darlington and Birtley is uninterrupted continuously welded rail (CWR) and therefore has been pre-stressed to a stress free temperature of 27ºC and can therefore cope with fairly high rail temperatures. Only when extremely high temperatures occur are the tracks monitored daily for critical rail temperatures and watchmen/safety speeds are considered. This is one area that will increase in the future, as extreme high temperatures are projected to increase by the 2050s. An increase in temperature will increase the sag of overhead power cables, where there are no balancing weights to take up the thermal expansion. This may reduce the clearance between adjacent cables and other structures. An increase in temperature may also reduce the capacity of overhead power lines. Milder winters may reduce the incidence of icing up.The East Coast Mainline can also suffer from the effects of thunderstorms and associated lightning strikes. Even a fairly minor thunderstorm has the potential to knock out a signalling system. An Uninterrupted Power Supply (UPS), has been fitted on the East Coast Mainline from London up to York, but it extends no further north. However, as there is presently no compelling evidence for changes in the frequency or magnitude of thunderstorms or lightning strikes, the effect by the 2050s is unlikely to be significantly different from the present day. Although there is no hard compelling evidence that wind speeds are to significantly increase in future years, it is widely thought likely that extreme wind speeds will show some signs of increase by the 2050s. This could increase the number of occasions on which trees could be blown on to the tracks. Blown vegetation and leaves can also cause skidding, leading to trains over-running station stops and signals, with the associated health and safety risks that these occurrences bring. Higher winds would also increase the loading on signs, gantries and fixings as well as foundations which may well have to be reviewed. Foundations may also be softened by the expected increase in winter rainfall. The increase in growing season, which is already being witnessed, will continue with an associated increase in debris and leaves being blown onto the tracks. This could have implications in terms of trains overshooting station stops and this aspect would need to be accounted for in the seasonal preparedness plans.The likely (but as of yet unproven) increase in wind speeds, could result in increased damage to stations. The predicted scale of change, however, is unlikely to exceed design load conditions of structures. Highways Network Under these conditions, the carriageway could also be susceptible to water scour, which could undermine the extremities of the highway if not drained properly. The increase in winter rainfall will affect embankments and cutting slopes. The trunk roads have a number of steep embankments at grade-separated junctions or steep changes in ground level. Since there are a number of earth structures within the flood plain, these could be undermined following repeated flood events. Higher winter rainfall in the upland areas may have a knock on affect as it flows down into lowland. Existing drainage systems may be unable to cope and as a result, flooding may occur on the local road network in low lying areas. Climate change will have a cost implication for the maintenance of the local road network. The increased incidence of extreme weather events will force more road closures demanding more resources to manage the traffic, increasing congestion and delays on alternative diversion routes. This will have an economic and environmental impact, as well as an increased maintenance cost, upon the community as a whole. However, the most important consequence of the effects of climate change is in the safety of the roads. All of the impacts highlighted above have implications for the safety of the network, either through accidents as a direct result of problems with the road surface or the congestion caused by the problems that could occur. Highway Winter Maintenance However as snow events are still likely to occur, if less often, no real reduction in the investment needed in this area may be witnessed, especially in the short term as crews will still be needed on standby in the event of a snow event. Tyne and Wear Metro As expected, temperature values in summer and winter both indicate an increase over the present day baseline, and as a consequence snowfall will reduce compared to today’s winter climate. These conditions will obviously therefore improve conditions for the Metro system with respect to icing of the rails or snow blockages. The increasing temperatures and, particularly significantly, the long duration high temperatures through the summer months are likely to impose greater stress on the rails and will increase the likelihood of buckling. Despite tensioning of the rails, this will become an increasingly likely scenario, and although this will not necessarily be catastrophic, it will affect services with increasing requirements for speed restrictions during hot periods likely, in turn impacting on the scheduling of journey times. It is understood that tensioning of the rails is typically done at the stations, and therefore the most likely opportunities of buckling would be on the longer stretches of line and at the farthest points from the stations, which would additionally make maintenance more difficult. Underground sections of the line are not likely to be as significantly affected. The high temperatures will also cause increasing problems for the overhead power lines, which also will increasingly require greater tensioning and replacement to rectify sagging to ensure that services are not affected. Thresholds for the temperature impacts on the rails and power lines are the standard design thresholds used nationally, and these will therefore become global problems for Network Rail’s operations across the country. The wind climate is not projected to be significantly different from the present day, and therefore high winds will continue be problematic for the power lines and pantograph link connections from the Metro trains. This will typically be of most concern in the open sections of the Metro system, where the line is raised significantly above ground level, and across the River Wear bridge crossing. For all of these situations, there would obviously be significant impact on the Metro services due to the difficulty or distance for maintenance access to rectify the problem. Road and Rail Bridges The road bridges should not suffer any direct effects due to the weather changes in cases where regular inspections and maintenance are already undertaken. Bridge drainage should be checked to ensure water is not ponding on the decks of bridges. Retaining structures such as wing walls and abutments should be checked to ensure they are sufficiently drained to mitigate problems caused by pore water pressure increases and increased loadings. An increase in the number of retaining wall failures has been noted in recent years in Northumberland which have been attributed to increased rainfall levels. Drainage may need to be enlarged to accommodate the increase in winter rainfall and this may be a problem where the drainage is integral to the structure. Culverts may also need to be enlarged to accommodate increased flows. Iron bridges should not suffer any greater damage if they are correctly maintained to limit the effects of corrosion. The increased winter rainfall may result in poorly maintained structures degrading at an increased rate than is seen currently. The loss of mortar from the arches of masonry bridges should be monitored and repaired as part of regular maintenance. The loss of mortar will not affect many of the arch bridges as they have been strengthened by the construction of concrete saddles. The bridges that are not strengthened should be regularly monitored though this type of failure is only of minor concern. Road and Rail Embankments and Cuttings It is considered improbable that climate change will lead to the development of new modes of failure for embankments or cuttings. Therefore, materials and/or geometries of slope already susceptible to failure are likely to continue to be so and to provide a good indication of where future failures will occur. In terms of safety, embankments pose a greater risk than cuttings because of the position of the transport route relative to the failure surface. In general, rail embankments pose a greater risk than road embankments, because of their age and method of construction. This is also true for serviceability. The types of soils present across the region mean that changes in volume, due to changes in water content, are unlikely to be significantly diffeent to those occurring in the current climate. Therefore, the potential for an increase in the incidence of slope failure due to changes in water content caused by the predicted changes in climate are not likely to be significant, given the evidence available. Rail and Bus Stations
The following list details how extreme weather may affect bus or rail stations:
Increases in high temperature may also cause increased rutting of concourses due to the combination of surface softening and the large loads imparted by buses to the road surface. There may be drainage problems with existing systems unable to cope with the additional flows, which in turn may lead to flooding onto the carriageway and, in colder months, ice. The personal safety of passengers and staff in such conditions would need to be considered. Flooding also has the impact of undermining foundations of the station buildings, flooding within the concourse and any garage facility used for storage and repairs / cleaning of vehicles. Higher rainfall in the upland areas may have a knock on effect as it flows down into lowland flooding rivers and estuaries. Existing drainage systems may not be able to cope and as a result flooding may occur on the local road network resulting in run-off into bus stations and concourse areas. Further flooding may occur in low lying areas particularly service areas within bus stations. High winds can cause damage to station buildings, glazed waiting areas and damage to overhead power lines and trees within close proximity to the access to concourse or bus station buildings. Especially high winds may have an impact on the stability of vehicles. Delays to services on the local road network due to extreme weather conditions may have an impact upon the reliability of scheduled bus services. If there is a regular disruption of services patronage figures may fall and the bus operators may review their operations. The impact from snowfall will reduce with the number of snowfall days set to drop dramatically. Some of the more rural routes will become increasingly affected by surface softening or melting during periods of severe high temperatures. Airports The runways, taxiways and aprons on the operations side of the airport equate to a large area of impermeable surface that due to the possibility of contamination from aviation fuel the runoff is passed through oil separators or settling ponds. Due to the size of these impermeable areas it is common for drainage to pass into retention ponds as the flows are too great to pass directly into nearby water courses. The expected increase in winter rainfall and the likely increase in high intensity summer storms will put greater pressure on the drainage system and may lead to flooding of the hard standing areas of the airport, flooding of retention areas, overflow into watercourses and this in combination with the possibility of flows running off the airport and impacting nearby areas. Red House Farm in Newcastle has previously flooded due to runoff form Newcastle International Airport. The impacts from increased rainfall will not just be limited to airport operations with the large car park areas associated with airports also at risk to the same impacts as those outlined above. Terminal buildings may also be impacted if drainage and downpipes are not of a sufficient size to deal with the expected increase in rainfall. At Durham Tees Valley Airport heavy rainfall caused the terminal and restaurant to flood, and also caused a power cut (though major impact was negated through as back-up generators are in place). Increases in temperature may have an impact on the terminal, affecting the internal environment and possibly the structure of the terminal. As summer temperatures in particular increase better ventilation and possible air conditioning may need to be installed or upgraded to maintain a comfortable environment within the terminal building. Airports are generally surfaced with concrete or bitumen surfacing. High temperatures may also cause a problem with bitumen surfacing at airports as extended periods of severe temperature such as heatwaves may soften the surfacing and when combined with the huge loads placed onto them by the aircraft, rutting will occur. This is particularly a concern on the runway in the area where aircraft touchdown as the forces imparted by landing aircraft onto the surfacing are vastly greater than those of a taxing aircraft. Concrete surfacing could also become affected during extreme high temperatures especially older areas of concrete that may not have been designed to allow for thermal expansion. Internal stresses may also increase within the concrete and may cause cracking and spalling at the surface if this has not been sufficiently allowed for during its design. In addition to the physical aspects of the airport infrastructure changing weather will also impact on the operation of the airport. High winds cause particular disruption with the cancellation of flights and during the storms of December 2006 and January 2007 Newcastle International Airport cancelled 11 flights due to high winds. The expected changes in wind are not fully understood at present but it is likely that wind speeds will increase and it can be expected that there may be a slight increase in cancelled flights as a result. The decrease in the number of snow days across the region will mean less disruption due to snow and the increase in even low temperatures and expected reduction in frost events will mean less days when surface treatments are needed.International Ferry Terminal
The terminal building itself will be subject to many of the same impacts faced by bus and rail stations.
| Northumberland | Tyne & Wear | County Durham | Tees Valley |
Description Rail
These stations are import for providing links between communities as well as being especially important to the local economy due to commuter traffic into and out of what are increasingly becoming dormitory settlements. In addition to these stations on the Tyne Valley Line there are also non principal stations on the East Coast Mainline in addition to the principal station at Berwick-upon –Tweed. These are:
Again these stations provide vital links between these settlements but also are heavily used by commuters. Highways Network
As mentioned these roads are the major arteries of Northumberland and provide the main routes from which the many rural roads connect to the smaller towns, villages and dwellings. Weather-related closures to any of these routes would be likely to lead to disruption, especially in the case of the A68 and the A69. Road and Rail Bridges and Embankments and Cuttings Northumberland County Council has noted that retaining wall failure has increased over the last few years due to increases in rainfall and this is likely due to increased loading on the rear of the wall or instability of the foundations, both caused by the increased wetness of the soil. Bus Stations
Impact Rail High temperatures could cause significant impact if it reaches threshold temperatures through potential rail buckling or overheating overhead equipment. This is one area that may increase in the future, as extreme high temperatures are predicted to increase by the 2050s. An increase in temperature will increase the sag of overhead power cables, where there is no balancing weights to take up the thermal expansion. This may reduce the clearance between adjacent cables and other structures. An increase in temperature may also reduce the capacity of overhead power lines, but milder winters might reduce the incidence of them icing up. Even a fairly minor thunderstorm has the potential to knock out a signalling system, leading to considerable disruption. However, as no compelling evidence could be found for changes in the frequency or magnitude of thunderstorms or lightning strikes, the effect by the 2050s is unlikely to be significantly different from the present day. Although there is no compelling hard evidence that wind speeds are to significantly increase in future years, it is widely thought likely that extreme wind speeds will shown some signs of increase by the 2050s. This could increase the number of occasions on which trees could be blown on to the tracks. Blown vegetation and leaves can also cause skidding, leading to trains over-running station stops and signals, with the associated health and safety risks that these occurrences bring. Higher winds will also increase the loading on signs and gantries and fixings as well as foundations may well have to be reviewed. Foundations may also be softened by the expected increase in winter rainfall. Highways Network Bitumen macadam road surfaces withstand higher extreme temperatures than those projected for the 2050s and this will mean that the more trafficked roads, especially the A68 and A69, should not see the softening of the road surfaces. Currently Northumberland County Council has issues during the winter months when snowfall prevents passage on many of the rural roads of the sub-region and especially causes trouble to the school transport system, which relies on buses to bring children to and from school from the many rural settlements. With the number of snow days expected to reduce significantly, it is likely that this will become less of an issue as will winter maintenance generally. However as snow events are still likely to occur, if less often, the Council may see no real reduction in the investment needed in this area as crews will still be needed on standby in the event of a snow event.
In general, the overall average predicted decrease in rainfall is potentially beneficial to slope stability. The prediction that long duration droughts are to decrease in frequency may also be of benefit by reducing the likelihood of shrinkage leading to reduced strength and/or cracking. The greatest potential problem is the predicted increase in winter rainfall, particularly if this is preceded by an unusually wet spring and/or summer. It is considered improbable that climate change will lead to the development of new modes of failure for embankments or cuttings. Therefore, materials and/or geometries of slope already susceptible to failure are likely to continue to be so and to provide a good indication of where future failures will occur. In terms of safety, embankments pose a greater risk than cuttings because of the position of the transport route relative to the failure surface. In general, rail embankments pose a greater risk than road embankments, because of their age and method of construction, as previously explained. This is also true for serviceability. In terms of impact, those routes with the highest volumes of traffic pose the greatest risk in terms of disruption due to slope failure. The types of soils present across the region mean that changes in volume due to changes in water content are unlikely to change significantly to those occurring in the current climate. Therefore, the potential for an increase in the incidence of slope failure due to changes in water content caused by the predicted changes in climate are not likely to be significant, given the evidence available. Northumberland County Council has noted that retaining wall failure has increased over the last few years due to increases in rainfall and this is likely due to increased loading on the rear of the wall or instability of the foundations, both caused by the increased wetness of the soil. Rail and Bus Stations
The following list details how extreme weather may affect bus or rail stations:
Increases in high temperature may also cause increased rutting of concourses due to the combination of surface softening and the larger loads imparted by buses to the road surface. There may be drainage problems with existing systems unable to cope with the additional flows, which in turn may lead to flooding onto the carriageway and, in colder months, ice. The personal safety of passengers and staff in such conditions would need to be considered. Flooding also has the impact of undermining foundations of the station buildings, flooding within the concourse and any garage facility used for storage and repairs / cleaning of vehicles. Higher rainfall in the upland areas may have a knock on affect as it flows down into lowland flooding rivers and estuaries. Existing drainage systems may not be able to cope and as a result flooding may occur on the local road network resulting in run-off into bus stations and concourse areas. Further flooding may occur in low lying areas particularly service areas within bus stations. High winds can cause damage to station buildings, glazed waiting areas and damage to overhead power lines and trees within close proximity to the access to concourse or bus station buildings. Especially high winds may have an impact on the stability of vehicles. Delays to services on the local road network due to extreme weather conditions may have an impact upon the reliability of scheduled bus services. If there is a regular disruption of services patronage figures may fall and the bus operators may review there operations. The impact from snowfall will reduced with the number of snowfall days set to drop dramatically This may have a greater impact upon the more rural routes which are especially affected by road softening during periods of severe temperature may result in some road closures.
Description In addition to these, transport links of sub-regional importance include the Tyne and Wear Metro operated by Nexus, the Tyne Tunnel and many historical bridges including the Tyne Bridge, Swing Bridge and High Level Bridge. Rail
These stations are import for providing links between communities as well as being especially important to the local economy due to commuter traffic into and out of the cities. Highways Network
Road, Rail and Pedestrian Bridges
Due to the different times when these bridges were built, their design and materials are all different. The detailed assessments of bridges is a large scale project in its own right so this study will aim to give an indication of the problems that are likely to affect different types of bridges. Tyne Tunnel Construction of a New Tyne Crossing is expected to begin in spring 2008 with completion in 2010 and this will run between East Howdon and Jarrow. Its construction will complete the dualling of the A19 from its junction with the A19 to North Yorkshire. The new tunnel will carry all the southbound traffic, with the existing tunnel carrying the northbound traffic during normal operations. This new tunnel represents a £260 million investment in road infrastructure in Tyne and Wear. Tyne and Wear Metro The extension section to Sunderland (Pelaw to South Hylton) is part of the national railway network and the line is therefore owned by Network Rail. The line is also used by other local rail operators, including Arriva Trains Northern. The Sunderland Metro extension added 18 kilometres of line and 12 new stations to the core Metro network. Of these stations, 9 are situated within the present study area and are spread across the City of Sunderland, on both sides of the river, as shown on Figure 14. The main approach in to Wearside from the north is above ground, with some short sections raised on embankments as the line crosses the Wear catchment boundary. The line continues at ground level until a short embankment towards the bridge crossing across the Wear. Due to the level of the surrounding ground, the bridge is raised well above the river level of the Wear at all flows and tides. After the river crossing the Metro enters a tunnel section towards the University and Central Station stops at the southernmost point of the system. Following this, although there is a short open section immediately after the station, the line continues under ground for a further section until just after the station at Bishopsgate. For the future of the Metro system, Nexus have plans to continue expansion of the system to other areas of Tyne & Wear, and beyond. However it is well understood that the Metro is now fast becoming old technology and Nexus are presently looking into a more modern solution to their expanding Metro system. This currently involves Project Orpheus, which is being developed to examine the future of the Metro using modern trams. Shields Ferry
Impact Rail High temperatures could cause significant impact if it reaches threshold temperatures through potential rail buckling or overheating overhead equipment. This is one area that may increase in the future, as extreme high temperatures are predicted to increase by the 2050s. An increase in temperature will increase the sag of overhead power cables, where there is no balancing weights to take up the thermal expansion. This may reduce the clearance between adjacent cables and other structures. An increase in temperature may also reduce the capacity of overhead power lines, but milder winters might reduce the incidence of them icing up. Even a fairly minor thunderstorm has the potential to knock out a signalling system, leading to considerable disruption. However, as no compelling evidence could be found for changes in the frequency or magnitude of thunderstorms or lightning strikes, the effect by the 2050s is unlikely to be significantly different from the present day. Although there is no compelling hard evidence that wind speeds are to significantly increase in future years, it is widely thought likely that extreme wind speeds will shown some signs of increase by the 2050s. This could increase the number of occasions on which trees could be blown on to the tracks. Blown vegetation and leaves can also cause skidding, leading to trains over-running station stops and signals, with the associated health and safety risks that these occurrences bring. Higher winds will also increase the loading on signs and gantries and fixings as well as foundations may well have to be reviewed. Foundations may also be softened by the expected increase in winter rainfall. Highways Network The major concern for road networks within Tyne and Wear, which is a highly urbanised area, is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Tyne and Wear was particularly affected by such events in 2005. Under these conditions, the carriageway could also be susceptible to water scour, which could undermine the extremities of the highway if not drained properly. The increase in rainfall will affect embankments and cutting slopes. The trunk roads have a number of steep embankments at grade-separated junctions or steep changes in ground level. Since there are a number of earth structures within the flood plain, these could be undermined following repeated flood events. Higher temperatures could lead to more cracking and pot-holing of the road surface which could lead to more water getting into the base of the road construction and weakening it. Road, Rail and Pedestrian Bridges The increased rainfall may result in bridges built entirely from ferrous metal, or that contains ferrous metal components, suffering from increased corrosion. This could be further exacerbated by increases in temperature. Bridges may then require increased maintenance to limit the damage especially to the iron rail bridges that can be found in the catchment. This may also be a problem for reinforced concrete bridges in bad states of repair were rust can cause spalling of the concrete eventually resulting in reduced strength of structural members if left untreated. Changes in temperature that could result in increased freeze-thaw activity could have detrimental effect, mainly to masonry arch bridges. Freeze-thaw activity can cause the separation of the spandrel wall and the separation of the arch rings. Freeze-thaw in combination with wetting and drying can cause loss of mortar from masonry joints. This is especially a problem in the arch of the bridge where excessive masonry loss can result in the deformation of the arch as it loses strength. If there was an increase in wind speeds this could cause damage to bridges in exposed locations, especially the parapets. Tyne Tunnel Tyne and Wear Metro
Shields Ferry The potential increase in wind that can be expected may cause an increase in wind induced waves and this may result in greater frequency of events when the ferry is unable to sail.
Description Rail The Weardale Railway originates in Bishop Auckland and follows the River Wear before reaching its terminus at Eastgate. Highways Network
As mentioned these roads are the major arteries of County Durham and provide the main routes from which the many rural roads which connect the smaller towns and villages especially in the upland of Weardale. Road and Rail Bridges and Embankments and Cuttings Bus Stations
Impact Rail High temperatures could cause significant impact if it reaches threshold temperatures through potential rail buckling or overheating overhead equipment. . This is one area that may increase in the future, as extreme high temperatures are predicted to increase by the 2050s. An increase in temperature will increase the sag of overhead power cables, where there is no balancing weights to take up the thermal expansion. This may reduce the clearance between adjacent cables and other structures. An increase in temperature may also reduce the capacity of overhead power lines, but milder winters might reduce the incidence of them icing up. Even a fairly minor thunderstorm has the potential to knock out a signalling system, leading to considerable disruption. However, as no compelling evidence could be found for changes in the frequency or magnitude of thunderstorms or lightning strikes, the effect by the 2050s is unlikely to be significantly different from the present day. Although there is no compelling hard evidence that wind speeds are to significantly increase in future years, it is widely thought likely that extreme wind speeds will shown some signs of increase by the 2050s. This could increase the number of occasions on which trees could be blown on to the tracks. Blown vegetation and leaves can also cause skidding, leading to trains over-running station stops and signals, with the associated health and safety risks that these occurrences bring. Higher winds will also increase the loading on signs and gantries and fixings as well as foundations may well have to be reviewed. Foundations may also be softened by the expected increase in winter rainfall. Highways Network With the number of snow days expected to reduce by up to 75% during the winter months it is likely that this will become less of an issue as will winter maintenance generally. However as snow events are still likely to occur, if less often, the Council may see no real reduction in the investment needed in this area as crews will still be needed on standby in the event of a snow event.
In general, the overall average predicted decrease in rainfall is potentially beneficial to slope stability. The prediction that long duration droughts are to decrease in frequency may also be of benefit by reducing the likelihood of shrinkage leading to reduced strength and/or cracking. The greatest potential problem is the predicted increase in winter rainfall, particularly if this is preceded by an unusually wet spring and/or summer. It is considered improbable that climate change will lead to the development of new modes of failure for embankments or cuttings. Therefore, materials and/or geometries of slope already susceptible to failure are likely to continue to be so and to provide a good indication of where future failures will occur. In terms of safety, embankments pose a greater risk than cuttings because of the position of the transport route relative to the failure surface. In general, rail embankments pose a greater risk than road embankments, because of their age and method of construction, as previously explained. This is also true for serviceability. In terms of impact, those routes with the highest volumes of traffic pose the greatest risk in terms of disruption due to slope failure. The types of soils present across the region mean that changes in volume due to changes in water content are unlikely to change significantly to those occurring in the current climate. Therefore, the potential for an increase in the incidence of slope failure due to changes in water content caused by the predicted changes in climate are not likely to be significant, given the evidence available. Rail and Bus Stations
The following list details how extreme weather may affect bus or rail stations:
Increases in high temperature may also cause increased rutting of concourses due to the combination of surface softening and the larger loads imparted by buses to the road surface. There may be drainage problems with existing systems unable to cope with the additional flows, which in turn may lead to flooding onto the carriageway and, in colder months, ice. The personal safety of passengers and staff in such conditions would need to be considered. Flooding also has the impact of undermining foundations of the station buildings, flooding within the concourse and any garage facility used for storage and repairs / cleaning of vehicles. Higher rainfall in the upland areas may have a knock on affect as it flows down into lowland flooding rivers and estuaries. Existing drainage systems may not be able to cope and as a result flooding may occur on the local road network resulting in run-off into bus stations and concourse areas. Further flooding may occur in low lying areas particularly service areas within bus stations. High winds can cause damage to station buildings, glazed waiting areas and damage to overhead power lines and trees within close proximity to the access to concourse or bus station buildings. Especially high winds may have an impact on the stability of vehicles. Delays to services on the local road network due to extreme weather conditions may have an impact upon the reliability of scheduled bus services. If there is a regular disruption of services patronage figures may fall and the bus operators may review there operations. The impact from snowfall will reduced with the number of snowfall days set to drop dramatically This may have a greater impact upon the more rural routes which are especially affected by road softening during periods of severe temperature.
Description Rail
On these routes there are numerous stations within the subregion which include:
Highways Network
Road and Rail Bridges and Embankments and Cuttings The Middlesbrough Transporter Bridge connects Middlesbrough on the south bank to Port Clarence on the north bank. It is a transporter bridge, carrying a travelling 'car' or 'gondola' suspended from the bridge. Middlesbrough Transporter Bridge is operated and maintained by Middlesbrough Council and is the largest working bridge of its kind in the world. The bridge is closed when winds reach 35mph, and heavy rain and fog can also close the bridge. To warn users and try to mitigate any disruption caused from shutting the bridge, free SMS texts and e-mail alerts are sent to subscribers warning of closures. Bus Stations
Airports Rail High temperatures could cause significant impact if it reaches threshold temperatures through potential rail buckling or overheating overhead equipment. . This is one area that may increase in the future, as extreme high temperatures are predicted to increase by the 2050s. An increase in temperature will increase the sag of overhead power cables, where there is no balancing weights to take up the thermal expansion. This may reduce the clearance between adjacent cables and other structures. An increase in temperature may also reduce the capacity of overhead power lines, but milder winters might reduce the incidence of them icing up. Even a fairly minor thunderstorm has the potential to knock out a signalling system, leading to considerable disruption. However, as no compelling evidence could be found for changes in the frequency or magnitude of thunderstorms or lightning strikes, the effect by the 2050s is unlikely to be significantly different from the present day. Although there is no compelling hard evidence that wind speeds are to significantly increase in future years, it is widely thought likely that extreme wind speeds will shown some signs of increase by the 2050s. This could increase the number of occasions on which trees could be blown on to the tracks. Blown vegetation and leaves can also cause skidding, leading to trains over-running station stops and signals, with the associated health and safety risks that these occurrences bring. Higher winds will also increase the loading on signs and gantries and fixings as well as foundations may well have to be reviewed. Foundations may also be softened by the expected increase in winter rainfall. Highways Network The major concern for road networks within Tees Valley which is a highly urbanised area is the increase in surface water flooding due to high intensity, low duration rainfall events, the typical summer storm. Under these conditions, the carriageway could also be susceptible to water scour, which could undermine the extremities of the highway if not drained properly. The increase in rainfall will affect embankments and cutting slopes. The trunk roads have a number of steep embankments at grade-separated junctions or steep changes in ground level. Since there are a number of earth structures within the flood plain, these could be undermined following repeated flood events. Higher temperatures could lead to more cracking and pot-holing of the road surface which could lead to more water getting into the base of the road construction and weakening it. Road, Rail and Pedestrian Bridges The increased rainfall may result in bridges built entirely from ferrous metal, or that contains ferrous metal components, suffering from increased corrosion. This could be further exacerbated by increases in temperature. Bridges may then require increased maintenance to limit the damage especially to the iron rail bridges that can be found in the catchment. This may also be a problem for reinforced concrete bridges in bad states of repair were rust can cause spalling of the concrete eventually resulting in reduced strength of structural members if left untreated. Changes in temperature that could result in increased freeze-thaw activity could have detrimental effect, mainly to masonry arch bridges. Freeze-thaw activity can cause the separation of the spandrel wall and the separation of the arch rings. Freeze-thaw in combination with wetting and drying can cause loss of mortar from masonry joints. This is especially a problem in the arch of the bridge where excessive masonry loss can result in the deformation of the arch as it loses strength. If there was an increase in wind speeds this could cause damage to bridges in exposed locations, especially the parapets. During periods of extreme high tide water has been recorded as lapping at the Transporter Bridge. With the expected increases in sea level water levels may get to a level where they are hitting the gondola and imparting lateral loads onto the gondola for which it was never designed. Increased winds may mean that the Transporter Bridge is closed more frequently. Rail and Bus Stations
The following list details how extreme weather may affect bus or rail stations:
Increases in high temperature may also cause increased rutting of concourses due to the combination of surface softening and the larger loads imparted by buses to the road surface. There may be drainage problems with existing systems unable to cope with the additional flows, which in turn may lead to flooding onto the carriageway and, in colder months, ice. The personal safety of passengers and staff in such conditions would need to be considered. Flooding also has the impact of undermining foundations of the station buildings, flooding within the concourse and any garage facility used for storage and repairs / cleaning of vehicles. Higher rainfall in the upland areas may have a knock on affect as it flows down into lowland flooding rivers and estuaries. Existing drainage systems may not be able to cope and as a result flooding may occur on the local road network resulting in run-off into bus stations and concourse areas. Further flooding may occur in low lying areas particularly service areas within bus stations. High winds can cause damage to station buildings, glazed waiting areas and damage to overhead power lines and trees within close proximity to the access to concourse or bus station buildings. Especially high winds may have an impact on the stability of vehicles.
For an overview of the impacts for your local area please click on the list/map below.
Description In the west of the district the road network is increasingly widespread and features predominantly unclassified rural roads, especially towards the Cheviot Hills and south of Rothbury. Within this district are the railway stations of Alnmouth and Acklington, both of which are located on the East Coast Mainline though are not primary stations. Impact The large number of rural roads, many of which run into the uplands of the Cheviot Hills will be susceptible to increased rainfall and temperature. Rural roads seem to be more susceptible to surface softening due to the thinner nature of the road construction and also due to the use of surface dressing as a major part of the maintenance program. Surface dressing involves the recoating of the road surface with stone chippings, and it is the binder layer used during this that is thought to be vulnerable to softening during periods of high temperature. Higher temperatures lead to more cracking and pot holing of the road surface and when combined with increased winter precipitation, we can expect increased water ingress into base of the road construction which starts to then pick it apart. Extreme cold winter temperatures are set to become less severe and this is likely to lead to a reduction in the number of snow days, although since the extreme temperatures still remain sub-zero and there are predicted increases in average winter rainfall, this could imply that when snow does occur events could still be of the same magnitude, if not larger than currently seen. However, from the reduction in the predicted snow days and the increase in low temperatures inferring a reduction in ice, it can be anticipated that less salting of the road network will need to be undertaken in future, reducing the negative impact salt causes to the surface of highways. Higher rainfall in the upland reaches of the district may have consequences for the road network. A significant increase in rainfall will be collected within the catchment and delivered to the lower reaches and the rivers and streams susceptible to ‘flash-flooding’. This may cause drainage problems as culverts and pipelines are unable to cope with the additional load, which may lead to flooding onto the carriageway.
Description
The A1 and East Coast Mainline are managed by the Highways Agency and Network Rail respectively. The East Coast Mainline crosses the River Tweed at Berwick over the Royal Border Bridge, a Grade I listed railway viaduct built between 1847 and 1850-region; a bridge which is of particular importance and is maintained by Network Rail. The East Coast Mainline runs down the east of the District, and in places very close to the coast especially north of Holy Island. The A1 also runs down the east of the district tough slightly further inland than the rail link and is virtually a single lane carriageway throughout the district. The other major road link in the district is the A697 which runs from just north of Morpeth into Scotland, and is one of the main regional road links into the Scottish Borders, along with the A68 and A1. This road is not part of the Trunk Road network and as such is maintained by Northumberland County Council, along with the other remaining roads in the district which are mainly B-roads and unclassified roads. Both the A1 and the A697 are major arteries within the district allowing inward and outward movements of traffic as well as internal movements. One unique road within Berwick is the Holy Island Causeway which links the Island with the mainland during low tide. Again, this falls under the jurisdiction of Northumberland County Council. Within this district are the railway stations of Berwick and Chathill, both of which are located on the East Coast Mainline. Berwick is a primary station on the East Coast Mainline, however Chathill is not. Impact The large number of rural roads will be susceptible to increased rainfall and temperature, though this area of the region is expected to see smallest winter increase in rainfall in the region. Rural roads seem to be more susceptible to surface softening due to the thinner nature of the road construction and also due to the use of surface dressing as part of the maintenance program. Surface dressing involves the recoating of the road surface with stone chippings, and it is the binder layer used during this that is thought to be vulnerable to softening during periods of high temperature. Higher temperatures lead to more cracking and pot holing of the road surface and when combined with increased winter precipitation, we can expect increased water ingress into the road causing further damage. This may be less marked in Berwick compared to other rural districts in the region as the baseline values upon which climate change will increase are some of the lowest temperatures in the region. This is probably due to its northerly latitude and also the cooling effect of the sea during summer. Extreme cold winter temperatures are set to become less severe and this is likely to lead to a reduction in snow days, although since the extreme temperatures still remain sub-zero and there are predicted increases in average winter rainfall, this could imply that when snow does occur it could still be of the same, if not larger than current snow events. However, the reduction in the predicted snow days and the increase in low temperatures inferring a reduction in ice, it can be anticipated that less salting of the road network will need to be undertaken in future, reducing the negative impact salt causes to the surface of highways. Although this district is located primarily in the lowlands its south-western area rises up into the cheviots and the higher rainfall areas and this may have consequences for the road network. A significant increase in rainfall will be collected within the catchment and delivered to the lower reaches and the rivers and streams susceptible to ‘flash-flooding’. This may cause drainage problems as culverts and pipelines are unable to cope with the additional load, which may lead to flooding onto the carriageway. Under these conditions, the carriageway could also be susceptible to water scour, which could undermine the extremities of the highway if not drained properly. The increase in rainfall will affect embankments and cutting slopes, as many rural roads follow the path of rivers and streams and increased flows can lead to the erosion of embankment toes, and slope failure of the embankment. Bridge scour problems may also become a problem at bridge piers and abutments, Northumberland County Council have who are responsible for the causeway have not witnessed any damage to the causeway thus far that can be attributed to increased sea levels, with the only problems at present during extreme sea levels being the increased silt deposits on the causeway. This is currently cleared by a local farmer during heavy silt deposits and this will continue. If heavy silt deposits become increasingly regular then investigation into techniques to prevent siltation of the causeway may become increasingly beneficial.
Description The East Coast Mainline runs through the district for a short period and Cramlington railway station is located on the East Coast Mainline, though it is not a primary station. Other rail lines run through from North Tyneside and up into Wansbeck and a connection to this line runs into the Port of Blyth from the north. Impact A major proportion of the district is urban and this may pose an increased risk to surface water flooding problems in this area and this is covered in more detail in the flooding section. The East Coast Mainline runs through the west of the region eliminating the possibility of risk due to coastal erosion though this may be a concern to the rail link that runs into the port from the north along the Cambois coast. The potential risks to Cramlington Railway Station are covered in the Rail and Bus Stations section reported at a sub-regional scale.
Description The East Cost Mainline runs through Castle Morpeth and the stations of Widdrington, Pegswood and Morpeth are located within the district all located on the East Coast Mainline, though none are primary stations. Impact The large number of rural roads, will be susceptible to increased rainfall and temperature. Rural roads seem to be more susceptible to surface softening due to the thinner nature of the road construction and also due to the use of surface dressing as part of the maintenance program. Surface dressing involves the recoating of the road surface with stone chippings, and it is the binder layer used during this that is thought to be vulnerable to softening during periods of high temperature. Higher temperatures lead to more cracking and pot holing of the road surface and when combined with increased winter precipitation, we can expect increased water ingress into the road causing further damage. This may be less marked in Castle Morpeth compared to other rural districts in the region as the baseline values upon which climate change will increase are some of the lowest temperatures in the region. This is probably due to its northerly latitude and also the cooling effect of the sea during summer. Extreme cold winter temperatures are set to become less severe and this is likely to lead to a reduction in snow days, although since the extreme temperatures still remain sub-zero and there are predicted increases in average winter rainfall, this could imply that when snow does occur it could still be of the same magnitude, if not larger than current snow events. However, the reduction in the predicted snow days and the increase in low temperatures inferring a reduction in ice, it can be anticipated that less salting of the road network will need to be undertaken in future, reducing the negative impact salt causes to the surface of highways.
Description The East Cost Mainline runs through the Chester-le-Street District and Chester-le-Street Station is located on the line, though it is not a primary station. Impact The major concern for road networks within Chester-le-Street, which is an urbanised area, is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Tyne and Wear was particularly affected by such events in 2005. Further information on the risk of urban (pluvial) flooding has been dealt with in greater detail in the flooding section of this study. Higher rainfall in the upland reaches of the district may have consequences for the road network. A significant increase in rainfall will be collected within the catchment and delivered to the lower reaches and the rivers and streams susceptible to ‘flash-flooding’. This may cause drainage problems as culverts and pipelines are unable to cope with the additional load, which may lead to flooding onto the carriageway (pluvial flooding). Major crossing structures for the A1 and A19 over the River Wear at Chester-le-street and South Hylton may be affected by the increase in flooding as they sit at opposite sides of the flood plain. Structures will become susceptible to scour if not designed for any increase in flow.
Description The East Coast Mainline runs through Darlington, with Darlington a primary station. The Tees Valley Line runs from Saltburn to Bishop Auckland via Darlington with the stations at North Road, Dins Dale and Durham Tees Valley Airport. Durham Tees Valley Airport is located in the Darlington District right on the Border with the Stockton District. Durham Tees Valley Airport and offers links to several domestic and European destinations. Impact There are some rural roads that will be susceptible to surface softening due to the thinner nature of the road construction and also due to the use of surface dressing as a major part of the maintenance program. Surface dressing may also be used on the les trafficked roads in and around the urban areas though is not the preferred maintenance method for heavily trafficked routes. Surface dressing involves the recoating of the road surface with stone chippings, and it is the binder layer used during this that is thought to be vulnerable to softening during periods of high temperature. Generally within urban areas surface dressing is not used extensively due to the associated heavy traffic flows in these areas and therefore the relaying of the wearing course is the preferred method for surface damage. Due to this the roads in urban areas in other parts of the region have no major history of softening problems during periods of high temperatures though there is a possibility that the incidence of road softening may become more prevalent with the expected increase in high temperatures. If surface softening of either dressed or relayed surfaces was found to occur it could lead to more cracking and pot-holing of the road surface which could lead to more water getting into the base of the road construction and weakening it. The major concern for more urban road networks such as those in and around Darlington is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Further information on the risk of urban (pluvial) flooding has been dealt with in greater detail in the flooding section of this study. To negate the need for repetition the impacts which relate to the Durham Tees Valley Airport and other regionally and sub-regionally important transport topics can be found reported at the appropriate level of reporting in this section.
Description There are no mainline rail services within Derwentside. Impact The major concern for more urban road networks such as those in and around Consett and Stanley is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Further information on the risk of urban (pluvial) flooding has been dealt with in greater detail in the flooding section of this study. Higher rainfall in the upland reaches of the district may have consequences for the road network. A significant increase in rainfall will be collected within the catchment and delivered to the lower reaches and the rivers and streams susceptible to ‘flash-flooding’. This may cause drainage problems as culverts and pipelines are unable to cope with the additional load, which may lead to flooding onto the carriageway.
Description Centrally Durham is predominantly urban with Durham City itself surrounded by the settlements of Pity Me, Sherburn, Carrville, Shincliffe and Brandon. The District is slightly more rural towards its perimeter, though only slightly, with many villages quite tightly packed. The East Coast Mainline runs through the Durham District with a Primary Station at Durham which is used by over 1,000 passengers per day. The East Coast Mainline passes through the District arriving in the south of the catchment as a single line before splitting near Cornforth. The west branch of the line travels through Durham and then Chester-le-Street with stations at each of these conurbations before heading into Newcastle. The east branch of the line heads through the edge of Carrville to the east of Durham and then through Washington before heading into Newcastle, with no stations on this part of the line. There are about 10 bridges and viaducts on these 2 rail lines. Impact Though there seem to be few rural roads they are however susceptible to surface softening due to the thinner nature of the road construction and also due to the use of surface dressing as a major part of the maintenance program. Surface dressing may also be used on the less trafficked roads in and around the urban areas though is not the preferred method for heavily trafficked routes. Surface dressing involves the recoating of the road surface with stone chippings, and it is the binder layer used during this that is thought to be vulnerable to softening during periods of high temperature. Generally within urban areas surface dressing is not used extensively due to the associated heavy traffic flows in these areas and therefore the relaying of the wearing course is the preferred method for surface damage. Due to this the roads in urban areas in other parts of the region have no major history of softening problems during periods of high temperatures though there is a possibility that the incidence of road softening may become more prevalent with the expected increase in high temperatures. If surface softening of either dressed or relayed surfaces was found to occur it could lead to more cracking and pot-holing of the road surface which could lead to more water getting into the base of the road construction and weakening it. The major concern for more urban road networks such as those in and around Durham is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Further information on the risk of urban (pluvial) flooding has been dealt with in greater detail in the flooding section of this study. Higher rainfall in the upland reaches of the district may have consequences for the road network. A significant increase in rainfall will be collected within the catchment and delivered to the lower reaches and the rivers and streams susceptible to ‘flash-flooding’. This may cause drainage problems as culverts and pipelines are unable to cope with the additional load, which may lead to flooding onto the carriageway. Higher rainfall can also impact upon existing earthworks and particular problems have been encountered immediately north of where the East Coast mainline crosses the River Browney. Over 30 years ago the line was realigned away from the river but the problem persisted. More recently improved drainage, pressure grouting and re-ballasting of the track has been undertaken.
Description The major transport link through Easington is the A19 dual carriageway which runs from north to south. The District is dominated by the main towns of Peterlee and Seaham and a number of roads link these conurbations, namely the A19. The A1086 runs from Hartlepool closely passed Easington before joining the A19. The Durham Coast Line runs through the Easington District and provides a link between Middlesbrough and Newcastle via Sunderland. Impact Though there seem to be few rural roads they are susceptible to surface softening due to the thinner nature of the road construction and also due to the use of surface dressing as a major part of the maintenance program. Surface dressing may also be used on the less trafficked roads in and around the urban areas though is not the preferred method for heavily trafficked routes. Surface dressing involves the recoating of the road surface with stone chippings, and it is the binder layer used during this that is thought to be vulnerable to softening during periods of high temperature. Generally within urban areas surface dressing is not used extensively due to the associated heavy traffic flows in these areas and therefore the relaying of the wearing course is the preferred method for surface damage. Due to this the roads in urban areas in other parts of the region have no major history of softening problems during periods of high temperatures though there is a possibility that the incidence of road softening may become more prevalent with the expected increase in high temperatures. The Easington district may be one of the most vulnerable of all the districts as it is projected to experience the second highest average maximum daily summer temperature by the 2050s. If surface softening of either dressed or relayed surfaces was found to occur it could lead to more cracking and pot-holing of the road surface which could lead to more water getting into the base of the road construction and weakening it. The major concern for more urban road networks such as those in Seaham and Peterlee is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Further information on the risk of urban (pluvial) flooding has been dealt with in greater detail in the flooding section of this study.
Description The prominent road link is the A1 but there is also the A692 Consett to Gateshead and the A184 which runs from Gateshead towards South Tyneside. The A965 runs from the Gateshead to Hexham, and though not a primary A-road it provides and important link to the Tyne Valley. Gateshead Council are responsible for the maintenance of the Redhuegh Bridge and the Scotswood Bridge, both of which are road bridges over the River Tyne. The Scotswood bridge is a steel arch and suspended box girder deck with the Redheugh Bridge constructed from pre-stressed concrete with a 160m central span. Within the Gateshead District is Blaydon Station which is on the Newcastle to Carlisle Tyne Valley Line. In addition to this, Gateshead is also served by the Metro rail link to Newcastle and Gateshead. Metro stations within the District are:
Impact The major concern for road networks within Gateshead, which is a highly urbanised area, is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Tyne and Wear was particularly affected by such events in 2005. Further information on the risk of urban (pluvial) flooding has been dealt with in greater detail in the flooding section of this study. To negate the need for repetition the impacts which relate to the Mainline and Metro rail networks, bridges and other regionally and sub-regionally important transport topics can be found reported at the appropriate level of reporting in this section.
Description The Durham Coast Line runs through the Hartlepool District and provides a link between Middlesbrough and Newcastle via Sunderland. The stations of Seaton Carew and Hartlepool are located within the District. The urban area of Hartlepool dominates the District and covers the eastern half to the coast. The west of the district is bisected by the A19 with only a small additional number of unclassified roads. Impact Though there seem to be few rural roads they are however susceptible to surface softening due to the thinner nature of the road construction and also due to the use of surface dressing as a major part of the maintenance program. Surface dressing may also be used on the less trafficked roads in and around the urban areas though is not the preferred method for heavily trafficked routes. Surface dressing involves the recoating of the road surface with stone chippings, and it is the binder layer used during this that is thought to be vulnerable to softening during periods of high temperature. Generally within urban areas surface dressing is not used extensively due to the associated heavy traffic flows in these areas and therefore the relaying of the wearing course is the preferred method for surface damage. Due to this the roads in urban areas in other parts of the region have no major history of softening problems during periods of high temperatures though there is a possibility that the incidence of road softening may become more prevalent with the expected increase in high temperatures. The Easington district may be one of the most vulnerable of all the districts as it is projected to experience the second highest average maximum daily summer temperature by the 2050s. If surface softening of either dressed or relayed surfaces was found to occur it could lead to more cracking and pot-holing of the road surface which could lead to more water getting into the base of the road construction and weakening it. The major concern for more urban road networks such as those in Hartlepool is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Further information on the risk of urban (pluvial) flooding has been dealt with in greater detail in the flooding section of this study.
Description The rail lines that run within the District are:
Impact The major concern for road networks within Middlesbrough, which is a highly urbanised area, is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Tyne and Wear was particularly affected by such events in 2005. Further information on the risk of urban (pluvial) flooding has been dealt with in greater detail in the flooding section of this study. To negate the need for repetition the impacts which relate to the Mainline and district rail networks, bridges and other regionally and sub-regionally important transport topics can be found reported at the appropriate level of reporting in this section. Interrogation of the EARWIG output data to assess wind speeds in excess of 35mph that cause closure of the Transporter Bridge shows no change by the 2050s. This does not mean that no wind increase will occur as the prediction of wind is a notably very difficult and the uncertainty associated with any predictions is high. Middlesbrough already seems to be affected more by high winds than elsewhere in the region and wind speed in the area should possibly be monitored to highlight any trend in wind speeds.
Description Click here to view map of the Metro network. Newcastle International Airport is located within the north of the District, and is a transport link not only important to the region but also has influences beyond, handling over 5 million passengers in 2006. The Shields Ferry operates in this District as well as a number of bus stations such as the Haymarket and Eldon Square Bus Stations in Newcastle City Centre. Impact The major concern for road networks within Newcastle, which is a highly urbanised area, is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Tyne and Wear was particularly affected by such events in 2005. Further information on the risk of urban (pluvial) flooding has been dealt with in greater detail in the flooding section of this study. To negate the need for repetition the impacts which relate to the Mainline and Metro rail networks, bridges, Newcastle International Airport and other regionally and sub-regionally important transport topics can be found reported at the appropriate level of reporting in this section.
Description The Metrolight rail system runs through North Tyneside for part of its coastal loop, running out along the north of the district through Cullercoats and Tynemouth, before returning back into Newcastle. A freight rail line also runs through North Tyneside and into Blyth Valley. The Shields Ferry also operates between the North Tyneside and South Tyneside districts. Impact The major concern for road networks within North Tyneside, which is a highly urbanised area, is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Tyne and Wear was particularly affected by such events in 2005. Further information on the risk of urban (pluvial) flooding has been dealt with in greater detail in the flooding section of this study. To negate the need for repetition the impacts which relate to the Mainline and Metro rail networks, bridges, Shields Ferry and other regionally and sub-regionally important transport topics can be found reported at the appropriate level of reporting in this section.
Description The Tees Valley line runs between Bishop Auckland and Saltburn via Darlington and Middlesbrough. Also operated on the line are services from Newcastle to Saltburn. This district is predominantly industrial and urban in the north in the areas of Teesport and Redcar, with a very rural district in the south to the east of Guisborough where the A171 runs. Impact The rural roads in the south and west of the district will be susceptible to increased rainfall and temperature. Rural roads seem to be more susceptible to surface softening due to the thinner nature of the road construction and also due to the use of surface dressing as a major part of the maintenance program. Surface dressing involves the recoating of the road surface with stone chippings, and it is the binder layer used during this that is thought to be vulnerable to softening during periods of high temperature. Generally within urban areas surface dressing is not used extensively due to the associated heavy traffic flows in these areas and therefore the relaying of the wearing course is the preferred method for surface damage. Due to this the roads in urban areas in other parts of the region have no major history of softening problems during periods of high temperatures though there is a possibility that the incidence of road softening may become more prevalent with the expected increase in high temperatures. The Redcar and Cleveland district may be the most vulnerable of all the districts as it is projected to experience the highest average maximum daily summer temperature by the 2050s. If surface softening of either dressed or relayed surfaces was found to occur it could lead to more cracking and pot-holing of the road surface which could lead to more water getting into the base of the road construction and weakening it. The major concern for more urban road networks such as those around Teesport or in Redcar road is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Further information on the risk of urban (pluvial) flooding has been dealt with in greater detail in the flooding section of this study.
Description The main route through Sedgefield is the A1(M) which runs straight through the middle of the district and is maintained by the Highways Agency. Other major routes within this district are:
The east coast mainline runs through Sedgefield and is operated by Network Rail, though the district is not served by a primary station. Impact The major concern for more urban road networks such as those in and around Sedgefield, Spennymoor and Newton Aycliffe is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Further information on the risk of urban (pluvial) flooding has been dealt with in greater detail in the flooding section of this study. Higher rainfall in the upland reaches of the district may have consequences for the road network. A significant increase in rainfall will be collected within the catchment and delivered to the lower reaches and the rivers and streams susceptible to ‘flash-flooding’. This may cause drainage problems as culverts and pipelines are unable to cope with the additional load, which may lead to flooding onto the carriageway.
Description
In addition to these there are many other routes in what is a predominantly urban area. The Metro runs through South Tyneside and terminates at South Shields. In addition to this the South Hylton Metro route via Sunderland runs for part its length through South Tyneside. Mainline rail services also use this latter route on their way to Hartlepool and Middlesbrough. The Shields Ferry also operates between the North Tyneside and South Tyneside districts. Impact The major concern for road networks within South Tyneside, which is a highly urbanised area, is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Tyne and Wear was particularly affected by such events in 2005. Further information on the risk of urban (pluvial) flooding has been dealt with in greater detail in the flooding section of this study. To negate the need for repetition the impacts which relate to the Mainline and Metro rail networks, bridges, Shields Ferry and other regionally and sub-regionally important transport topics can be found reported at the appropriate level of reporting in this section.
Description The Tees Valley Line runs through the district from Saltburn to Bishop Auckland via Darlington. The Northallerton to Eaglescliffe Line runs between the towns of Northallerton and Eaglescliffe. It connects the East Coast Main Line to the Tees Valley Line. The only current stations on this line within the district are Yarm and Eaglescliffe. Impact Though there seem to be few rural roads they are however susceptible to surface softening due to the thinner nature of the road construction and also due to the use of surface dressing as a major part of the maintenance program. Surface dressing may also be used on the less trafficked roads in and around the urban areas though is not the preferred method for heavily trafficked routes. Surface dressing involves the recoating of the road surface with stone chippings, and it is the binder layer used during this that is thought to be vulnerable to softening during periods of high temperature. Generally within urban areas surface dressing is not used extensively due to the associated heavy traffic flows in these areas and therefore the relaying of the wearing course is the preferred method for surface damage. Due to this the roads in urban areas in other parts of the region have no major history of softening problems during periods of high temperatures though there is a possibility that the incidence of road softening may become more prevalent with the expected increase in high temperatures. If surface softening of either dressed or relayed surfaces was found to occur it could lead to more cracking and pot-holing of the road surface which could lead to more water getting into the base of the road construction and weakening it. The major concern for more urban road networks such as those in and around Stockton-on-Tees is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Further information on the risk of urban (pluvial) flooding has been dealt with in greater detail in the flooding section of this study. To negate the need for repetition the impacts which relate to the mainline rail services and key bridges such as those of the A19 and other regionally and sub-regionally important transport topics can be found reported at the appropriate level of reporting in this section.
Description Part of the East Coast Mainline runs through the district and the Metro extension section to Sunderland (Pelaw to South Hylton) is part of the national railway network and the line is therefore owned by Network Rail. The line is also used by other local rail operators, including Arriva Trains Northern. The Sunderland Metro extension added 18 kilometres of line and 12 new stations to the core Metro network. Impact The major concern for road networks within Sunderland, which is a highly urbanised area, is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Tyne and Wear was particularly affected by such events in 2005. Further information on the risk of urban (pluvial) flooding has been dealt with in greater detail in the flooding section of this study. To negate the need for repetition the impacts which relate to the Mainline and Metro rail networks, bridges and other regionally and sub-regionally important transport topics can be found reported at the appropriate level of reporting in this section.
Description There are no rail services operated within the Teesdale district. Impact Extreme cold winter temperatures are set to become less severe and this is likely to lead to a reduction in the number of snow days, although since the extreme temperatures still remain sub-zero and there are predicted increases in average winter rainfall, this could imply that when snow does occur it could still be of the same magnitude, if not larger than current snow events. However, the reduction in the predicted snow days and the increase in low temperatures inferring a reduction in ice, it can be anticipated that less salting of the road network will need to be undertaken in future, reducing the negative impact salt causes to the surface of highways. Higher rainfall in the upland reaches of the district may have consequences for the road network. A significant increase in rainfall will be collected within the catchment and delivered to the lower reaches and the rivers and streams susceptible to ‘flash-flooding’. This may cause drainage problems as culverts and pipelines are unable to cope with the additional load, which may lead to flooding onto the carriageway.
Description The Tyne Valley rail line runs along a similar route to the A69 and offer mainline rail journeys between Newcastle and Carlisle. The towns and villages served by the line are listed below:
Impact The rural roads will be susceptible to increased rainfall and temperature. Rural roads seem to be more susceptible to surface softening due to the thinner nature of the road construction and also due to the use of surface dressing as a major part of the maintenance program. Surface dressing involves the recoating of the road surface with stone chippings, and it is the binder layer used during this that is thought to be vulnerable to softening during periods of high temperature. Higher temperatures lead to more cracking and pot holing of the road surface and when combined with increased winter precipitation, we can expect increased water ingress into base of the road construction which starts to then pick it apart. Extreme cold winter temperatures are set to become less severe and this is likely to lead to a reduction in the number of snow days, although since the extreme temperatures still remain sub-zero and there are predicted increases in average winter rainfall, this could imply that when snow does occur it could still be of the same, if not larger than current snow events. However, the reduction in the predicted snow days and the increase in low temperatures inferring a reduction in ice, it can be anticipated that less salting of the road network will need to be undertaken in future, reducing the negative impact salt causes to the surface of highways. Higher rainfall in the upland reaches of the district may have consequences for the road network. A significant increase in rainfall will be collected within the catchment and delivered to the lower reaches and the rivers and streams susceptible to ‘flash-flooding’. This may cause drainage problems as culverts and pipelines are unable to cope with the additional load, which may lead to flooding onto the carriageway.
Description A number of rail freight lines run through the district. Impact Though there seem to be few rural roads they are however susceptible to surface softening due to the thinner nature of the road construction and also due to the use of surface dressing as a major part of the maintenance program. Surface dressing may also be used on the less trafficked roads in and around the urban areas though is not the preferred method for heavily trafficked routes. Surface dressing involves the recoating of the road surface with stone chippings, and it is the binder layer used during this that is thought to be vulnerable to softening during periods of high temperature. Generally within urban areas surface dressing is not used extensively due to the associated heavy traffic flows in these areas and therefore the relaying of the wearing course is the preferred method for surface damage. Due to this the roads in urban areas in other parts of the region have no major history of softening problems during periods of high temperatures though there is a possibility that the incidence of road softening may become more prevalent with the expected increase in high temperatures. If surface softening of either dressed or relayed surfaces was found to occur it could lead to more cracking and pot-holing of the road surface which could lead to more water getting into the base of the road construction and weakening it. The major concern for more urban road networks such as those in and around Ashington and Bedlington is the increase in surface water flooding due to high intensity, low duration rainfall events, i.e. the typical summer storm, as well as the increases in average winter rainfall. Further information on the risk of urban (pluvial) flooding has been dealt with in greater detail in the flooding section of this study.
Description The Weardale Railway originally ceased passenger services in 1953 but was kept on for freight transport due to the Blue Cement works at Eastgate. This also ceased in 1993 and the railway was threatened with being lifted. This spurred on the formation of the Weardale Railway Trust Ltd, a registered charity, which now oversees the future of the railway. During the summer three services are timetabled per day and in the winter months this is slimmed down to three services on Saturday and Sunday only, running between Bishop Auckland and Eastgate. Weardale Railway has three stations along its length; Bishop Auckland, Wolsingham and Eastgate. This railway line runs adjacent to the banks of the River Wear as it makes its way through Weardale. Impact The rural roads will be susceptible to increased rainfall and temperature. Rural roads seem to be more susceptible to surface softening due to the thinner nature of the road construction and also due to the use of surface dressing as a major part of the maintenance program. Surface dressing involves the recoating of the road surface with stone chippings, and it is the binder layer used during this that is thought to be vulnerable to softening during periods of high temperature. Higher temperatures lead to more cracking and pot holing of the road surface and when combined with increased winter precipitation, we can expect increased water ingress into base of the road construction which starts to then pick it apart. Extreme cold winter temperatures are set to become less severe and this is likely to lead to a reduction in the number of snow days, although since the extreme temperatures still remain sub-zero and there are predicted increases in average winter rainfall, this could imply that when snow does occur it could still be of the same, if not larger than current snow events. However, the reduction in the predicted snow days and the increase in low temperatures inferring a reduction in ice, it can be anticipated that less salting of the road network will need to be undertaken in future, reducing the negative impact salt causes to the surface of highways. Higher rainfall in the upland reaches of the district may have consequences for the road network. A significant increase in rainfall will be collected within the catchment and delivered to the lower reaches and the rivers and streams susceptible to ‘flash-flooding’. This may cause drainage problems as culverts and pipelines are unable to cope with the additional load, which may lead to flooding onto the carriageway.
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