A SPATE of serious accidents, including fatalities, has fuelled calls to dual the entire length of the A69 between Newcastle and Carlisle.

Yet amid all this clamour, the Department for Transport (DfT) has responded rather tamely, opting for relatively minor improvements on stretches already dualled!

It may appear churlish to scoff at investments at the Hexham Bridge End junction and the Styford junction near Corbridge, which are likely run into several millions of pounds.

But there is a suspicion that the schemes are no more than a sop, to keep A69 safety campaigners at bay.

Indeed, the official announcement from the DfT suggests a less than incisive knowledge of the issues at hand. It talks of enhancements to the junctions to create 18 miles of dual carriageway between Newcastle and Hexham.

In the interest of clarity, the DfT must be informed that every inch of the 18 miles between Newcastle and Hexham is already dual carriageway. The 32 miles between Hexham and Carlisle are not, and it is the western section of the trunk road where a horrendous accident record has prompted widespread calls for significant improvements.

Ahead, of the Chancellor’s Statement, it would appear the case for the A69 dualling was going head-to-head with the case for the A66 dualling, between Scotch Corner and Penrith.

In times of austerity, there was always going to be one winner.

At 32 miles, the A69 dualling was always going to triumph in terms of reducing journey times.

But at 15 miles, the A66 dualling was going to be half the cost.

The other factor favouring the A66 was the fact that its upgrade has been the subject of intense lobbying at ministerial level for the best part of three decades.

In terms of price and longevity, therefore, it was no surprise the A66 won the race between the trans-Pennine routes. And crucially, in its announcements, the DfT omitted to address any of the all-important road safety issues.

The A69 dualling campaign is comparatively new. Successively, since the 1960s the focus to improve both journey times and safety has been on by-passing the likes of Corbridge, Hexham, Haydon Bridge, Bardon Mill and Greenhead.

With all bypasses now completed, there is unanimity among campaigners to step up a gear by creating a dual carriageway west of Hexham, for both economic and safety reasons.

History of such things suggests it may take many more years for the DfT to be beaten into submission, Hence, the changes at the Styford and Hexham roundabouts are viewed by many as a means of buying more time.

But Hexham’s MP Guy Opperman appears reluctant to let the pressure abate.

“We have been campaigning for continuous upgrades to the A69 and that campaign will continue,” he said.

“It does not stop just because other roads are also being upgraded in various ways.”

And the momentum behind the Northern Powerhouse initiative, in garnering investment for the region could be an accelerating factor.

After all, creating a fast and effective direct road link between Newcastle, the North-West and M6, has some Powerhouse appeal.

John Cridland, chairman of the Transport for the North group, said: “The Government’s recognition of the need to invest in the North to help unleash its huge potential is very welcome.

“One of the major hindrances for the North is poor transport infrastructure, particularly east-west links.”

He added: “That’s why we’re working with our partners to identify all of the major roads in the North which are vital for the growth of the region’s economy. The improvements announced today are a good first step in building the transport links needed to transform the North.

“Transport for the North is seeking statutory status to become England’s first sub-national Transport Body next year. This will put us in the position to develop and implement our strategic transport plan for the North.

“The plan will outline the transport improvements needed over the next 30 years to transform the North’s economy.”