Movement around Gateshead, and between Gateshead and Newcastle, is constrained by physical features. Most obviously, the River Tyne is a barrier, but probably of more significance for regeneration, is the gorge cut by the Tyne. This puts a substantial level difference of some 70 metres, and steep gradient, between the Quayside and parts of the Town Centre. A level difference can be seen as an opportunity, for example, for focusing on character and for creating vistas; however, this level difference is an obstacle to pedestrian and cyclist movement, which is considered vital for regeneration to be successful. Any movement strategy will need to be realistic in its goal to facilitate these movements, because many people will not be persuaded, or able, to walk or cycle up from the Quays.

The built environment around Gateshead provides further barriers to movement. The railway industry has had a substantial influence in shaping the area between the Town Centre and the Tyne; the elevated railway, with its arches and retaining walls, effectively splits the Quays from the Town Centre. Movement between the two areas is constrained to the Wellington Street, Tyne Bridge, Oakwellgate and Hawk’s Road routes. Because the ground level falls away north of the railway, passing over the railway (rather than below it) is not practical. This further constrains opportunities. Coulthards Lane, to the east, is the only other crossing point north of the Park Lane bridge. However, this is relatively narrow and has a height limit, which prevents any vehicle higher than a single deck bus using it.

Roads and traffic are generally recognised as contributing to severance. This is especially true in a climate where there is a fear of crime in subways and in passages hidden from public view. Partly because the road network in Tyneside has been developed in the past by a unitary authority, Gateshead now has several busy roads which carry traffic which appears to be predominantly accessing Newcastle. An example of this is the high standard Askew Road East, which has been designed principally to carry traffic to Newcastle. Thus Gateshead Town Centre is partially severed from its surroundings on the north and east sides by multi-lane roads carrying high volumes of traffic, which is not itself accessing Gateshead. Because of road safety fears, the severance has often been increased by fencing and guardrailing. These high volumes of traffic mean that there is pressure for other traffic to find alternative routes. The west and south sides of the Town Centre are also severed by multi-lane roads, designed to provide for traffic flows, rather than to restrict them. The Town Centre is, therefore, effectively land-locked by high capacity roads with high traffic flows.

A further movement constraint is provided by the access requirements of the Sage and the redevelopment of Ochre Yards. The Sage has a 300 space car park, accessed off Oakwellgate immediately north of the railway. Traffic using this car park must be able to access it from all directions, and return. Alternative access locations for this traffic are not likely to be available due to the listed structure and other internal site constraints. Similarly, the Ochre Yards development can only be accessed from Wellington Street by the High Level Bridge. If the High Level Bridge is closed to general traffic, and Hills Street is bus only, Wellington Street needs to be left available for development traffic. Wellington Street would therefore need to remain open for general traffic, unless a new access is formed across the railway onto Askew Road.