A future cycle route network for North Staffordshire mb/08/16 Need for a strategy. Existing cycle route network

Size: px

Start display at page:

Download "A future cycle route network for North Staffordshire mb/08/16 Need for a strategy. Existing cycle route network"

Leon Nichols
5 years ago
Views:

1 Need for a strategy 1. The government s aim is to double cycling levels nationally by 2025 [note 1]. This would bring significant health, environmental, economic and traffic benefits [note 2]. It is widely recognised that there is great potential to increase cycling nationally and locally [note 3]. Many measures to help improve conditions for cyclists e.g. lower speed limits, more and better crossings over main roads and wider footways will also benefit pedestrians. 2. It is essential to have an effective long term cycling strategy for North Staffordshire to stand any chance of doubling cycling levels by A long term strategy would be able to help secure the necessary future funding for schemes and to safeguard future cycle routes affected by future development and to exploit opportunities for new routes. 3. A main element of the strategy would be to provide space for cycling [note 4] via a long term future cycle route network of safe direct cycle routes to the main employment areas, higher education sites and other key destinations. 4. Defining and implementing a future cycle route network for the North Staffordshire urban area needs a joint approach between the responsible local and national agencies including Stoke and Staffordshire highway authorities, local councils and Highways England because of the many cross-boundary cycle trips particularly those crossing the A500T and A50T. Existing cycle route network 5. The existing cycle route network includes a. traffic free greenway routes e.g. canal towpaths, former rail lines, river valley paths and park paths [map 1] b. routes alongside main roads e.g. shared footways [map 1] c. safe crossing points over main roads e.g. light controlled cycle/pedestrian crossings d. on road cycle lanes on sections of main roads e. Side roads some of which are shown as advisory routes on local cycle maps Scope to extend existing cycle route network 6. Greenway routes North Staffordshire has an extensive, traffic free and attractive greenway cycle network thanks to the upgrading of nearly all local canal towpaths and the conversion of former railway lines. There is some scope to improve and extend this network particularly in the Trent and Lyme valleys. [annex 1]. However the role of the greenway network for everyday utility cycling is limited by factors such as the lack of opportunity for greenway routes in some areas, remoteness from public view, narrowness for 2-way movement (canal towpaths), a lack of street lighting and inconvenience due to barriers. 7. Routes along main roads - There appears to be a lot of scope to create further cycle routes parallel to some of the busiest and fastest main roads by using cycle paths/shared footways and parallel side roads. Such cycle routes would provide a safer route option for cyclists and be likely to attract the most cyclists because they usually provide the most direct routes to key destinations. [see Map 2] Also they have the benefit of being in public view and being lit at night. It is noticeable that there are a lot of local cyclists who now cycle on the footway to avoid cycling on busy main roads. Often they are cycling illegally because the highway authority has not authorised cycling there.

2 8. Crossing points over main roads - It is vital that there are safe crossing points for cyclists (and pedestrians) where cycle routes cross busy main roads. There are several locations where better crossing facilities and safer crossing approaches are badly needed including the A500T and A50T [annex 1]. 9. Cycle lanes - There seem to be few useful opportunities to extend on road cycle lanes without causing significant delays to traffic e.g. by removing a traffic lane at a junction. Also there is debate about the value to cyclists of some existing cycle lanes on main roads in North Staffordshire and the extent to which more cycle lanes on busy main roads would attract new cyclists. Some cycle lanes are helpful e.g. in allowing cyclists to pass traffic queues leading to junctions. However, many existing cycle lanes have limited value because they are very short or disappear at road junctions or are obstructed by parked vehicles. 10. Side roads Side roads can form a significant part of many cycle trips. Their safety and convenience for cycling can be improved where appropriate by lower speed limits (20 mph), cyclist friendly traffic calming and easier accessibility e.g. dropped kerbs across road closures. 11. Lower speed limit roads reducing speed limits from 30 mph to 20 mph in town centres and other sections of road with lots of pedestrian activity would make conditions safer and less intimidating for cyclists and pedestrians and would usefully contribute to the wider cycle network. Priorities for new routes 12. Cycle routes that follow main roads and link to safe crossing points are likely to be key parts of the future cycle route network because a. they provide direct routes to most of the main employment areas and key destinations [map 2]. b. They would provide a safe alternative to cycling on busy/fast roads c. There is ample scope to provide such routes and crossings 13. In identifying future cycle routes and schemes priority would be given to those likely to attract the most cycling [note 5 and map 3] and how well they: serve main destinations e.g. main employment sites, higher education sites and town centres support regeneration schemes e.g. ceramic valley have wider benefits e.g. also helping pedestrians provide the best value for money and best fit with available funding e.g. LEP improve cycling safety e.g. provide alternatives to fast main roads provide attractive convenient routes e.g. flat valley routes without undue delays at main road crossings have local support 14. Applying these criteria suggests that priority should go to identifying cycle routes and schemes alongside [annex 2] a. the A500T and A50T and sufficient safe crossing points over them and b. other main roads with higher speed limits (over 30 mph) such as A34 and A53 and c. the busiest other main roads such as the A52 and A50.

3 Summary To exploit the benefits and potential for increased local cycling then Stoke on Trent and Staffordshire highway authorities, with input from Highways England, need to prepare a long term cycle strategy for North Staffordshire. This strategy would: a) identify a long term future safe and direct cycle route network to serve existing and future main destinations. b) Adopt criteria for prioritising future routes and schemes c) Adopt a policy to safeguard opportunities for future cycle routes alongside main roads by requiring adequate future footway width for shared cycle use. d) Identify opportunities for funding and establish a rolling 5-year programme of cycle route improvement schemes Note 1 Cycling and walking investment strategy - draft (3/2016) - DfT. Our long term goal up to 2040 is that. we want everyone in the country to have access to safe, attractive routes for cycling and walking. The. target we have set to measure progress towards our 2040 ambition..[is].. to double cycling, where cycling activity is measured as the estimated total number of bicycle stages made each year, from 0.8 billion stages in 2013 to 1.6 billion stages in [Comment: This is a much less ambitious target than put forward in Get Britain cycling (4/2013) by the All party parliamentary cycling group and which recommends that The government should set national targets to increase cycle use from less than 2% of journeys in 2011, to 10% of all journeys in 2025, and 25% by 2050 ] Note 2 Cycling and the economy (8/2016) - Cycling UK briefing note If cycle use increases from less than 2% of all journeys (current levels) to 10% by 2025 and 25% by 2050, the cumulative benefits would be worth 248bn. Calculating the economic benefits of cycling in EU-27 (6/2013) - European Cyclists Federation We calculate an annual economic benefit of cycling in the EU-27 of at least 205 bn. [Comment: This estimate is based on costing the health, congestion-easing, CO2 emission reduction and pollution reduction benefits]. Note 3 Stoke-on-Tent: Local Transport Plan 2011/12 to 2025/26 Stoke City Council census data on distance travelled to work indicates that up to 59% of the population travel less than 5km. This represents a huge opportunity for mode shift to walking and cycling which is currently only 13% of total mode share.

4 Staffordshire Local Transport Plan 2011 Staffordshire County Council Policy 5.1: We will promote alternatives to private motor vehicles. This will be achieved by: Investing in measures to improve conditions for pedestrians and cyclists, particularly in urban areas where a real opportunity for modal change exists. Note 4 Space for cycling (4/2014) - Cycling UK - Five things that councils must do to create Space for Cycling: 1 On busy roads, dedicate space for cycling, designed so that anyone can ride there with a feeling of safety. 2 On less busy streets, limit the speed of through traffic. Reduce speed limits to 20mph in built-up areas and 40mph or lower on rural lanes. 3 Ensure that cycling route networks are continuous and interlink seamlessly, with major junctions no longer posing barriers to cycling. 4 Create traffic-free routes that provide a sensible alternative to, not a replacement for, the most direct on-road route. 5 Maintain roads with cycling in mind. When resurfacing roads, make space for cycling Note 5 National Propensity to Cycle Tool Project: (3/2016) Department for Transport The prototype tool allows users to see commuting cycling potential at the area and route level comparing the 2011 Census against three scenarios ( Government Target, Gender Equality, and Go Dutch, with an e-bike scenario to be added soon).

5 Map 1 - Existing off road cycle routes North Staffordshire urban area Main destinations - = employment, = retail, = education/health Existing greenway cycle routes Existing cycle paths/shared footways

6 Map 2 - Main destinations and main roads North Staffordshire urban area Main destinations = employment, = town centre = retail park = education/health Primary routes (> 30 mph speed limit) Primary routes (30 mph speed limit) Main roads (>30 mph speed limit) Main roads (30 mph speed limit)

7 Map 3 - Propensity to cycle tool [Note: lines connect the centroids of middle supernumary output zones (census population) and NOT to main destinations] Scenario census 2011 cycling Cycling straight lines N. lines most cycling (200)

8 Annex 1 a) Greenway improvement/extension potential 1. Biddulph Valley (Brindley Ford to Brown Lees) 2. Berryhill greenway (Lawn Farm Crescent) 3. Lyme valley (Cambridge Drive to Clayton Woods greenway) 4. River Trent (Boothen to Stoke former SCFC Victoria ground) 5. River Trent (Hanford to Trentham) 6. River Trent (Stoke to Bucknall) 7. All greenways and towpaths - barrier review to assess need for removal or replacement with more cycle/pedestrian friendly design b) Major junctions where safer crossings and cycle approach routes are needed 1. A500/A5271 (Longport) + Porthill Bank 2. A500/A527 (Wolstanton) + Grange Lane 3. A500/A34 (Talke) + A34 4. A500/A527 (Chemical Lane) 5. A50 Blythe Bridge (Lysander Road)

9 Annex 2 - Suggested priority main roads for identifying future cycle routes map main road webmap 1 A500T (Talke to Hanford) 8nx8s3YfoABA50u_-Fs 2 A50T (Blythe Bridge to A500) V-SCDimF0QZ-trPvN4_U 3 A34 (Talke to Trentham) WXm8qHUBw1zPsaWc1qXKc 4 A50 (Fenton to Tunstall) albilegp0ctitoojic2s 5 A52 (Bucknall to Newcastle) L5QLAZlTeJb9bv8aI3e4 6 A53 (Newcastle to Sneyd Green) SnIsLHqa7cIy-zdkJxpho

10 A500T EXISTING & SUGGESTED FUTURE CYCLE ROUTES Existing greenways Existing on road routes Suggested new or improved routes

11 A50T EXISTING & SUGGESTED FUTURE CYCLE ROUTES Existing greenways Existing on road routes Suggested new or improved routes

12 A34 EXISTING & SUGGESTED FUTURE CYCLE ROUTES Existing greenways Existing on road routes Suggested new or improved routes

13 A50 EXISTING & SUGGESTED FUTURE CYCLE ROUTES Existing greenways Existing on road routes Suggested new or improved routes

14 A52 EXISTING & SUGGESTED FUTURE CYCLE ROUTES Existing greenways Existing on road routes Suggested new or improved routes

15 A53 EXISTING & SUGGESTED FUTURE CYCLE ROUTES Existing greenways Existing on road routes Suggested new or improved routes

London Cycle Network Annual Report 2000

London Cycle Network Annual Report 2000 A cycle network for London by 2005 A cycle network for London by 2005 The London Cycle Network will: provide local links between residential neighbourhoods, railway