Tonbridge & Malling Cycling Strategy

Transcription

1 Tonbridge & Malling Cycling Strategy DRAFT FOR CONSULTATION MARCH 2009 A report prepared by Sustrans on behalf of Kent County Council Tonbridge & Malling Borough Council

2 Tonbridge & Malling Cycling Strategy Contents Introduction 3 Cycle parking standards 9 Description of cycle routes: Tonbridge Area 11 Medway Gap 12 Snodland 14 King s Hill 14 Medway Valley East 15 Appendix 1: Detailed recommendations 1a Tonbridge 1 to 9 1b Medway Gap 10 to 18 1c Snodland, King s Hill and Medway Valley East 19 to 27 Appendix 2: Maps of Kent and Tonbridge & Malling 1

3 Tonbridge & Malling Cycling Strategy Introduction This Cycling Strategy is a collection of policies and related action plans that work together to encourage the creation of cycling facilities and to promote cycling throughout Tonbridge and Malling Borough. It is intended to cater for the present and future needs for cycling in the Borough. It builds on the previous strategy Putting the Wheels in Motion, published in September The Cycling Strategy has been produced by Sustrans working in partnership with Borough and County Council officers and local cyclists. The aim is to bring about change by providing measures that encourage and promote cycling. It is recognised that there are many advantages in providing and encouraging cycling as an alternative form of transport for short trips and as a source of recreational enjoyment. Everyone should have the opportunity for independent mobility, and in order to achieve this it is vital to consider the street environment and infrastructure. The vision is to create an environment, particularly in the urban areas within the Borough where people of all ages and abilities feel able to cycle safely, easily and enjoy the experience. We need to improve conditions for cyclists, improve the safety of cycling, improve cycle security, promote a cycling culture, and integrate cycling within other relevant initiatives. These are the aims for this cycling strategy. The strategy has unashamedly concentrated on routes in the urban areas of Tonbridge and Medway Gap because this is where most people live and where most change will take place. That said there is also merit in establishing the missing links identified in the National Cycle Network to encourage interurban travel and cycle tourism. The National Cycle Network is a massive series of signed cycling and walking routes linking communities to schools, stations and city centres, as well as to beautiful countryside. It comprises a network of national and regional routes and whilst no national routes currently pass through the Borough, if the riverside route between Maidstone and Rochester can be developed, this would become the new alignment for National Route 17. Two regional routes are proposed in the Borough: Regional Route 12 will eventually link National Route 17 in Maidstone with Tonbridge. The popular route between Tonbridge and Penshurst will be extended to Edenbridge to join the existing network in Surrey. Regional Route 13 will link Maidstone and Sevenoaks. These routes can be found on the maps in Appendix 2. In order to develop the strategy Sustrans has undertaken an audit of the existing cycling facilities throughout the urban areas of Tonbridge & Hildenborough and along the A20 corridor though Aylesford, Ditton, Larkfield and Leybourne. A detailed report on each route has been prepared. Some of the routes in Tonbridge are amongst the oldest dedicated facilities in Kent and were built to specifications that have long since been superseded. Work is needed to improve some of these facilities and it is recommended that budget provision be made to allow this to happen in parallel with new route creation. 2

4 Why Cycle? The role of walking and cycling in helping to create liveable towns and cities and to promote health improvement and social inclusion has not always been seen in the past. However the link between transport, physical activity and health is now recognised by doctors. Warnings about the health consequences of an increasingly sedentary society now appear in the media on a daily basis. The challenge is how are people to fit physical activity into their daily lives? The answer is active travel. All we have to do is re-engineer both physical and cultural environments to make it more accessible. Walking and cycling can play a significant role alongside the more conventional approaches to exercise and physical activity promotion. Accessibility Cycling offers a true door to door transport solution as parking can often be immediately outside a destination. It provides an affordable means of transport for most people and offers a much cheaper option than a second car for short journeys in an urban area. Over 25% of all journeys made are less than 2 miles and almost 50% are less than 5 miles¹ so it would be relatively easy for a large number to be made by cycle. Environment Cycling is virtually pollution free, it creates no emissions that contribute to air pollution and is very quiet. Recreation and Tourism Cycling is fun and an ideal activity for all the family. It provides an opportunity to enjoy sights and sounds during journeys that can not be experienced in a motor vehicle. It offers access to areas that are often too far for many to walk from car parks. It also boosts local spending as cyclists tend to shop locally and spend more as they do not carry large stores of provisions on a journey. A relatively short but very attractive route was opened in the Borough in 2005 linking Tonbridge to Penshurst and forms part of the National Cycle Network. Signed as Regional Route 12, it is proving very popular. Usage There are almost as many cycles in the UK as there are cars but very few are used as frequently. Despite low levels of cycle use there remains a strong interest in cycling and cycle sales are still buoyant. Cycling levels in the Borough are lower than the County average and even to reach the relatively low levels currently witnessed in Canterbury would see the number of journeys almost double. To attain the usage of say York or Cambridge would require a fourteen-fold increase. 3

5 Policy Context The long term vision (by 2025) for transport in Kent is: To provide good safe accessibility to jobs and services for all sections of the community in Kent and to improve the environment and health of the community by reducing congestion and pollution, widening the choice of transport available, and by developing public transport, walking and cycling. In recent years there has been a fresh focus on walking, cycling and provision of facilities for people with mobility difficulties. There is a plethora of national guidance on how local authorities can promote walking and cycling as modes of transport as an alternative to using a car for some journeys. This guidance has been adopted and incorporated in many local policies such as the Local Transport Plan agreed by Kent County Council as highway authority and the Local Development Framework being produced by Tonbridge & Malling Borough Council as planning authority. The headline policy of the recently published Kent Cycling Strategy is: KCC will encourage cycling as an alternative to the private car for local journeys If the number of walking and cycling journeys are to be increased research has shown people expect certain minimum requirements to be met for the infrastructure i.e. the footways and cycle tracks. They must be convenient, accessible, safe, comfortable and attractive for pedestrians and cyclists. The following comments are taken from Local Transport Note 2/08 Cycle Infrastructure Design published by the Department for Transport, which sets out these five core requirements in more detail. Convenience: Networks should serve all the main destinations, and new facilities should offer an advantage in terms of directness and/or reduced delay compared with existing provision. Routes and key destinations should be properly signed, and should be made available, and on street maps can be helpful. Routes should be unimpeded by street furniture, pavement parking and other obstructions which can also be hazardous to visually impaired pedestrians. Delay for pedestrians and cyclists at signalled crossings should be minimised. Trip end facilities should be clearly marked, conveniently located and appropriate for the likely length of stay. Designers should consider the future ease of maintenance, including access to vehicles for sweeping, trimming grass verges and surface and lighting repairs along off road routes. Accessibility: Cycling networks should link trip origins and key destinations, including public transport access points. The routes should be continuous and coherent (type and colour of surfacing may be used to stress route continuity as appropriate). There should be provision for crossing busy roads and other barriers, and in some areas there should be a positive advantage over private motor traffic. Routes should be provided into and through areas normally inaccessible to motor vehicles, such as parks and vehicle restricted areas. Safe access for pedestrians and cyclists should be provided during road works. The needs of people with various types and degrees of disability should be taken into account through consultation and design. Safety: Not only must infrastructure be safe, but it should be perceived to be safe. Traffic volumes and speeds should be reduced where possible to create safer 4

6 conditions for cycling and walking. Reducing traffic can sometimes enable the introduction of measures for pedestrians and cyclists that might not otherwise be viable. Opportunities for redistributing space within the highway should be explored, including moving kerb lines and street furniture, providing right turn refuges for cyclists or separating conflicting movements by using traffic signals. The potential for conflict between pedestrians and cyclists should be minimised. Surface defects should not be allowed to develop to the extent that they become a hazard, and vegetation should be regularly cut back to preserve available width and sight lines. The risk of crime can be reduced through the removal of hiding places along the route, provision of lighting and the presence of passive surveillance from neighbouring premises or other users. Cycle parking should be sited where people using the facilities can feel safe. The needs of pedestrians, cyclists and equestrians should be considered where their routes cross busy roads, especially in rural areas. Comfort: Infrastructure should meet design standards for width, gradient and surface quality, and cater for all types of user, including children and disabled people. Pedestrians and cyclists benefit from even, well maintained and regularly swept surfaces with gentle gradients. Dropped kerbs are particularly beneficial to users of wheelchairs, pushchairs and cycles, and tactile paving needs to be provided to assist visually impaired people. Dropped kerbs should ideally be flush with the road surface. Even a very small step can be uncomfortable and irritating for users, especially if there are several to be negotiated along a route. Attractiveness: Aesthetics, noise reduction and integration with surrounding areas are important. The environment should be attractive, interesting and free from litter and broken glass. The ability for people to window shop, walk or cycle two abreast, converse or stop to rest or look at a view makes for a more pleasant experience. Public spaces need to be well designed, finished in attractive materials and be such that people want to stay. The surfaces, landscaping and street furniture should be well maintained and in keeping with the surrounding area. Issues of light pollution should be considered, in addition to personal security in rural and semi rural routes. 5

7 Aims of the Cycling Strategy 1. improve conditions for cyclists Kent s supporting policy for cycling facilities is: KCC will plan and implement networks of cycle friendly routes linking major destinations The aim is to release some of the suppressed demand to cycle particularly in the urban areas. As many as 40% of students at secondary schools would like to cycle yet very often the actual number is closer to 4%. Continuity of route is the key to getting people to cycle and this strategy looks to join the many disparate cycle routes in the urban areas of the Borough. There should be an overarching principle that any new measures proposed for pedestrians and cyclists should represent a real improvement over the existing situation, particularly in terms of accessibility, and, where practical and appropriate, offer users a positive advantage over motor traffic. ² Detailed recommendations for new and improved routes in the urban areas are contained in Appendix 1. The detailed technical specification for these routes will conform to those adopted by KCC. Policy 1: A network of high quality routes will be completed in the urban areas of Tonbridge and Medway Gap providing convenient and safe access throughout those areas. The network will include routes to and from the surrounding countryside. 2. improve the safety of cycling Kent s supporting policy is: KCC will make Kent s roads safer for cyclists The existing cycle routes have been surveyed and recommendations made for those that are not to current standards. All new routes will be designed to provide safe, continuous routes linking the community with known destinations such as shops, schools, leisure centres and work places. Policy 2: When new routes are developed, the priority will be to plug the gaps in the existing network. 3. improve cycle security Sufficient secure cycle parking is essential if people are to be encouraged to cycle. The existing parking facilities have been mapped and gaps in provision noted to improve and enhance the parking experience. If a cycle is to be used frequently there has to be a secure storage area close to the usual exit of a property. A cycle locked in a shed at the end of a garden is less likely to be used than one stored close to the front door. It is essential that new residential properties have sufficient storage for cycles and this should be managed via the development control process in the same way as car parking is managed. 6

8 Policy 3: Cycle parking will be provided in all developments, both new build and change of use, that result in the employment of people and secure cycle storage must be provided in all new dwellings in the urban areas in the Borough. 4. promote a cycling culture Kent s supporting policy is: KCC will promote the benefits and suitability of cycling The survey and mapping of existing facilities provides the ideal opportunity to produce leaflets and maps to let residents and visitors know where the various routes go and where they can safely park. This information should also be available to download from the council s website. Additional information such as places to stay, places to visit by cycle should also be displayed. Travel planning both in schools and in work places is essential to raising awareness to pupils, employers and employees of the opportunities to travel by means other than the car and for many the cycle could provide a real option if only for some journeys each week. Without detailed information on the facilities available it will be very difficult to persuade people to try a different mode of travel. Policy 4: The Borough Council will work with KCC to develop school travel plans and with employers to establish company travel plans. 5. integrate cycling within other relevant initiatives There is a role for land use planning to enable users to undertake more journeys on foot or by cycle. A hierarchy of users should be developed, which can assist in prioritising the needs of different transport modes where there are conflicting demands on carriageway space, or there is incompatibility in the highway layouts suiting different modes. A set of minimum requirements should be met if the infrastructure is to be Convenient, Accessible, Safe, Comfortable and Attractive for pedestrians and cyclists. Cycling can form a part of longer journeys if there is good integration with public transport. High quality cycle parking at rail stations is essential to encourage this. There is a good supply of parking at Tonbridge Station but this is frequently full and the number available needs to be kept under regular review. Cycle parking at most other stations is very limited and should be improved. Policy 5: Wherever possible measures will be provided in all traffic management/ improvement schemes which give cyclists priority over motorised traffic in term of accessibility and journey time. Cycle facilities will be provided on all major developments. 6. Maintenance, Monitoring and Evaluation There is a need in every strategy of this type for maintenance, monitoring and evaluation to ensure that measures constructed are actually fulfilling their intended purpose and justify the expenditure. Unless the facilities are maintained to an appropriate standard they will quickly fall into disrepair and will not be used. 7

9 Structural maintenance on a cycle track is generally not as demanding as for a carriageway but it requires more regular and frequent cleansing and cutting back of vegetation. Monitoring should take several forms from continuous automatic counters on cycle tracks to detailed route user surveys. This will enable a detailed database to be established which in turn can inform economic appraisals and health impact assessments in the Borough. Policy 6: KCC will ensure the frequent and regular maintenance of all cycle tracks in the Borough. Policy 7: Automatic counters will be installed throughout the cycle network to enable a detailed analysis of usage. Each new proposal will be assessed to see if an additional counter should be added to augment the data gathering process. Local Development Framework The Local Development Framework (LDF) is produced by Tonbridge & Malling Borough Council, and ultimately will replace the Local Plan. It comprises a number of documents, including a Core Strategy, a Development Land Allocations document, and an Area Action Plan for central Tonbridge. The Core Strategy was adopted in September 2007, and it is hoped that this Cycling Strategy will be included as a Supplementary Planning Document within the LDF. One particularly relevant policy from the Core Strategy is reproduced below: Sustainable Transport Transport is an important aspect of sustainability. The aim is to reduce the overall need to travel, particularly by car, by providing choices of modes of transport, making new developments and services as accessible as possible, and providing high quality links between new developments and existing journey destinations. The aim is to reduce trip generation to the greatest degree possible at source, through such measures as Travel Plans that are specific, measurable and monitored, with effective targets and incentives to meet them. Transport Assessments will be required for all new development likely to generate a significant number of trips. Where new transport infrastructure is provided, measures to minimise its impact will be needed. The following policy has been paid regard to in determining the development strategy and will apply to windfall development. POLICY CP2 New development that is likely to generate a significant number of trips should: (a) be well located relative to public transport, cycle and pedestrian routes and with good access to local service centres; (b) minimise the need to travel through the implementation of Travel Plans and the provision or retention of local services and facilities; (c) either provide or make use of, and if necessary enhance, a choice of transport modes, including public transport, cycling and walking; (d) be compatible with the character and capacity of the highway network in terms of the volume and nature of traffic generated; (e) provide for any necessary enhancements to the safety of the highway network and capacity of transport infrastructure whilst avoiding road improvements that 8

10 significantly harm the natural or historic environment or the character of the area; and, (f) ensure accessibility for all, including elderly people, people with disabilities and others with restricted mobility. The Tonbridge Central Area Action Plan was adopted in April This includes more detailed policies for the development of this area, but also includes a generic policy on cycling, which makes reference to this strategy Additional provision for cyclists will be sought in accordance with an adopted Cycling Strategy through the following policy. POLICY TCA17 All new developments will need to: a) provide secure and conveniently located facilities for cyclists including lockers and cycle parking; and b) provide, or make provision for the enhancement of, cycle routes connecting with existing routes where possible and which are overlooked by development and well lit to ensure their safety. The Development Land Allocations document covers other parts of Tonbridge & Malling, and also includes references to cycling at some locations. Kent Vehicle Parking Standards Cycle Parking Taken from Kent and Medway Structure Plan 2006 Mapping out the future: Supplementary Planning Guidance SPG 4, Kent Vehicle Parking Standards, July Cycle Parking 33. The provision of secure and convenient cycle parking is essential in encouraging people to cycle. Without good facilities, cyclists will use railings and other fixtures to secure their bicycles. Informal cycle parking may cause a danger to pedestrians, especially those with mobility impairment, and appear unsightly. 34. The County Council encourages cycling and the provision of facilities for cyclists. The Cycling Strategy (Cycling Strategy for Kent ) forms part of the wider Local Transport Plan for Kent. The provision of secure cycle parking facilities at destinations has an important role to play in encouraging greater cycle use for local utility journeys. This SPG incorporates cycle parking standards and includes guidance on the type and siting of facilities that should be provided. Cycle parking standards are given for each Use Class and are additional to the vehicle parking standards. Where it is not possible to provide cycle parking on-site, developers will be expected to make a financial contribution towards public facilities. The cycle parking standards are a minimum provision. 35. The parking needs of cyclists vary depending on the purpose of their trip: Collection & Delivery parking for short stay users needs to be near the entrance of, or inside, the place visited, and may be less secure than long stay provision. Shopping groups of cycle stands should be located at regular intervals so that the bicycle does not have to be parked more than a short walk from the final destination and ideally should be within sight of the owner. 9

11 Meetings & Appointments use is often irregular and can be for long periods, up to a whole day. Users favour locations where lighting and surveillance are perceived to be good, usually at or near to main building entrances. Workplace use is generally all day and on a regular basis. Demand is more likely to justify grouping of racks, often within areas where there is controlled access, CCTV, monitoring or individual lockers. Residential requires high standards of security and should avoid the need to take bicycles a long way into a building. 36. In addition to the provision of secure cycle parking, developers will be required to consider the additional needs of cyclists (such as lockers, changing and shower facilities where appropriate), the access to cycle parking and the interaction between cyclists and other highway users. Further guidance on cycle parking is contained elsewhere in this document. 10

12 Justification for priorities chosen for cycle routes If we are to achieve the aims set out in this strategy then the schemes chosen must create a network that appeals to potential cyclists. Numerous consultations around the country have highlighted a number of key areas that have to be tackled if cycling is to be encouraged and the following points have guided the selection of potential schemes. a) Inexperienced cyclists prefer routes away from heavy traffic, as dominant traffic is considered to be a major safety concern and a deterrent. b) Separate designated cycle lanes are preferred (whether on or off road), with inexperienced and infrequent cyclists preferring off-road routes. c) Existing routes need to join up and gaps in the network must be addressed. d) Barriers need to be overcome to improve cycle accessibility. This includes barriers such as major roads, rivers and railway lines not just gates and the like. e) A high proportion of people cycle for leisure and this is a good way to encourage people to be active, get fit and learn cycling skills. f) Fear of crime needs to be addressed by increasing secure cycle parking provision. Tonbridge Area 1 Create a link from the centre of Tonbridge and the railway station to the areas in the south and a link from the station to existing routes to the town centre Railway Approach is a key access linking the south of Tonbridge to the town centre. It is also a vital link in many journeys to and from the station and it is critical that improved facilities be provided for cyclists (and pedestrians). Much of the traffic going through Tonbridge is funnelled across this bridge over the railway lines and its volume and the size of many vehicles is intimidating to all but the experienced cyclist. There is adequate width between parapets to rearrange the highway space to provide good facilities for both pedestrians and cyclists and maintain sufficient lanewidth for vehicles. 2 Create a route from the centre of Tonbridge to the north east housing area In much the same way as the railway lines are a barrier to the south then the A227, Bordyke and the High Street, are a barrier to the north. A route through the Portman Park area is critical to linking the large residential area in the north east with the town centre and the station. This route also provides a crucial link to schools in the area. Kent Highway Services have had a scheme prepared by consultants Jacobs Babtie to upgrade the cycle route along Shipbourne Road between Whistler Road and Yardley Park Road. The proposal also includes for a continuation towards Portman Park via Town Acres, Cheviot Close and Chiltern Way following a route similar to that which was the subject of a public consultation exercise in

13 The ideal solution would be to take forward some of the more radical measures in the Central Tonbridge Area Action Plan to reduce traffic on the High Street, so that it can be made more cycle-friendly. 3 Create a link from B245 London Road to Welland Road and Darenth Avenue 4 Create a link from B245 London Road to Havelock Road These two proposals will provide a vital link for residents in the north west area of the town giving good access to the town centre and station yet bypassing the A227 which is very limited in space to provide for safe cycling. They would also provide very useful links with the existing cycle network in Hildenborough giving residents there good access to the shops and facilities in the town centre as well as to the various schools and colleges. 5 Create a link from the housing area around Goldsmid Road, through the industrial area to the centre of Tonbridge. A very useful link connecting the residential area with the town centre. An attempt to convert the Strawberry Vale footpath failed at public inquiry, but this is the most direct route to the town centre from the south east part of the town. 6 Extend the facilities on London Road to Half Moon Lane in Hildenborough This short missing link will complete the network in Hildenborough to permit good access for all residents to and from the Tonbridge town centre area 7 Link all of the housing areas to the east of Shipbourne Road to the existing and recommended facilities A relatively short link on Shipbourne Road but one which will give residents in the Whistler Road area safer access to the network proposed above and the schools south of the Pen Stream 8 Extend facilities on Brook Street (south side) to Molescroft Way This additional short length of path would ensure that all of the housing area leading from Brook Street / Upper Haysden Lane inside the bypass is connected to the local cycle network. 9 Create a link from Sovereign Way area to the River Medway path There are currently no suitable routes for cyclists leading east from Tonbridge and this is essential if Regional Route 12 is to be established to and from Maidstone. The River Medway corridor offers an opportunity to develop such a leisure route. It would be necessary to gain access to the river bank and possibly provide a new crossing for cyclists and pedestrians in the town lock area. This is a route that should be developed as a result of Section 106 agreements with developers. The existing footpath on the south bank is adequate for shared use and with some minor improvements could be converted for cyclists. Medway Gap 10 Create a link between Aylesford station and Aylesford village The Medway riverside path provides the most direct link between station and village. 11 Create a link from Station Road to Bellingham Way The private estate road is a useful link between Station Road, the industrial areas, Leybourne Park and Leybourne Lakes. 12

14 12 Create a link along A20 London Road between Hermitage Lane and Mills Road There is currently a gap in the cycle track along the A20 across the frontage of the Aylesford Retail Park at the very point where traffic is busiest and there are many HGV s delivering in the area. This is a very important link in the route from Maidstone to West Malling. This is crucial if we are to encourage students and others to cycle to schools and workplaces in Maidstone and vice versa those wishing to access Ditton by bike. 13 Link existing fragmented cycle facilities on A20 London Road There is a missing section of cycle route along the A20 corridor between the mandatory cycle lanes at Ditton Place and the beginning of the advisory cycle lanes starting at the New Road leading down to East Malling. Without a link between these sections, the western section remains a fragment and of little use. These proposals provide that link by taking the route through the new residential area between Bradbourne Lane and New Road avoiding the busy A20 where it is too narrow to provide safe on-road facilities. 14 Create a link between New Road and Heron Road This proposal provides a much needed link from the residential areas of Larkfield north of the A20 to the proposed cycle route in the A20 corridor. 15 Create a link from New Road Junction into Larkspur Road housing area Another important link to a residential area, this time the Larkspur Road area of East Malling. 16 Create a link from Redwing Close to Thackeray Road A quiet route can be achieved by upgrading the current footbridge over the M20 to link Redwing Close to Thackeray Road. This will give cycle access to schools, shopping and the Larkfield Leisure Centre. 17 Create quiet links from Leybourne to the local cycle network The residential roads in Larkfield and Leybourne are relatively quiet and safe for cycling but the estates are not as permeable to cyclists as they should be. Also the motorway is a barrier and all crossings should be improved to make them cycle friendly. These proposals tackle two of the most important links. Kent Highway Services have had a scheme prepared by consultants Jacobs Babtie to link the proposed residential development at Leybourne Park to Lunsford and the Leybourne Lakes Country Park. This very useful proposal would link Park Road with Oxley Shaw Lane on Castle Way, continuing via Oxley Shaw Lane, Willowmead, Willow Road and Lunsford Lane to Gighill Road with a new crossing of Leybourne Way. 18 Link the two ends of Blacklands together The right of way status of this lane needs some investigation and may need to be upgraded to bridleway to allow formal access for cyclists. 13

15 Snodland The following recommendations for the Snodland area seek to create a north south spine through the town. There are already good cycle links through the Leybourne Lakes Country Park towards Lunsford and a Toucan crossing of the A Create a link along Malling Road between A228 roundabout and Brook Lane The connection to the existing Toucan crossing is very short with poor visibility for cyclists travelling north. This simple scheme will make the system much safer and hence more likely to be used. 20 Modify the access arrangements to allow cyclists to use Nevill Park between Brook Lane and Saltings Road The paths through Nevill Park are ideal for cycling and avoid the climb found on Malling Road. Ideally they should be widened but simply replacing the barriers with more cycle friendly ones will make this route very attractive. 21 Upgrade the bridleway surface of Sharnal Lane between Malling Road and Saltings Road This will give access to Nevill Park from the residential areas to the west of Malling Road 22 Sign the northern section of Saltings Road as an on-carriageway link A simple scheme to alert drivers of the presence of cyclists and avoids the narrower section of Malling Road. 23 Create a two way traffic-free link around the corner on Rocfort Road This is a busy junction with many HGV s to negotiate so it is safer for a traffic-free route to be provided here. It will provide a good link to the station. 24 Create a two way link through the car parks between Rocfort Road and High Street A cycle link through the car park will offer cyclists a choice and avoids the busier section of Holborough Road close to the shopping centre 25 Provide drop kerbs at closure on Saltings Road The road closure prevents through traffic using Saltings Road and reduces vehicle movements considerably. It provides the ideal cycle route and the closure should have facilities to enable cyclists to continue through the closure without stopping. In addition to the above, the major development site at Holborough Lakes will provide a link between the development site and the railway station, via Holborough Road, Queens Avenue, Queens Road, Waghorn Road and High Street. This will create a useful northern extension to the proposed network. King s Hill Cycle provision in King s Hill is generally good and will improve as the development proceeds. Most of the residential area footpaths are shared use and the access roads all have dedicated cycle lanes. Cycle parking at the various businesses within the development is variable and could be improved at some locations. The links to the quiet lanes surrounding the development are now more pressing and whilst there are plans to provide these later some should be developed soon. In particular a link towards Maidstone using Teston Road and North Pole Road would provide a pleasant short cut to Maidstone Hospital and other workplaces in the town. The link 14

16 to West Malling Station recently constructed along the widened bypass is very welcome and makes cycle access to and from the station attractive, safe and convenient for many commuters who wish to exercise and save on parking fees. Medway Valley East A major new development is planned for the disused quarry at Peter s Village, with a new bridge over the River Medway linking the development with the A228 at Holborough. This bridge is a significant infrastructure development and will open up walking and cycling routes on both sides of the river. The most important strategic opportunity is an improved route on the east bank linking Maidstone and the Medway Towns via Aylesford and Wouldham. ¹The Future of Transport: A Network for 2030 (Department for Transport, 2004) ² Local Transport Note 1/04, Policy planning and design for walking and cycling (Department for Transport, 2004) 15