DRAFT Walking and Cycling Strategy for the Borough of Poole

Appendix A

DRAFT Walking and Cycling Strategy for the Borough of Poole

1. Introduction

1.1This report is an update on the Local Transport Plan (LTP3) published in April 2011. The Local Transport Plans are documents which look at the transport needs of the area and set out a way forward to deliver those needs through short, medium and long term transport solutions.

1.2Two years into the plan this report updates on progress towards the short term actions to promote active travel and “greener” travel choices.

1.3Cost effective walking and cycling measures are a significant feature and commitment of the LTP3. Building upon investments in previous LTP periods, a key focus of the LTP3 is to increase the modal share of walkingand cycling by encouraging transfer from the many shorter distance journeys currently made by car, particularlyfor utility trips (cycling done simply as a means of transport rather than as a sport or leisure activity) in the urban areas. Integration with land use planning will, in the longer term, also help to create shortertrips to meet day to day needs. Walking and cycling also have a valuable role in recreational and leisure trips,and in meeting local access needs.

1.4Key Strategy 3 of the LTP3 promotes Active travel and ‘greener’ travel choices. Policies LTP E1 – E7 are all relevant.

1.5To set the scene PolicyLTP E-1 states that:

1.6“The authorities will prioritise and promote walking for trips under 2 km, and cycling for trips under 5km, for people of all ages. In order to encourage modal shift from the car and improve localaccessibility, this will be supported by:

i. maximising the role of walking and cycling as key transport modes by raising their status and promoting them as a healthy, economic, and energy efficient means of transport

ii. improving the pedestrian and cyclist environment by giving them greater priority and reducingdanger from the speed and volume of traffic

iii. developing and maintaining safe, convenient, efficient and attractive transport infrastructureconducive to cycling and walking”

This report also presents a strategic cycling and walking network map for Poole and a methodology for prioritising investment in infrastructure schemes.

2.The current situation

2.1Since the publication of the LTP3 cycling trips in Poole have continued on an upward trend with an 18% increase in cycling trips shown on our automatic cycle counters between 2011 and 2012 (see Figure 2 for location of cycle counters).

2.2There has been considerable local investment in schemes to increase cycling and walking. The cycling and walking officer resource has been increased to manage these activities. A successful programme of Bikeability Training for Children and Pedal Again in Poole Training for adults has given residents improved cycling skills. Poole now hasover 82km of cycle routes in Poole of which 42km are either leisure routes in green areas or separate from traffic. Regular events have been arranged to promote cycling such as the Poole Quay Cycling Celebration and Cycle Awareness days on the Promenade. In addition the Momentum Cycle Challenge has recently engaged over 120 businesses across the conurbation in a joint promotion with Bournemouth and Dorset Councils.

2.3Borough of Poole has worked with the Rotary Club to survey and map the rights of way across the town centre and Old Town areas. The Rotary 5 Quays Walk of Poole is a suggested route featuring Poole's attractions, many along the waterside. The route is celebrated once a year through charity walk around the Quays.

2.4Awareness of cycling nationally has also had a boost through the UK’s success in the Tour de France and the 2012 Olympics. Cycling has been endorsed by NICE (National Institute for Clinical Excellence) as a vital tool to tackle sedentary lifestyles and it is suggested that health budgets could be used to encourage people to cycle. The Times Cities Fit for Cycling and ‘Get Britain Cycling’ all party parliamentary group hearing has raised the profile of the opportunities and barriers to further increasing cycling.

2.5Cities such as London and Bristol are leading the way in the UK with ambitious cycling and walking plans and are pledging investment forinfrastructure in the order of £11 per head of population for 15 years, a comparable level to other leading European cycling cities. In Poole this would equate to £1.6 million per year.

3.Monitoring Progress

3.1Satisfaction

The National Highways and Transport Survey is a postal survey conducted by Ipsos Mori, of 4,500 households in Poole. Results can be compared to other comparator Authorities and Poole is given a ranking for performance nationally (ranking column) and also with Unitary Authorities(Group Rank). Figure 1 belowshows that satisfaction for Poole’s existing cycling and walking network is extremely high. Poole is ranked highest in the country for dropped Kerb crossing points and second best nationally for direction signposts for pedestrians and bridleways for horse riding and/or cycling. Poole also has high satisfaction levels for direction signing for cycle routes, cycle route information e.g. maps and the condition of cycle routes and rights of way.

3.2The indicators where Poole has greatest scope to improve are cycle training at schools, cycle facilities at places of work, the provision of cycle routes where neededand thelocation of cycle routes.

3.3Safety of cycling has also been identified as a key area to improve. Althoughthe health benefits of cycling outweigh the safety risks by a factor of 20 to one[1] the perceived risk is a key factor in dissuading people from cycling.

3.4We can begin to overcome this perceived risk by:

• Installing advanced cycle stop lines that connect with the cycle lanes
• Compromise vehicle lane widths for better cycle provision
• Ensuring cycle lanes continuing across junctions (being used nationally now)
• Trying to make the cycle lane look like an addition to the pavement (timid cyclists use these more.
• Considering the use of alternative techniques such as shared space where widths are tight and room for designated space is insufficient.
• Introducing 20mph streets

3.5Many of these ideas are backed up by Council Policy, as discussed below. The latter, in particular is important because according to Living Streets [2]20mph streets will:

•Improve road safety: a pedestrian struck at 20mph has a 97% chance of survival. At 30mph the figure is 80%, falling to 50% at 35 mph. A 20mph limit has been shown to reduce child pedestrian deaths by 70%.

•Put people first: 20 mph helps create an environment where pedestrians feel confident about crossing the road, children can play outside their homes and it is quiet enough to hold a conversation.

•Improve sociability: Heavy traffic damages communities and its speed plays as great a role as its density. Research from Bristol has shown that residents on busy streets have less than a quarter of the local friends that those living on similar streets with little traffic have. 20mph streets are also pleasant places to sit outside and we can encourage active uses to spill out into the public realm.

•Encourage walking: A 20mph limit allows for the safe mixing of motorised and non-motorised modes of transport, and makes it easier for pedestrians and cyclists to enjoy the same direct and safe routes for journeys as motorists.

•Have a positive impact on emissions and traffic flow: Driving at a steady 20mph will reduce vehicle emissions as braking and accelerating between junctions and other obstacles decreases. It also reduces the ‘bunching’ effect at junctions.

This will all help encourage modal shift to active travel.

3.6Children and Young People’s Consultation 2013

The Children and Young People’s Consultation provides a snapshot into the views of Poole’s children and young people and indicate their priorities for development.

The following transport findings appear in the report:

• Safer roads and more cycle lanes would encourage more cycling.

• 86% of boys & 63% of girls in school years 8 – 13 own a bike

• For boys between 8 and 13 cycling is the second most popular of all sports they would like try after athletics.

3.7These findings indicate that if we invest in the correct infrastructure, training and road safety measures, children are extremely keen to try cycling and the great majority already have the means to do so.

3.8Automatic Cycle Counters

The chart below shows data collected from automatic cycle counters installed around the borough. Holes Bay cycle path has shown strongest growth of over 300% increase in cycling trips since 2005. The shared use path through Baiter park has also seen a large increase in trips as has the cycle path adjacent to the Broadstone Way. The other sites at Bournemouth University and Poole Road have less clear trends.

Figure 2 Automatic Cycle Count Data for Poole

3.9How much are we spending on cycling and walking infrastructure?

Approximately £100,000 per year of capital expenditure is planned for the next five years. In addition to the schemes listed many other schemes have a benefit to cyclist and pedestrians.

Figure 3 Capital spending on cycling and walking improvements

Financial Year / Capital spend on cycling and walking related schemes
2007/08 / £49,862
2008/09 / £506,934
2009/10 / £360,159
2010/11 / £139,449
2011/12 / £41,948
Total 5 years / £1,098,316

3.10Since LTP3 was published in 2011 good progress has been made towards improving the cycling and walking network. Figure 4 shows the location of the schemes and a short description.

Figure 4 Network improvements since publication of LTP3

Financial Year / Description of Scheme
2011/12 / Cycle lanes on Sandbanks Road to Panorama Road.
New Zebra Crossing and cycle lanes on Penn Hill Avenue.
Cabot Lane shared use path.
Port of Poole cycle parking facilities.
Marston Road Bay Hogg Gyratory pedestrian crossing, cycle lanes and shared use path.
2012/13 / Civic Centre Gyratory shared use path.
Sterte Avenue West to Holes Bay cycle path.
Longfleet Road and Fernside Road Junction pedestrian crossing and advanced cycle stop lines.

4.Linked strategies

4.1This Cycling and Walking Strategy has strong links with other strategies and guidance. Cycling and Walking plays a key role in improving public health, reducing Poole’s carbon footprint and reducing congestion.

4.2Health

There is an abundance of evidence to demonstrate that regular physical activity contributes to better health and well-being and cycling and walkingare one of the easiest ways to incorporate physical activity into our daily lives.The role active travel can have in reducing obesity is vital. Ensuring that residents have the confidence to cycle or walk to work, school or for leisure is important in cutting the time they spend being sedentary. A daily active journey lays the foundation of regular aerobic exercise which is essential to good health.

4.3Lack of everyday physical activity is a key cause of heart disease, diabetes, high blood pressure, mental ill health, osteoporosis, musculoskeletal disorders, stroke, obesity and some cancers.

4.4A World Health Organisation report[3] summarised the benefits of physical activity as follows:

• 50% reduction in risk of developing coronary heart disease (i.e. a similar effect to not smoking);

• 50% reduction in risk of developing adult diabetes;

• 50% reduction in risk of becoming obese;

• 30% reduction in the risk of developing high blood pressure;

• 10/8 mm Hg decline in blood pressure in hypertensive subjects (i.e. a similar effect to that obtained from antihypertensive drugs);

• reduced osteoporosis, relief of symptoms of depression and anxiety, and the reduction of risk of falls in the elderly.

4.5A total of 30 minutes’ brisk walking or cycling on most days of the week, even if carried out in 10-15 minute episodes, is effective in providing these health benefits.

4.6A lack of physical activity is a major public health problem contributing to obesity, and heart disease and associated illnesses. Cycling or walking are activities which people can easily fit into their day by replacing sedentary form of travel such as by car.

4.7This strategy is consistent with the recently published NICE public health guidance[4] which calls on local authorities to address infrastructure and planning issues that may discourage people from wanting to cycle and walk.

4.8Core Strategy, the Site Specific Allocations & Development Management Policies DPD (SSADMDPD) and the Local Development Framework (LDF)

There are strong links between planning and transport and the LDF includes policies based around transport such as promoting more sustainable modes and ensuring all new development is served by adequate transport infrastructure.

4.9Core Strategy Policies PCS15-PCS19 addressAccessibility and the Prime Transport Corridors, and seek, amongst other things, to improve the walking and cycling environment. These policies should be read in conjunction with Policy PCS23, Local Distinctiveness, to ensure Place is delivered when improvements to streets are made.

4.10SSADMDPD Policy DM7 addresses Accessibility and Safety, and again seeks to improve the walking and cycling environment by extending, linking and improving routes. The Policy states regard should be made to the Our Streets and Spaces SPD, adopted in 2012.Our Streets and Spaces contains the strategy and five guiding aims for developers to have regard to as part of new development proposals affecting all aspects of the public realm. This is particularly significant in strategic locations that will experience the greatest changes including the Regeneration Area and Town Centre, as well as major Local Centres.

4.11This Walking and CyclingStrategy therefore follows the primary aims of the Core Strategy and LDF framework. The priority areas in need of investment and improvement are set out as follows:

1. Regeneration Area (PCS11, SSA7, SSA8, SSA9, SSA10)
2. Town Centre (PCS10, PCS13)
3. Major Local Centre (PCS22, SSA1, SSA22-24)
4. Primary Transport Corridors (A35 and A3049 East – West Corridor) (PCS16 and PCS17)
5. Rest of Borough

These set out the priority areas where capital spend should be focused and deliver the most effective responses in the areas under the most pressure.

4.12Rights of Way

Rights of Way form an important part of the transport network providing

links to key services and destinations.Borough of Poole has a joint Rights of Way Team and Rights of Way Improvement Plan (ROWIP) with Bournemouth Borough Council which seeks to address the needs of existing users and also seeks toencourage more people to make use of the rights of way network.

4.13Improvement in the Rights of Way network has the potential to significantly

contribute to the cycling and walking strategy. Improvements would make it easier forpeople to access key services, such as education, employment, leisure andhealthcare by cycling and walking.

4.14Continued close liaison with the Rights of Way team remains essential when developing Poole’s cycling and walking network.

5.Proposed method of prioritising Cycling and Walking infrastructure schemes

5.1The followingsection proposes a method for prioritising implementing infrastructure schemes that best meet the LTP objectives by maximising the number of cycling and walking trips.This is in part based on the varying needs of cyclists and their abilities. This strategy seeks to promote cycle commuter routes as an attractive alternative to use of the car.

5.2Prioritised schemes will undergo detailed design work to select the best solution for each of the locations. Designs will draw on guidance contained in Department for Transport’s Manual for Streets 1 & 2 and (LTN) Local Transport Notes) 1/12 ‘Shared Use Route for Pedestrians and Cyclists’ and 2/08 ‘Cycle Infrastructure Design’

5.3According to Living Streets (Policy Briefing 03/09 Pedestrians and Cyclists), “pedestrians and cyclists share many common objectives when it comes to urban planning. Slower motor traffic speed, driver liability, reallocation of road space (for example wider pavements and advanced stop lines), and greater enforcement of driving offences are key examples.

5.4However, it must be remembered that they remain two very different modes: mixing them together inappropriately can cause fear, anxiety, insecurity and even serious injury or death.Therefore promoting modal shift to cycling through urban design should not be achieved at the expense of pedestrian space and amenity – but rather through the reallocation of space away from motorised traffic.”

5.5When assessing new cycle routes LTN 1/12 suggests the following hierarchy in Figure 5 as a starting point.

Figure 5 Suggested hierarchy of provision

Consider / Possible actions
First

Last / Provide for cyclists in the carriageway / Traffic speed/ volume reduction
HGV reduction
Junction/hazard site treatment
Reallocation of carriageway space
Create new shared routes
Convert pedestrian routes to shared use

5.6For cyclists, the potential disadvantage of leaving the carriageway includes poor route continuity, increased conflict with pedestrians and safety issues at side road crossings. However, the above hierarchy is not meant to be rigidly applied. For example if a scheme objective is to provide an off carriageway facility to benefit children on a route to school, a recreational route or for less confident cyclists then on-carriageway provision should be considered last.

5.7Methodology

Five key themes have been identified to score each scheme: Technical, deliverable, Cost, Merits of the scheme, and Strategic fit.

5.8Each theme will be scored 1 to 5 with 1 being the best score and 5 being poor. The overall Rating will be calculated on the mean of scores for each of the themes:

5.9Technical – design, planning & engineering challenges

E.g. a score of 1 is for slight engineering, planning and design challenges such as signposting. A score of five would be for serious challenges such as building a bridge.

5.10Deliverable – local acceptability

E.g. a scheme with good local support would score 1 while a scheme which is likely to meet serious resistance would score 5

5.11Merits of the route–five core principles for cycle friendly networks identified in the LTP3 are:

• Convenient
• Accessible
• Safe
• Comfortable
• Attractive

Convenient: Networks should allow users to go where they want. Routes and key destinations should be signed, as should trip-end facilities such as cycle parking. New facilities should offer advantage in terms of directness/permeability and/or journey time with the minimum of detours. There should be minimal delay to cyclists and pedestrians at signalised crossings and junctions and all routes should be clearly signed. Giving cyclists and pedestrians permeability and advantage not available to other modes will encourage modal shift.