Rutland County Council Rights of Way Improvement Plan 2007

Rutland County Council

Community Services

RIGHTS OF WAY IMPROVEMENT PLAN

October 07

Viewing the Rights of Way Improvement Plan:

The Rights of Way Improvement Plan can be viewed at all Rutland County Council Libraries, the Council Offices and on the County Council’s website www.rutland.gov.uk/row.

Accessible and Alternative Formats:

This document can be made available in alternative formats, e.g. Braille, large print, tape or alternative languages upon request. Every effort will be made to provide alternative formats in reasonable time.

For further information please contact:

Stuart Crook Rutland County Council Highways Dept Catmose Oakham Rutland LE15 6HP 01572 722577 [email protected]

Contents

Contents ...... 4 Executive Summary ...... 6 Section 1 - Introduction ...... 8 J 1.1 Benefits of an improved rights of way network...... 8 J 1.2 What is a Rights of Way Improvement Plan?...... 8 J 1.3 Definition of Public Rights of Way ...... 9 Section 2 - Background...... 10 J 2.1 The Plan area...... 10 J 2.2 Population trends ...... 11 J 2.3 Transport ...... 11 Section 3 - Policy Framework ...... 13 J 3.1 Introduction...... 13 J 3.2 National policy context ...... 13 J 3.3 Regional policy context ...... 14 J 3.4 Local policy context ...... 15 Section 4 - Different users and their needs...... 21 J 4.1 Introduction...... 21 J 4.3 Horse riding ...... 24 J 4.4 Carriage Driving ...... 25 J 4.5 Cycling...... 26 J 4.6 Motorised vehicles...... 29 J 4.7 Mobility and Visually Impaired Users ...... 31 J 4.8 Land Managers ...... 35 Section 5 - Use, demand and reasons for access...... 37 J 5.1 Population pressures...... 37 J 5.2 Socio-Economic Profile ...... 37 J 5.3 Health ...... 37 J 5.4 Tourism ...... 39 J 5.5 Sustainable Travel / Utilitarian Use ...... 40 J 5.6 Latent Demand...... 42

4 RCC Rights of Way Improvement Plan 2007 Contents

Section 6 - Network Assessment ...... 43 J 6.1 Introduction...... 43 J 6.2 Background ...... 43 J 6.3.1 Walkers...... 44 J 6.3.2 Horse riders / cyclists ...... 45 J 6.3.3 Motorised users / carriage drivers ...... 47 J 6.3.4 People with mobility problems ...... 47 J 6.4 Access land ...... 48 J 6.5 Permissive Access ...... 49 J 6.6 Promoted Routes ...... 49 J 6.7 Attractive Countryside ...... 50 J 6.8 Other Features and Attractions ...... 51 J 6.11 Safety of routes ...... 54 Section 7 – Statement of Action...... 56 Section 8 - Action Plan...... 57 Section 9 – Implementation, Monitoring & Review...... 82 J 9.1 Implementation...... 82 J 9.2 Monitoring...... 82 Appendix A – Maps...... 83 Appendix B - References ...... 101 Appendix C – Glossary of terms used...... 103

RCC Rights of Way Improvement Plan 2007 5 Executive Summary

Executive Summary

J Background

Under the provisions of sections 60 to 62 of the Countryside and Rights of Way Act (CROW) each local Highway Authority is required to publish a Rights of Way Improvement Plan by November 2007. The plan should build upon the Highway Authority’s existing duties to:

Maintain the Definitive Map and Statement of Public Rights of Way

Ensure that routes are adequately signposted, maintained and free from obstructions

The plan must contain an assessment of the following matters:

The extent to which local rights of way meet the present and the likely future needs of the public

The opportunities which local rights of way provide for exercise and other forms of open-air recreation and the enjoyment of the authorities area

The accessibility of local rights of way to blind and partially sighted persons and others with restricted mobility

J Development of the Rights of Way Improvement Plan

In making our assessment we have drawn on research undertaken by the Countryside Agency and other local authorities to help us understand people’s use of the countryside. The consistency of the findings from around the country has given us reason to believe that the needs of residents and visitors to Rutland will be similar to elsewhere.

We also asked local people about their use of the network, with public consultation being carried out early in 2006. This was done both by speaking directly to specific user groups and through a general survey to gauge the publics expectations of local rights of way.

The issues identified by the assessment of user needs and demands are:

Routes are not easy to find or follow Maintenance of the network could be improved There are too many barriers on the network The network does not adequately provide for horse riders and cyclists People have to use or cross busy roads to link sections of the network The network is fragmented and there are not enough circular routes There are not enough routes for people with mobility problems Provision of information about the network is inadequate

6 RCC Rights of Way Improvement Plan 2007 Executive Summary

J Statement of Action

Statutory guidance dictates that a statement of action should be derived from local highway authorities’ assessments. However, given the emphasis elsewhere in the statutory guidance on the importance of setting the ROWIP in the context of relevant local plans and other strategic documents, the statement of action described here is based on a combination of:

The assessment of needs and demands; The opportunities provided by the network; and Links to wider public benefits

We are proposing 10 Core Actions in order to address users concerns; secure an improved network; and make links to a range of public benefits:

Continue to improve standards of maintenance across the network. Maintain an accurate and up-to-date definitive map and statement. Reduce the number of physical barriers on the network. Extend the network currently available to cyclists and horse-riders. Develop routes that cater for the needs of people with limited mobility. Promote the health benefits associated with countryside access. Promote Rutland's countryside to residents and visitors. Improve the safety and attractiveness of routes affected by the transport network. Seek opportunities enhance the network through the planning process. Develop the network to link with public transport.

Beneath each of the 10 Core Actions are a number of more specific measures, listed in the Action Plan, that are being proposed in order to deliver the Core Action and secure an improved rights of way service.

J Consultation on the Draft Rights of Way Improvement Plan

Improvement plans are meant to be aspirational and ambitious in identifying potential improvement to the network. Therefore we cast our net wide when considering ways to improve the network whilst recognising that it would not be possible to implement them all immediately.

A draft Plan was published in June 2007 and was subject to twelve weeks public consultation that ended on the 25th August 2007.

The consultation on the draft plan helped us to establish priorities within the Statement of Action and the Action Plans. Implementation of the Plan will depend to a large degree on the priorities assigned at this time.

RCC Rights of Way Improvement Plan 2007 7 Introduction

Section 1 - Introduction

J 1.1 Benefits of an improved rights of way network

A rights of way network that is legally defined, properly maintained and well publicised provides important environmental, social and economic benefits for people and communities that go beyond just recreation. It can reduce traffic congestion and the associated air pollution by offering car-free sustainable travel choices for children travelling to school or employees to their place of work. By providing alternative transport choices to low income families it has the potential to increase access to services and reduce social exclusion.

The rights of way network also provides free opportunities for outdoor recreation and regular exercise which can reduce stress, increase self-esteem and lead to healthier communities. The rural economy will benefit too, as a well maintained and attractive network can draw visitors to the county.

The duty to publish a Rights of Way Improvement Plan (ROWIP) demonstrates the governments’ recognition of the role that the rights of way network can play in the wider social agenda. It demands that authorities take a fresh look at how they have been managing their networks and encourages a shift in emphasis from addressing problems as and when they occur to a more proactive approach.

J 1.2 What is a Rights of Way Improvement Plan?

Keep the Definitive Map and Statement of Public Rights of Way under continuous review

Ensure that routes are adequately signposted, maintained and free from obstructions

The plan must contain an assessment of the following matters:

The extent to which local rights of way meet the present and the likely future needs of the public

The opportunities which local rights of way provide for exercise and other forms of open-air recreation and the enjoyment of the authorities area

The accessibility of local rights of way to blind and partially sighted persons and others with restricted mobility

8 RCC Rights of Way Improvement Plan 2007 Introduction

J 1.3 Definition of Public Rights of Way

A Public Right of Way is a highway over which the public have a right of access along a linear route. Rights of way are shown on definitive maps.

There are four categories of way that can be shown on the definitive map:

I. Footpaths (FP): For use by pedestrians (including wheelchair users) with usual accompaniments (e.g. dog, pushchair). Routes are waymarked using yellow arrows on a green background and are represented by dashed green lines on Ordnance Survey 1:25,000 maps.

II. Bridleways (BW): For use by pedestrians, cyclists (who must give way to other users) and horse riders. They are waymarked using blue arrows on a green background and are shown as long green dashes on Ordnance Survey 1:25,000 maps.

III. Byways Open to All Traffic (BOAT): For use by pedestrians, cyclists, horse riders and motor vehicles (properly taxed and licensed). Sometimes waymarked using red arrows on a green background and shown as a series of green crosses on Ordnance Survey 1:25,000 maps.

IV. Restricted Byways (RB): For use by pedestrians, cyclists, horse riders and vehicles other than mechanically propelled vehicles (e.g. carriage drivers). Waymarked using purple arrows on a green background.

The term ‘Green Lane’ has no legal meaning but is often used to refer to a BOAT, but in some cases a road called a green lane may have no right of way along it at all.

“Local Rights of Way”, as referred to in sections 60 to 62 of the CROW Act, are defined as being the footpaths, cycle tracks, bridleways and restricted byways within the authority’s area, and the ways within the authority’s area which are shown in the definitive map and statement as restricted byways or byways open to all traffic.

RCC Rights of Way Improvement Plan 2007 9 Background

Section 2 - Background

J 2.1 The Plan area

Each Local Highway Authority in England is required to publish a ROWIP covering all of their area. The Highway Authority for the plan area is Rutland County Council District Council. Traditionally England’s smallest county, Rutland became a district within Leicestershire on 1st April 1974. The County regained independence in 1997 as the smallest unitary authority in the country.

Rutland is situated centrally within the East Midlands, which is a particularly diverse region, and is bounded by Lincolnshire, Leicestershire, and Northamptonshire (Figure 1). It forms part of the Welland sub-regional partnership with four neighbouring district authorities (Figure 2).

Figure 1

Figure 2

Rutland is a sparsely populated rural area with an estimated population of 37,300 in 2005. In 2005 the Office for National Statistics declared it to be the most rural county in England and Wales1.

The county extends to some 382 square kilometres and is an essentially rural area with a mixed pattern of agriculture. It is characterised by an attractive and varied landscape, ranging from an undulating topography in the north east to more incised and hilly areas in the south, where the County is crossed by a number of east-west valleys.

10 RCC Rights of Way Improvement Plan 2007 Background

There is a well-defined network of settlements of varying size throughout the County in which the vast majority of development is concentrated. These towns and villages are generally attractive, very often traditional in character and built in the local stone. The market towns of Oakham and Uppingham are the largest settlements, with populations of 11,000 and 4,000 respectively.

Rutland Water is one of the largest man made reservoirs in Europe and is located at the heart of the County. It is an important wildfowl sanctuary and over 1 million visitors per year are attracted to the area for its wildlife and leisure facilities (including sailing, cycling and walking).

J 2.2 Population trends

Like most rural areas Rutland has an aging population, with the 2001 census finding that 15% of the population to be retired compared to 13.6% nationally. The county’s population is predominantly white British, with all other ethnic groups making up less than 2% of the population, compared to 9.1% nationally.

The county has a very low unemployment rate of only 1.9% compared to an average of 3.27% for the East Midlands region. The biggest industry group in Rutland is public administration, education and health, employing 34% of workers.

Rutland is one of the least deprived districts in England (ranked 352 out of 354 in 2001) and is generally seen as being a wealthy county; however pockets of deprivation do still exist. Most local people think the county compares favourably with neighbouring areas, but high council tax, low pay, poor employment opportunities and limited leisure facilities are issues that concern many residents. Crime rates in Rutland are the lowest in England per head of population.

J 2.3 Transport

The county is crossed by a number of main transport routes, namely the A1 and A47. The road network links to the major cities within the local area (Nottingham, Leicester, Peterborough and Northampton) as well as to significant towns in the region (Corby, Kettering, Stamford, Grantham etc).

Rutland also has one passenger rail route across the County which connects Stansted Airport in the east to Birmingham in the west. London is accessed via Leicester or Peterborough which are both served by the Central Trains service.

RCC Rights of Way Improvement Plan 2007 11 Background

Public transport in Rutland has improved significantly over the past six years as a result of two successful Rural Bus Challenge bids. A comprehensive network of bus services now exists providing travel to the two market towns as well as linking to towns and cities in adjacent authorities (Figure 3).

Figure 3 – Main rural bus services in Rutland

12 RCC Rights of Way Improvement Plan 2007 Policy Framework

Section 3 - Policy Framework

J 3.1 Introduction

The Rights of Way Improvement Plan must be developed within the context of a range of other relevant plans and strategies at local, regional and national level. These documents are produced by a variety of different agencies each with different agendas.

Improvement plans should influence local authority policy in a number of different areas, particularly the economic, social and well-being aspect of community strategies, but they also have the capacity to influence other areas including leisure, sport, tourism and transport.

The improvement plan must also take into account, and build upon, the aims and objectives of existing strategies for the management of local rights of way, such as the milestone statement.

This chapter reveals how national, regional and local strategies encourage and support the actions proposed by this plan.

J 3.2 National policy context

Rural Strategy 20042 (DEFRA)

Building on the governments’ vision of a living, working, protected and vibrant countryside set out in the Rural White Paper in 2000, the Rural Strategy 2004 takes account of the lessons learnt in the intervening years and provides a policy framework to help deliver more sustainable rural communities and an enhanced and enriched countryside. It identifies three priorities for governments’ rural policy:

Economic and Social Regeneration Social Justice for All Enhancing the Value of our Countryside

The rights of way improvement plan has the capacity to contribute towards each of these priorities, particularly in delivering social justice for all and assisting more people from a wider range of backgrounds to enjoy the countryside.

Walking and Cycling: An Action Plan3 (DfT)

The Governments action plan for increasing levels of walking and cycling aims to make a positive contribution to many key public policy priorities, including health, liveability and urban congestion. Many of the proposed actions are relevant to the Rights of Way Improvement Plan. They include improving access to town centres; creating sustainable communities; promoting health; and creating better routes and road crossings.

RCC Rights of Way Improvement Plan 2007 13 Policy Framework

The Future of Transport: A Network for 20304 (DfT)

This strategy builds on the progress made since the implementation of the 10 year plan for transport and outlines the governments’ expenditure plans and longer term aspirations for transport in this country. Walking and cycling are a distinct theme within the strategy.

Government is hoping to tackle problems with social inclusion, congestion and public health by encouraging more people to travel on foot and by bike.

Choosing Health: Making Healthier Choices Easier (White Paper)5 (DH)

‘Increasing exercise’ is one of the six overarching priorities in ‘Choosing Health’, and in the delivery plan it is suggested that local authorities have a significant role to play in increasing numbers of people walking and cycling to school or work. Emphasis is placed on the provision of information, on making more routes for walking and cycling available, and on the promotion of professional training for walking and cycling.

J 3.3 Regional policy context

East Midlands Draft Regional Plan6 (EMRA)

The regional plan replaced the old county level Structure Plan and provides a broad development strategy for the East Midlands up to 2026. It contains many references to walking and cycling, mainly in the context of improving access to jobs and services, all of which may be relevant to this work. Core objectives for the region include reducing social exclusion and improving accessibility to jobs, homes and services. Increasing travel choice is a common aim in the plans policies that address everything from the built environment, to land allocation.

East Midlands Rural Delivery Framework7

East Midlands Rural Action Plan8

As part of the Rural Strategy 2004, each regional Government Office was asked to take the lead in developing the arrangements to prioritise and co- ordinate activity, funding and delivery - a Regional Rural Delivery Framework. The rural priorities identified by the Government Office for the East Midlands are closely linked to the core objectives in the Regional Plan.

The East Midlands Rural Action Plan (Consultation Draft) builds on the policy priorities identified in the draft Regional Rural Delivery Framework but focuses on identifying specific objectives for action at the sub-regional and local level.

Priorities that are relevant to the Improvement plan include Improving the quality of the region’s green areas (green infrastructure) and Improving accessibility to jobs and services.

14 RCC Rights of Way Improvement Plan 2007 Policy Framework

Destination East Midlands: East Midlands Tourism Strategy 2003-20109

The Tourism Strategy for the East Midlands has been written to help guide all stakeholders, whether they are from the public, private or voluntary sectors. Rutland Water is noted as a significant rural attraction that draws around 10,000 visitors to the area each August for the British Bird Watching Fair. The strategy proposes that key rural destinations in the region should match or better the quality of facility that can be found anywhere in the world. Activities such as cycling, walking, hiking and riding are what these destinations will be known for and will often involve the rights of way network.

Investment for Health: East Midlands Regional Health Strategy10

The strategy contains 16 objectives that aim to improve public health within the region. One objective which is seen as a priority is to Increase the physical activity levels of East Midlands residents. Physical activity is considered to be one of the ‘best buys’ in public health, providing physical, social and mental health benefits.

Choosing Health Delivery Plan: November 200511

The Melton, Rutland and Harborough Primary Care Trusts strategy for delivering the objectives set out in the Department of Health white paper Choosing Health. Specific actions that are relevant to this plan include the establishment of a healthy walks programme and training of volunteer walk leaders, and the development of an exercise referral scheme.

J 3.4 Local policy context

Rutland County Council Strategic Aims and Objectives (2007/08)

Towards the end of 2006 the County Council carried out a review of its strategic aims and objectives. At the same time a new vision for Rutland was established:

Improving the Quality of Life for all Communities

The strategic aims support both the delivery of the vision and the implementation of a budget process that will ensure that resources are directed at our priorities.

The strategic aims for Rutland County Council from 2007 are:-

To develop a brighter future for all To care for all To be a well managed organisation To develop an active and enriched community To develop a safer stronger community To improve our economy and infrastructure To sustain our environment

RCC Rights of Way Improvement Plan 2007 15 Policy Framework

There is a clear link between the rights of way service and the Councils vision, with quality of life being central to the provision of access to the countryside.

A Plan for Rutland: Community Plan 2005-200812 (Rutland Together)

The Community Plan is produced by the county’s Local Strategic Partnership (LSP), otherwise known as Rutland Together. The LSP was established in August 2002 to bring together all of those people and bodies whose work impacts on the lives of local people. Members include Rutland Council, public bodies such as the police and health authority, voluntary and community organisations and businesses.

The plan contains six key themes:

Sustaining our environment An active and enriched community Building our infrastructure Caring for all A brighter future for all A safer and stronger community

The themes were selected to reflect the wider context of life in Rutland today and are the result of much deliberation and consultation within the community.

The overall aim is to develop Rutland’s environmental, social and economic infrastructure to ensure that people in Rutland can live, work, feel safe and enjoy a high quality of life in ways that do not harm the future.

The rights of way service has clear links to the plans overall aims and also to many of the specific objectives within the plan including:

To protect, develop and improve public rights of way throughout the Rutland countryside (Sustaining our environment).

To improve the health and well being of all members of the community by increasing the numbers of those who take part in quality activities – physical, leisure, artistic or cultural (An active and enriched community).

To develop a safe, convenient, efficient, attractive and integrated transport infrastructure which encourages walking, cycling and public transport use to ensure a high quality of life whilst providing value for money (Building our infrastructure).

16 RCC Rights of Way Improvement Plan 2007 Policy Framework

Rutland County Council Local Transport Plan 2006-201113

The second Local Transport Plan for Rutland outlines the authority’s five-year plan for implementing its longer term transport strategy which works towards a set of aims, objectives and targets that reflect the national ‘shared priorities’ for transport, whilst also reflecting local circumstances.

The Government agreed a number of shared transport priorities with the Local Government Association (LGA), which are:

Improving safety - Reducing the number of causalities on our roads through a combination of local safety schemes, education, training, publicity and enforcement.

Increased use of the rights of way can contribute to improved road safety, if they are made relevant and promoted to potential users, by encouraging more people to get out of their cars and use alternative modes of transport.

Improving accessibility – Tackling the problems faced by disadvantaged groups and areas and promotes social inclusion by attempting to provide enhanced access to places of work, shops, schools, health care and other services.

Due to rural nature of the county some people have difficulty in reaching employment, healthcare, education, leisure and other services. An improved rights of way network could enable more people to walk or cycle between their homes and local services, reducing social exclusion.

Reducing congestion – Promoting the more effective vehicular use of congested road space and increased use of alternative modes of transport to confront the problems caused by congestion.

Congestion, as experienced elsewhere in the country, is not currently considered to be a significant problem in Rutland. However rights of way could still help prevent congestion occurring in the future if relevant and accessible networks are planned to connect destinations with the places people live and local transport hubs.

Improving air quality – Cutting the levels of airborne pollution generated by road traffic by encouraging the use of alternative modes of transport and reducing congestion.

Air pollution can have serious implications for people health and road transport is known to be a major source of local air pollution. Assessments in Rutland show that there is currently no problem with air quality in the county. Encouraging the use of the rights of way network has the potential to reduce dependency on car use, particularly for the most polluting short journeys.

RCC Rights of Way Improvement Plan 2007 17 Policy Framework

Government has made it clear that the rights of way improvement plan will eventually become integrated with the Local Transport Plan process.

Government guidance tells us that the aim of integrating these two plans is to:

clearly establish the shared aims and establish a definite link between ROWIPs and LTPs;

ensure that, as public highways, rights of way are embraced by the LTP process and recognised in LTPs as a key ingredient in the development of an integrated transport network that provides choice in a variety of transport modes;

recognise the invaluable role rights of way can play in assisting LTPs to achieve the shared priority and wider quality of life objectives;

strengthen and facilitate the lasting sustainability of rights of way in the longer term, and reduce the quantity of plans produced by an authority.

As rights of way improvement planning is incorporated into local transport planning authorities will be provided with a new opportunity to ensure that they are making the most effective use of the rights of way network.

Leicester, Leicestershire and Rutland Road Safety Plan (2002)14

The Road Safety Plan represents the joint proposals of the Road Safety Partnership to meet their agreed aim:-

“To provide a safer environment on the roads of Leicester, Leicestershire and Rutland using education, enforcement and engineering to enable all road users to travel in confidence, free from fear of death or injury.”

One of the plans key objectives is “To focus particular attention on improving road safety for vulnerable road users,” which are later defined as including pedestrians, cyclists, horse riders, people with disabilities and older people.

The links between road safety and rights of way is clear, and perhaps the best way to improve road safety for vulnerable users is to provide them with off-road alternatives.

Leicestershire, Leicester and Rutland Structure Plan 1996-201615

Leicestershire County Council, Leicester City Council and Rutland County Council District Council produce a joint structure plan that sets out the strategic framework for land use development up to 2016.

The structure plan sets out strategic policies which are essentially broad in nature, for example, the overall scale of new development and its general distribution, as well as measures for the protection of the environment.

18 RCC Rights of Way Improvement Plan 2007 Policy Framework

A major function of Structure Plans is to provide a broad planning framework for the preparation of Local Plans. They are much more detailed than Structure Plans and should develop the broad strategic policies of these Plans.

Reducing dependency on the car and encouraging the use of alternative modes of transport, especially walking and cycling, is a significant theme within the Structure Plan. It suggests that the provision for, and promotion of, walking, cycling and public transport should be given a greater priority than provision for private transport.

The plan requires that all new development proposals must include suitable provision for pedestrians and cyclists, and seeks to prevent development that will have a detrimental effect on an existing right of way. It also encourages the creation of new routes for leisure cycling, walking and horse riding.

Rutland Local Plan (2001)16

The Rutland Local Plan was adopted by the County Council on 23rd July 2001 and provided land-use planning policies for the period 1991-2006. The plan has been 'saved' under the Planning & Compulsory Purchase Act 2004 and will retain its Statutory Development Plan status for a 3-year period until September 2007. It will gradually be replaced by a portfolio of local development documents as part of the Local Development Framework.

The plan sets out the Council's policies for the control of development, use of land and allocation of areas for specific purposes. It also addresses local transportation issues and the management of traffic.

Specifically the local plan simply expands on the policies in the Structure Plan that seek to protect existing rights of way from development, and promote the improvement and extension of the footpath, bridleway and cycleway network.

Rutland County Council Economic Development & Tourism Strategy17

The purpose of this document is to determine how the Council, in conjunction with others, can best support the local economy and tourism in Rutland. It has been recognised that Economic Development contributes to the quality of life enjoyed within the county, and therefore our work in this area is helping the authority to achieve its vision of “Improving the Quality of Life for all Communities.”

Tourism is acknowledged as a major industry in the County and is seen as vital to the future of our rural economy. Rutland offers a variety of attractions and leisure activities. At the centre of the County is Rutland Water which offers water sports, walking and cycling opportunities. Walkers and cyclists can also enjoy the County’s rights of way network, with a number of promoted routes passing through Oakham, including both the National Cycle Network route 63 and the National Byway Oakham Loop.

RCC Rights of Way Improvement Plan 2007 19 Policy Framework

Local Area Agreement for Rutland

The Council and its partners have just concluded negotiations with Government over a Local Area Agreement (LAA) for the County. The LAA sets out a range of targets that can be used to measure how the authority is performing in its delivery of the objectives contained in the Community Plan.

Rutland County Council Milestone Statement (2000)

In 1994 the Countryside Commission - one of the forerunners of The Countryside Agency - urged local authorities to set out their programme for the improvement and management of Public Rights of Way in a "Milestones Statement". This stated aim was to have the entire network of rights of way in England in good order by the turn of the century.

The statement sets out targets under three headings:

Legally Defined: All areas should be covered by a definitive map and statement that correctly records the line and legal status of all highways required to be shown on the map. Properly Maintained: All public rights of way (PROW) should be open and available for use, in accordance with its legal status. Well Publicised: The authority should have a programme in place to develop and promote a range of routes for different types of path user (meeting the criteria set out in the former Commission's 'Paths, Routes and Trails').

The Milestone Statement for Rutland was prepared after an assessment of the state of the existing public rights of way network and a public forum held in Oakham. It set out an overall programme of work that whilst challenging was still achievable within the time-scale envisaged i.e. by the end of 2004.

Rutland Public Rights of Way Ease of Use Strategy (2004)

In December 2000 Government introduced Best Value Performance Indicators as an annual measure of a local authority’s performance in a range of areas. BVPI number 178 is defined as “the percentage of the total length of rights of way in the local authority area that are easy to use by the general public.”

Rutland County Council entered into a Public Service Agreement in 2003 with the aim of improving services to local people. The agreement contained a target to increase the number of public rights of way within the county which are classified as easy to use from 47.6% to 95% over 3 years.

In order to achieve this ambitious target the Council developed its Ease of Use Strategy. Contained within the strategy was an Action Plan comprising 11 targets, which if met would allow the authority to meet its PSA target by 2006. The targets focus on replacing damaged and missing furniture, such as stiles and gates, and reducing the number of other obstructions that might be encountered through a combination of education and enforcement.

20 RCC Rights of Way Improvement Plan 2007 Different users and their needs

Section 4 - Different users and their needs

J 4.1 Introduction

In this section we consider the different activities that usually take place on local rights of way and the needs and preferences of the people participating in these activities.

However, we also asked local people about their use of the network.

A questionnaire was made available at various sites across the County, including council offices, local libraries and selected shops. It was also made available on-line via the County Council website. Press releases in the local papers were used to draw the public’s attention to the consultation exercise.

More specific questionnaires were sent out to members of local walking and riding organisations, and so that land managers could play a part in the process a survey of the members of the Stamford and Rutland branch of the National Farmers Union (NFU) was undertaken.

To involve blind and partially sighted persons and others with mobility problems consultation was also conducted with the Rutland Access Group, where the Rutland ROWIP was discussed at their Annual General Meeting, and with VISTA, which is the Royal Leicestershire, Rutland and Wycliffe Society for the Blind.

A report on the findings from local consultation undertaken was published in July 2006 and can be viewed online at: http://www.rutland.gov.uk/ppimageupload/Image58412.PDF

RCC Rights of Way Improvement Plan 2007 21 Different users and their needs

J 4.2 Walking

There are many different reasons for why you might go for a walk, ranging from travel to your place of work, or the shops, to walking the dog. According to the Office of National Statistics (ONS) in 2003 the three main reasons for walking were to go shopping, for other personal business or escort purposes, and for leisure or social purposes.

Walking is also considered by many to be the best choice for regular, healthy exercise. Unlike most forms of exercise it is free, requires no special equipment or training, almost everyone can take part and you can walk almost anywhere.

It is also a sustainable means of travel. Walking need not require any special equipment and is available to almost everyone for free. Nearly all journeys involve some walking, often to connect with other modes of transport.

When considering use of local rights of way only, excluding journeys on routes alongside roads in urban areas, we find much lower levels of utilitarian use, such as travelling to work or to the shops, being reported. Local research suggests that the Rights of Way network in Rutland is used primarily for recreational purposes.

Walking was the most popular form of active recreation reported in the governments General Household Survey (2002), and our research identified walking / hiking as the main activity undertaken on rights of way in Rutland.

Local consultation found that the vast majority of people who go walking on rights of way in Rutland travel to the point at which they start their walk either on foot or by car. Very few people reported using public transport to get to the start of a route, with similar findings being reported in the national Rights of Way Use and Demand study by Entec18.

22 RCC Rights of Way Improvement Plan 2007 Different users and their needs

Further analysis of local data revealed that the more frequently someone walks on local rights of way the shorter the distance they usually travel between their home and the point where they start their walk. Members of organised walking groups usually travel further, but walk less frequently.

It follows that the majority of all walks on local rights of way take place on routes close to where people live.

About half of respondents reported that they typically travel for 3 miles or less when out walking, and it was noticeable that more frequent walkers tend to travel shorter distances. Nationally, the Rights of Way Use and Demand study found that 70% of households with active walkers said that they would usually walk for less than 5 miles.

Respondents to the local study were asked whether there were any particular reasons why they did not get out in to the countryside as often as they would like and over half gave no answer. This may suggest that they currently visit the countryside as often as they would like, and / or that they felt that none of the suggested responses really reflected their position.

A survey conducted in 2002 for Rutland’s Local Transport Plan asked what issues prevented people from using local rights of way and found that overgrown paths and poor maintenance of path surfaces were the main issues.

When asked what improvements to local rights of way might encourage them to get out into the countryside more often 57% of respondents to the local study listed a more joined up network (missing links / circular routes). Many people also suggested that increased information and better signposting / waymarking would encourage them to walk more often.

Recognising that what people want from a route may depend on their reasons for using it a study conducted by ADAS19, on behalf of Bedfordshire County Council, identified three distinct types of walker:

Members of walking groups e.g. The Ramblers Association

Casual walkers - people who walk in the countryside on a regular basis, but who are not members of walker groups/associations

Dog walkers - people who walk their dogs along public paths on a regular basis.

The study found that the different groups had many similar needs. They included, in order of popularity; good waymarking / signage, safe and adequate car parking at the start of a route, paths that are clear from obstruction and re- instated by landowners, well maintained infrastructure / good surface, easy access, public transport, promoted routes/selection of circular walks of different lengths and availability of easy to walk routes without difficult stiles.

RCC Rights of Way Improvement Plan 2007 23 Different users and their needs

The Entec study found that just under half of households said they would undertake more walking if more routes were available. Most also indicated that any additional activity would be for health, leisure or recreational purposes.

The same study also suggests that an ‘increase’ in provision can be achieved by promoting greater awareness of the existing network. The perception is that that there is a lack of routes, when, in reality, many people are unaware of the true extent of the local network. This would seem to be supported by the findings from local research.

J 4.3 Horse riding

It is hard to determine the scale of participation in equestrian activities in the UK with different sources often quoting different figures. The British Horse Society (BHS) estimates a little over 4% of the population are regular riders, with an equestrian survey conducted by Lincolnshire County Council20 reporting similar levels of participation.

The Lincolnshire survey found that participation in equestrian activities was generally for leisure and that most respondents kept their horses at their home, or at a stable or livery yard within 5 miles of it. Research in Rutland found that 63% of respondents participating in equestrian activities kept their horse(s) at home.

A study undertaken by the Leisure Industries Research Centre at Sheffield Hallam University21 found that people who ride on a more regular basis usually own the horse that they ride and account for the majority of riding occasions, despite accounting for only 21% riders. This means that a minority of riders generate the majority of horse riding activity days.

Local, regional and national research all found that many horse riders did not ride out as often as they would like to. The main constraints quoted were a lack of routes and not enough time, factors that are largely beyond local authority control. Availability of routes and road safety were also key issues.

Research in Rutland revealed that the poor condition and number of gates on the network were the most significant issues, followed by a lack of routes near to stables and needing too many sections of road to link bridleways.

Research in both Rutland and Lincolnshire found that most people spent more time riding on minor roads and other routes than on local rights of way. Both surveys found that respondents were generally dissatisfied with the lack of off- road routes and poor maintenance of rights of way, forcing them to ride on roads.

Road safety has been identified as a significant issue in every study that has been reviewed during the preparation of this plan. Local research has revealed that riders consider roads in the county to be unsafe, mainly due to a lack of driver awareness, with many claiming to have been involved in Road Traffic Collisions (RTC) or near misses.

24 RCC Rights of Way Improvement Plan 2007 Different users and their needs

Despite this our records indicate that there have been only two recorded accidents in the county involving horse riders since 1994.

Specific points of concern in the Rutland survey included excessive speeds, slippery surfaces and the poor condition and maintenance of road-side verges.

One consequence of the lack of available routes combined with the perceived risk associated with riding on county roads is that many horse riders, and cyclists for that matter, admit to trespassing and riding on footpaths.

Lack of availability and the need for a greater variety of routes are themes that are common to all the equestrian studies that have been considered in making our assessment. It has been suggested that a greater variety of routes and the improved safety associated with off-road riding would increase the total number of riding occasions.

Upgrading footpaths to bridleways is commonly seen as a means by which more routes can be made available to equestrians. A greater variety of routes can also be achieved in part by making safer road crossings and improving road safety in general.

Some surveys found that many respondents believe that there is insufficient information available to them regarding rights of way. Greater provision of information could prove to be a cost effective strategy for improving the access resource without the need for physical works. Even where surveys have identified increased provision of information as a low priority it has the potential to impact on factors of higher importance by providing knowledge of the variety of routes available.

J 4.4 Carriage Driving

Carriage driving is another equestrian activity associated with rights of way. The British Driving Society is a national organisation set up to encourage and assist those with an interest in equine driving. It is not a particularly common activity and so it can be very difficult to engage with active participants, especially in a county as small as Rutland.

The scale of participation is difficult to estimate, yet the Cheshire County Council Equestrian Strategy22 suggests that there may be in the region of 15000 people actively involved in carriage driving across the UK.

There is little information in the public domain specifically concerning carriage driving, however reports by Sheffield Hallam and Rural Resources23 both considered the needs of carriage drivers during the course of their research.

Both studies concluded that the needs of carriage drivers are very similar to those of horse riders, but in addition they had a greater need for suitable parking areas and required routes and gates wide enough for passage of the carriage. Condition of a routes surface and encroaching vegetation were also issues that were slightly more important to carriage drivers than horse riders.

RCC Rights of Way Improvement Plan 2007 25 Different users and their needs

J 4.5 Cycling

Cycling is the most efficient means of land transportation known, with a cyclist being able to travel 10000km on the energy equivalent of a litre of petrol.

Despite this cycling only accounts for about 2% of all journeys.

Cycling reduces pollution, congestion, and transport expenditure. Higher levels of use can improve transport choice and road safety, civilise cities, aid tourism, and produce a healthier population.

According to a survey in 1998 by the Campaign for Rural England (CPRE) 16% of rural households were found to have no car, and 20% of adults did not have a full driving licence. Without access to a car and infrequent public transport people in rural areas can suffer real hardship from their lack of mobility due to the scarcity and dispersed nature of rural services and facilities.

Improved facilities for cyclists can contribute towards reducing social exclusion in rural areas. The development of a cycling network which reflects the needs of local people can encourage cycling as a real alternative or accompaniment to motorised travel.

Government is attempting to halt the decline in cycling and has introduced a ten year target to increase cycle journeys three fold by 2012. Making the rights of way network more accessible by bicycle has the potential to increase the number of cycling journeys by providing a network of routes offering a variety of safe and attractive sustainable transport and recreational opportunities.

Travelling to work, school, or to the shops accounted for the majority of all cycling journeys according to the 2005 National Travel Survey. However just under 40% of cycling journeys were made for leisure purposes.

Nationally around a quarter of households include at least one person who has cycled in the countryside in the last year. Findings from the Entec national study show that cycling is more common in rural households (32% compared to 22% of urban areas) and amongst younger age groups. However much of the cycling activity referred to in the Entec study takes place on roads, pavements, and cycle paths.

Cyclists need off-road routes, with safe crossing points where they join busy roads. Where cyclists must use roads as part of a route they are concerned about the speed of motorists and their general attitude towards cyclists.

Research conducted by Lancashire County Council24 divides off-road recreational cyclists between those seeking adventurous mountain biking routes and those seeking traffic-free cycling opportunities close to home.

26 RCC Rights of Way Improvement Plan 2007 Different users and their needs

Figure 4 – Off-road recreational cyclist profile: Lancashire County Council

Main Category Profile Seeking Mountain Male Challenging routes Bikers 14 to 34 years old Circular all day and evening Small groups and clubs rides Travel by car to Segregated routes destination Pubs en route Those seeking Wider age range Traffic free routes traffic free More singles Access to routes from home routes Ride direct from home Short and long circular routes and use cars for access Refreshments on route

The research carried out by Lancashire County Council also identified a variety of factors preventing or deterring respondents to their survey from cycling, including:

Other users Poor surface quality (mud, potholes, glass) Poor access from home or road network Lack of (legal) routes Lack of lighting on urban routes Obstacles (gates, stiles) Lack of signage Neglect (poorly maintained routes) Lack of continuity of routes

Other users, along with dogs and hostile farmers, were a significant deterrent suggesting a need for education, or more routes to avoid user conflict. Problems with the routes themselves (poor surfaces, obstacles, neglect) were also found to deter respondents from cycling, as was a lack of facilities (routes, routes convenient to home/car parking, signage).

The survey also asked people to name specific improvements they felt would improve the quality of off-road recreational cycling. The response to this question underlines the demand for more routes.

Additionally, it highlights the difference in demand from cyclists using traffic- free routes (who want better maintenance, surfaces and lighting in urban areas) and demand from mountain bikers who want more continuity of off-road cycling opportunities in the countryside and better signposting.

RCC Rights of Way Improvement Plan 2007 27 Different users and their needs

Suggested improvements included:

More routes (including up-grading suitable footpaths to bridleway) Better information and publicity of opportunities (specifically a website with maps and a comprehensive guide to off-road routes) Better maintenance (especially of traffic-free routes) Better connectivity/continuity of off road cycling opportunities (especially for mountain biking) Improved signposting and waymarking Better surfaces More lighting for longer on urban traffic-free routes More routes convenient to home More segregated routes for mountain biking Better parking facilities, including bike lockers

The Cyclists Touring Club (CTC) is of the opinion that there is currently a considerable suppressed demand for off-road cycling facilities. Local authorities, through the Rights of Way Improvement Plan, have an opportunity to improve off-road cycling provision, improve knowledge about the existence and quality of this provision, and improve access to this provision.

One of the biggest problems faced by off-road recreational cyclists is the lack of a coherent network of paths to cycle on. Cyclists regularly encounter bridleways or byways linked by a short stretch of footpath, or which turn abruptly into footpaths forcing law-abiding cyclists to retrace their steps or dismount and push.

28 RCC Rights of Way Improvement Plan 2007 Different users and their needs

J 4.6 Motorised vehicles

The findings from the Entec study suggest that 4% of households across England have one or more members who participated in recreational off-road driving in the last year. The figure rose to 9% in rural areas. However the same study reported that the majority of recreational off-road driving took place on open land and path and tracks that are not recorded rights of way. It also found that 28% of respondents admitted to the illegal use of public rights of way, usually to complete a route where, for the majority of the route, they were travelling legally.

Use of footpaths and bridleways by motorised vehicles is a cause for concern but physical barriers designed to prevent unlawful use may also cause problems for legitimate users.

A high proportion of off- road drivers are members of organisations and clubs. Members of these groups make active use of the network and demonstrate a high level of interest and opinion in management strategies. It is important for Local Authorities to adopt a proactive and positive approach to motor vehicle use, which engages the support of users and wider stakeholder groups.

Where users belong to clubs and/or are older they are less likely to engage in unauthorised use and are also more likely to be prepared to travel some distance to access routes and land according to research by DEFRA25. This suggests that campaigns aimed at managing unauthorised use and promoting responsible behaviour should be targeted at younger age groups through a diverse range of outlets such as schools and youth clubs.

Local consultation found that 12% of respondents indicated that a member of their household participated in off-road driving. This figure may be exaggerated due to the very rural nature of Rutland, and much of the reported use may have been for access to property or land management purposes.

Research by DEFRA established three main reasons for motor vehicle use on byways, including access to property, land management and recreation. It was estimated that access to property accounted for 20% all of motor vehicle traffic on byways, with land management and recreational traffic accounting for similar proportions at 42% and 38% respectively.

RCC Rights of Way Improvement Plan 2007 29 Different users and their needs

Recreational off-road driving is principally a weekend activity. The distance people will travel to the start of a route or area where they start their activity is generally greater than walkers or horse riders, with the Entec study reporting that around 60% usually travel for 10 miles or more. Over half of people responding to the Entec study reported that they usually complete more than five miles once driving off-road.

A survey of local residents in Bedfordshire revealed that off-road drivers found the network of byways in the county to be poor, disjointed and often with restricted access. The survey found that many people believed that the Highway Authority did not want to improve or increase the byway network. The definitive map was not considered to be complete with many routes poorly defined and of questionable status.

A number of different studies all reported that off-road drivers often felt persecuted because their activities were the subject of an unfair negative image created by groups opposed to the use of motor vehicles on un-surfaced roads.

The DEFRA study into vehicular use of byways asked a range of organizations representing off-road drivers what they sought from routes. The responses were largely similar and included:

I. Unsurfaced routes that are ‘different’ from normal roads II. Routes that are free from obstructions and conflict with other users III. Good surface, free from obstructions, preferably with some tradition, character and history IV. Challenging natural gradient and surface V. Reasonable length and surface with interesting topography VI. Routes through interesting landscapes, not damaged by light vehicle use

Although recreational off-road drivers are generally happy to share routes with other users, some prefer more challenging terrain, which may be at odds with the requirements of other users who would prefer a different surface.

The preference shown by some for a challenging route means that physical improvement and the provision of purpose built facilities may not command widespread user support. Users perceive an association between provision of purpose-built facilities and a reduction in the ‘challenge factor’, and physical improvements may actually intensify the level and alter the pattern of unauthorised motor vehicle use.

A report by Faber Maunsell26 for Nottinghamshire County Council on the needs of vehicular users in relation to rights of way recommends a range of diverse generic strategies for managing and improving the network for lawful vehicular use, whilst also attempting to control the intensity, distribution and type of unlawful use.

30 RCC Rights of Way Improvement Plan 2007 Different users and their needs

The suggested strategies were realistic and acknowledged not only that there is no effective route network in the study area, but also that there is no realistic prospect of creating one. They attempt to address stakeholders’ needs and be responsive to their concerns. The measures being proposed range from physical improvements to soft policy based strategies, and include the following recommendations;

I. Extending the existing network (where possible) II. Developing new purpose built off-road facilities III. Improved marketing of the vehicular network and recreational sites IV. Target setting and review / monitoring V. Management strategies

J 4.7 Mobility and Visually Impaired Users

There are currently an estimated 11 million disabled adults in the UK. Many have less obvious or non-visible impairments arising from mental illness or chronic illness conditions – others are more visibly ‘disabled’ due to physical or functional problems and difficulties.

There are in the region of 37,300 people (2005 mid-year estimate) living in Rutland. Using the wide definition within the 2001 census some 13% were considered to be disabled and 14% had a limiting long term illness (LLTI). Just over 100 people living in Rutland are on the formal learning disability register, although about 640 people in Rutland would be expected to have some form of learning disability problem according to the county’s Disability Equality scheme (2006).

The Disability Discrimination Act (DDA) defines disability as ‘a physical or mental impairment which has a substantial and long-term adverse effect on a person’s ability to carry out normal day to day activities.’

This definition includes the following:

Wheelchair users and ambulant disabled people People with poor manual coordination or little strength People with sensory impairments People who lack memory, concentration or understanding

It is estimated that one person in five in the UK is a disabled person (ODPM, 2003). The number is greater if the definition includes those people who at any one time experience temporary impairments such as a broken limb, a heart condition or general fatigue. The implications of the resulting disability are often shared by a group of visitors including families, friends and carers.

RCC Rights of Way Improvement Plan 2007 31 Different users and their needs

Older people may not consider themselves disabled but can experience many of the same barriers because of a general reduction in stamina, mobility and sensory acuity. Demographic changes are resulting in a greater proportion of older people in society.

The DDA was introduced in 1995 and makes it unlawful to discriminate against anyone on the grounds of his or her disability in connection with employment, public transport, education and the provision of goods or services. Parts II and III of the DDA 1995 apply to service providers’ premises, a term that includes land.

The Act does not outline specific standards, but requires simply that reasonable provision should be made. What should be considered reasonable is not defined and ultimately this will be determined by the courts, although guidance can be found in the Disability Rights Commissions (DRC) Code of Practice (2002)27.

The DDA 2005 was passed in April 2005 and made significant changes to the existing legislation, including a requirement for public bodies to positively promote disability equality, and to have disability equality schemes in place by December 2006. The DDA 2005 covers all functions of public bodies, not just services, and therefore includes the provision of public footpaths and other rights of way.

Barriers to Access

When considering the accessibility of local rights of way it is all too easy to think only of the physical barriers on-site. The Sensory Trust developed the concept of the Access Chain, which was reproduced in the Countryside Agency publication ‘By All Reasonable Means’ (CA215)28. The idea is that access is a chain of events that begins with the decision to visit and ends with the visitor’s safe return home.

If any one of the links in the access chain is broken, then the visit may end unsatisfactorily or may never happen.

The decision to visit a site or route is normally made at home. If there is insufficient information, or information is not accessible, then the decision is made difficult or might not be made at all.

If suitable transport is not available, then the visit is unlikely. If the site itself is largely inaccessible, then a visitor might feel frustrated and may not return.

Access improvements must embrace all the links that make up the access chain, otherwise piecemeal access improvements are likely to be under used or have little impact.

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User Needs: Off-site Information

Despite the lack of accessible information being one of the most significant barriers limiting use of the outdoors by disabled people it is also one of the most straightforward to resolve. Access improvements to a site or route must consider the provision of appropriate, accessible information in a variety of formats. Access information should include information on; type and length of routes, seating, accessible transport to the site, accessible car parking and so on.

Objective information about paths will allow potential visitors to make an informed choice on whether to visit or how to shape their visit accordingly. Subjective phrases such as ‘easy access’ and ‘wheelchair accessible’ should be avoided. A study by Kent County Council found that statements of ‘ease’ could raise unrealistic expectations and consequently cause disappointment among some visitors.

Guidance on producing information for people with visual impairments is available from the Royal National Institute for the Blind (RNIB) and information provided via the web should comply with the Web Content Accessibility Guidelines (WCAG).

The language used should be clear and simple. Use of the Plain English Campaigns ‘A-Z of Alternative Words’ and ‘Drivel Defence’ software may aid in the production of material that it is easy to read.

User Needs: Journey and Arrival

Another important factor for a disabled person to consider when deciding whether to visit a particular route or site is how easy it is to get there. Lack of accessible public transport may be a significant barrier to people without a car. Local consultation found that very few people, disabled or not, currently use public transport in to get out into the countryside. Lack of accessible car parking in close proximity to features of interest can be a significant deterrent to people with limited mobility, wheelchair users and the elderly.

Links between the rights of way network and the public transport network should be investigated and developed where possible.

User Needs: On-site experience

In their guide to inclusive access to the outdoors for disabled people ‘By All Reasonable Means‘ the Countryside Agency describe three different aspects of the on-site experience. They are:

Facilities Paths and Routes On-site information and interpretation

RCC Rights of Way Improvement Plan 2007 33 Different users and their needs

Facilities

Access to facilities such as toilets, shops and cafes can be an important consideration for some people when planning a day out. In many village locations the provision of such facilities is largely beyond the local authority’s control. Where these facilities cannot be provided on-site, directions should be given to the nearest location where they can be found. This information needs to be provided both on-site and in any promotional material.

Paths and Routes

There is a growing body of work regarding the physical barriers to access to the countryside faced by disabled people. Research has been carried out by organisations including the Countryside Agency and the Fieldfare Trust. As a result the physical factors that influence the accessibility of a path are now well established.

It may never really be possible, or appropriate, to make all of the countryside accessible to everyone. Most visitors do not want to lose the special qualities of a place and this may limit the amount of access that is possible. Consultation carried out by the Countryside Agency29 with disabled people, particularly with those with mobility impairments, found that there was no support for the universal introduction of formal surfaces. What they did want was the removal of man-made barriers, such as stiles and steps, where possible.

Both the Countryside Agency and the Fieldfare trust advocate the use of different management zones, or access standards, for different countryside settings. The BT ‘Countryside for All’ accessibility standards and the Countryside Agency management zones are very similar. Both use a simple principle of applying much higher standards to urban and formal landscapes than for rural or working landscapes.

On-site information and interpretation

People can feel much more confident about their choice of route(s) if pre- visit information is reinforced on-site. Information provided on-site can also cover details subject to change, such as conditions caused by weather. Information can be provided by something as simple as a blackboard, but as with off-site information it should be presented in a variety of formats making it as accessible as possible.

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J 4.8 Land Managers

Government guidance requires local authorities to consider the interests of land managers during preparation of rights of way improvement plans, but there is relatively little information in the public domain concerning land managers attitudes towards public access to the countryside.

In ‘Rights of Way Improvement Plans and increased access to the countryside’30 the authors analyse the issues relating to the supply of rights of way from the perspective of land managers, and discuss the findings from a survey conducted in Hampshire.

The paper reports that when asked about their attitude towards public access 41% of respondents stated that they had no objections to responsible public access. However an equal number of respondents expressed a preference to exclude all public access. A similar survey conducted in Rutland found fewer than 7% of land managers would prefer to exclude all public access.

The Hampshire survey found the idea that landowners would be happy to provide increased access, if given sufficient financial incentive, to be unproven. It is suggested that one possible reason why financial incentives are not more of a motivator is the array of problems experienced by land managers in relation to public access.

All those responding to the Hampshire survey had experienced some access related problems, the most common of which were litter, unauthorised access / trespass and dogs not being under control. A very similar picture emerged from consultation carried out in Rutland, with dogs, trespass and gates left open being the most commonly reported problems.

Local consultation found that there was general support amongst land managers for the exchange of ‘new paths for old’, where they agree to dedicate a new path and in return the County Council extinguish one that is no longer needed for public use. Almost all respondents supported the diversion of cross-field paths to field edge.

Surprisingly, perhaps, two thirds of land managers responding to the Rutland survey supported a proposal to replace stiles with gates.

The authors of ‘Rights of Way Improvement Plans and increased access to the countryside’ went on to explore land managers attitudes towards the balance between the need to create a usable network and the academic recording of historic rights of way. Almost two thirds of respondents to the Hampshire survey thought that the County Council should focus on creating a network of routes that people actually use rather than being concerned with historical rights of way.

RCC Rights of Way Improvement Plan 2007 35 Different users and their needs

The study draws a number of conclusions:

there is no financial return for land managers from rights of way, so they are unlikely to support increased provision

land managers believe increasing public access means a corresponding increase in work load and financial burden for them

from a personal perspective, many landowners are not predisposed to increasing the supply of rights of way

Permissive or informal access is viewed more sympathetically, suggesting that land managers are more likely to be amenable to increased access if they have some measure of control over it. However it is recognised that in order for a local authority to map and promote additional access there would need to be some level of formalisation.

36 RCC Rights of Way Improvement Plan 2007 Use, demand and reasons for access

Section 5 - Use, demand and reasons for access

J 5.1 Population pressures

Demand for access is influenced to some degree by the size and the density of the population within the plan area. A recent estimate suggested that Rutland had a population of 37,300 in 2005. The towns of Oakham and Uppingham are the largest settlements, with populations of 11,000 and 4,000 respectively.

The Structure Plan estimates that the population of Leicestershire and Rutland may grow, as a consequence of both natural increase and net inward migration, by around 6% over the period 1991 to 2006. Urban areas including Oakham and Uppingham will continue to be the main centres for housing development.

J 5.2 Socio-Economic Profile

The demand for access can vary according to the socio-economic profile of an area. Levels of car ownership are will usually fall in line with socio-economic status, which will obviously have an effect on the level of demand for alternative means of transport.

In Rutland 86% of households own a car, compared to only 75% nationally and 73% for the East Midlands. High levels of car ownership can disguise the problems of transport need, especially where there may not be suitable alternatives to owning private transport. The lowest levels of car ownership in the county can be found in the urban areas of Oakham and Uppingham (Appendix A Map 6).

J 5.3 Health

Recent years have seen government introduce a range of initiatives intended to improve public health by encouraging increased levels of physical activity.

Despite wide acceptance of the health benefits associated with physical activity only a minority of the UK population achieve the recommended levels. In fact only 37% of men and 25% of women are currently meeting the recommended level of activity (Joint Health Survey Unit 1999).

In 2002 the Chief Medical Officers Annual Report, entitled “Health Check: On the state of public health”, identified obesity as being a major contributor towards the country’s biggest killer diseases – coronary heart disease and cancer – as well as diabetes, high blood pressure and osteoarthritis. The causes for the rising obesity levels in this country have been identified as poor diet and lack of physical activity. Further scientific reports considering the long term future of public health followed. They provided a basis for government intervention to create greater opportunities for people to be more physically active.

RCC Rights of Way Improvement Plan 2007 37 Use, demand and reasons for access

Early in 2004 the Chief Medical Officer published “At least five a week: Evidence on the impact of physical activity and its relationship to health”. This report sent out a clear message that physical activity is essential for good health. People who are physically active reduce their risk of developing major chronic diseases by up to 50% and the risk of premature death by 20-30%.

The cost of physical inactivity in England is estimated at £8.2 billion annually, including the rising costs of treating chronic diseases such as coronary heart disease and diabetes. This figure does not include the contribution of inactivity to obesity, which is estimated to be an additional £2.5 billion.

The report states that being active is no longer simply an option, but is essential in order to lead a healthy and fulfilling life.

It recommends that for general health at least 30 minutes of moderate intensity physical activity on five or more days a week is required. The 30 minutes of activity can be broken down into 10 minute sessions. This can be achieved by 3 brisk walks lasting for 10 minutes or more.

In order to prevent obesity the reports suggests that 45-60 minutes of activity may be required. It also recommends that children and young people will need 60 minutes of activity each day, and that on at least 2 occasions each week this should include activities to improve bone health, muscle strength and flexibility.

The report suggests a number of potential areas for action. Many of the proposed actions focus on providing local facilities for walking and cycling so that they provide a realistic alternative to using the car.

Also published in 2004, “Choosing Health? Choosing activity” was a consultation document that looked at how to increase levels of physical activity. It looks at the part that education, the workplace, travel and the community can play in increasing levels of activity, as well as considering the roles of the health and social care system and local delivery.

Three key barriers to increasing physical activity are identified

Attitudinal: The majority of people believe they are active enough.

Physical: These include the presence of suitable local infrastructure, time constraints, safety concerns, fitness, etc.

Workforce: There are shortages of suitably skilled professionals and volunteers in many key sectors.

The report recognises that there are health inequalities that need to be addressed. In “Game Plan: A Strategy for delivering government’s sport and physical activity objectives” priority groups were identified for increasing physical activity.

38 RCC Rights of Way Improvement Plan 2007 Use, demand and reasons for access

They included economically disadvantaged groups with children and young people, women and older people requiring additional assistance, people with disabilities, and black and minority ethnic groups.

In 2005 government published a plan for delivering the objectives set out in Choosing Health. It recognised that the key to improving the nations health is to encourage peoples own ambitions to be healthier, and to ensure that the support and services they need are available to them at a local level.

There are already a number of initiatives at a local level that are working towards the targets in Choosing Health. Walking and cycling continue to be promoted by the County Council. Many of our current policy documents, namely the Structure Plan, the Local Plan and the second Local Transport Plan, reflect the shift in emphasis evident in government policy, where schemes for walking and cycling are now prioritised, sometimes at the expense of motorised traffic.

Travel Plans are being developed with the county’s schools and larger employers, and a ‘Walking the Way to Health’ scheme has now been established in Oakham, supported by a number of volunteer walk leaders.

J 5.4 Tourism

Tourism is a major industry in England and is vital to the future of the rural economy. For the tourist and resident alike Rutland has much to offer. Its charming countryside, traditional villages, historic market towns, low levels of crime and small population make Rutland an attractive place to live and visit. In recent years we have captured an increasing share of a growing UK tourism market. Such growth needs to be fostered and directed to provide maximum benefit to the economy. As tourism in the county is based largely on heritage, culture and the countryside we need to maintain the quality of the resources upon which it depends.

Tourism is one of the largest industries in the UK, and was worth around £74.2 billion to the country’s economy in 2003 whilst supporting approximately 2.1 million jobs.

To appreciate the scale of the contribution that tourism makes to Rutland’s economy it is worth considering the findings from the UK Tourism Survey for 2004. According to the survey there were in the region of 100,000 trips to Rutland that year, with tourists spending an estimated £14 million.

The same survey found that just under half of all trips to the East Midlands were for pleasure; with the average spend per trip being £149. Around one third of trips to the region were to visit the countryside and village locations, with a further 23% of visitors choosing to stay in small towns.

The majority of trips to the East Midlands were taken by people already living in the region. Despite this over three quarters of visitors travelled to their destination by car.

RCC Rights of Way Improvement Plan 2007 39 Use, demand and reasons for access

The significance of the countryside to the rural economy in this country was never more apparent than during the outbreak of foot and mouth disease in 2001. During this time much of the countryside was effectively ‘closed’ to visitors. DEFRA estimated the cost of the outbreak to the food and farming industry to be in the region of £3 billion, although much of this was off-set by government grants.

However the cost to other sectors of the rural economy was also estimated at around £3 billion and was related to a reduction in visitor numbers and associated tourist income.

Most of the rights of way network in Rutland was closed throughout this period, including the peak tourist season between July and September, and the effects were considerable.

Official research has found that 10% of businesses and 11% of all employees in Rutland fall within one of the business classifications that are identified as tourism related industries. Figures show that ‘distribution businesses, hotels and restaurants’ make up the second largest employment sector in Rutland. In 1999, 32% of firms in Rutland came under this category and provided 26% of employment in the county (ABI 2000).

Together these figures reflect the importance of tourism and leisure to the local economy. The rights of way network is an integral part of Rutland’s tourism product, and its importance, as such, should not be underestimated.

At the centre of the county is Rutland Water, acknowledged by Sir David Attenborough as one of the finest examples of creative conservation in Great Britain, and also offering water sports, walking and cycling opportunities. Each August the reservoir draws an around 10,000 visitors to the area for the British Bird Watching Fair. The 26-mile shoreline is particularly appealing to cyclists and was once described as ‘the best cycling day out in Britain’ by the Sunday Express magazine.

The county is traversed by a number of long distance walking routes of some significance, including the Macmillan Way, the Viking Way, Hereward Way and Jurassic Way. It is also home to the Rutland Round, a 65 mile circular walk around the whole county passing through quiet winding lanes, gentle rolling fields and quintessential English villages.

J 5.5 Sustainable Travel / Utilitarian Use

Historically the rights of way network was an integral part of the country’s transport system, but today it is largely a recreational resource enabling people to explore the countryside. However some parts of the network, in both rural and urban areas, still provide a convenient means of travelling from one place to another, particularly for short journeys.

40 RCC Rights of Way Improvement Plan 2007 Use, demand and reasons for access

The potential contribution that the rights of way network can make to non- motorised travel has been recognised only quite recently. The unsealed surfaces of rights of way have often discouraged their use for 'purposeful journeys', as have issues of personal safety and the lack of lighting.

The National Transport Strategy recommends that making walking and cycling a real alternative for local trips should be a priority. It suggests that local authorities should be promoting the use of school travel plans, workplace travel plans and personalised journey planning to encourage people to consider alternatives to using their cars.

The second Local Transport Plan for Rutland also recognises that cycling and walking have a key role to play in promoting low-cost sustainable and healthy travel in the County, which is accessible to many people. The LTP2 demonstrates the potential contribution that the rights of way network could make towards achieving the LGA shared priorities for transport; Improve safety, improve accessibility, reduce congestion, and improve air quality.

Nationally, in the past 20 years we have seen the number of children travelling to school by car double, whilst the proportion that walk or cycle has decreased sharply. It is estimated that more than 1 in 10 vehicles on the road between 08:00 and 09:00 in term time is on the ‘school run’.

According to the LTP2 in 2004/05 over one third of state primary schools and just under a quarter of state secondary pupils in Rutland walked to school. Less than 6% of state primary and 2% of state secondary pupils cycled to school during the same period.

In ‘Travelling to School: An Action Plan’ government recognises the difficulties in reducing reliance on the car in a rural environment:

‘Cutting car use poses particular challenges in rural areas where there is often greater reliance on the car for travel to school, because public transport is limited, the average home to school journey is longer, and there are fewer footways and street lights. Road accident rates are also higher in the countryside. We want to encourage rural communities to find innovative ways to reduce car use on the school run, which may differ from solutions that are appropriate in towns and cities.’

In Rutland it can by no means be assumed that children who attend a school in their own village are getting there by walking or cycling, with head teachers citing busy roads and lack of footways / cycle paths as reasons why children living very locally are brought by car.

The County Council is currently working with schools on the development of travel plans, which are a package of measures and initiatives that aim to reduce the number of car journeys made, by providing people with greater choice. Almost half of schools currently have travel plans in place, and the County Council is working towards all schools having an agreed travel plan by 2010 (Rutland LAA).

RCC Rights of Way Improvement Plan 2007 41 Use, demand and reasons for access

Major employers in the county have also been approached and invited to develop work place travel plans with the County Council’s assistance, though the response has been disappointing

J 5.6 Latent Demand

Statutory guidance on rights of way improvement plans requires local authorities to consult ‘potential’ users of local rights of way and also to assess the extent to which local rights of way meet the present and likely future needs of the public.

The reasons why people don’t currently use the rights of way network are varied. It must be recognised that whilst many non-users, given the right information and route provision, may become users, there are also many people who simply have no interest or desire in using their local rights of way network.

The national Rights of Way Use and Demand study (Entec) supports this suggestion. Of the households surveyed 44% reported that no-one participated in any of countryside activities listed.

The same households were then asked to for the main reasons for their lack of participation, which included:

Too busy / no time 24% (East Midlands 31%) Health problems 16% (East Midlands 19%) Old age 13% (East Midlands 15%) Not interested 12% (East Midlands 4%) No reason 16% (East Midlands 21%)

The figures show that there is no single dominant factor preventing participation. Whilst problems relating to poor health and old age may be addressed, in part, by measures to make paths more accessible it is less clear how we might go about encouraging participation amongst those who have no time. One suggestion is to create opportunities close to where people live and work to reduce the time that would be lost travelling.

Respondents to local consultation31 undertaken early in 2006 were asked whether they used their rights of way network as often as they would like, and if not, were there were any particular reasons for this?

Almost a third of respondents stated that paths not being easy to find or follow limited their use of rights of way. Lack of information and the condition of the network were also stated as reasons why people did not use the network as often as they would like.

42 RCC Rights of Way Improvement Plan 2007 Network Assessment

Section 6 - Network Assessment

J 6.1 Introduction

An examination of the definitive map and statement for Rutland was undertaken so that we might assess the extent to which routes and networks are available to different groups of users, and identify gaps and areas of deficiency.

It is proposed that the findings from this investigation will be used to help target or prioritise improvements to the network described in the statement of action.

J 6.2 Background

The definitive map and statement together are the legal record of public rights of way. If a way is shown on the map then that is conclusive evidence that the public had those rights at the relevant date of the map. However, just because a way might not be shown on the map is not proof that the public have no rights over it.

The definitive map cannot be considered a complete record. In fact it really should be considered to be only a minimum record of rights that are known to exist. Paths may be added to the definitive map through dedication to the public by the landowner. Occasionally a landowner may deliberately make a path into a public right of way, but more often the dedication is presumed from evidence of:

I. Use by the public

II. Actions – or inactions – of the landowner

III. References in historical documents, such as old maps.

Applications for routes to be added to the map can be made by members of the public or initiated by County Council officers upon the discovery of new evidence.

New routes added to the map in this fashion have the potential to significantly enhance the existing recorded network. However data on the extent and distribution of routes that are currently unrecorded is not available at this time and so no assessment of their potential contribution to the network can be made.

RCC Rights of Way Improvement Plan 2007 43 Network Assessment

J 6.3 The Access Resource

The definitive map for Rutland currently shows 276 public rights of way extending, in total, for more than 325 kilometres, or 200 miles, in length. The network in Rutland consists of a mixture of footpaths, bridleways and byways open to all traffic. There are currently no restricted byways in Rutland.

The following table quantifies the public rights of way network in Rutland and makes comparisons with both the regional and national average:-

Figure 5 – Proportionate spread of Rights of Way in Rutland

FP BW RB BOAT TOTAL

Number 203 69 0 4 276 Length (km) 206.58 114.11 0 5.107 325.8 Rutland (% by length) 63.41 35.03 0 1.57 East Midlands (% by length) 74.95 22.22 1.7 6.39 England (% length) 78 17 3 2

Statutory guidance suggests that scrutiny of the Definitive Map and Statement will allow an assessment to be made of the extent to which routes are available to different groups of users, and areas which are currently deficient in rights of way for all or particular groups.

Looking at these figures it quickly becomes apparent that there are significantly fewer routes available to cyclists and horse riders than walkers, the latter being able to use the whole network. Bridleways, byways and restricted byways (combined) account for only 35% of the total network length. The situation for carriage drivers and motorised users is worse still, with less than 2% of routes shown on the definitive map being available to them.

J 6.3.1 Walkers

Walkers may use the entire network of routes recorded on the definitive map, as well as all other routes with public access. Therefore the level of provision for walkers is quite good, with routes being relatively evenly spread across the county. Some localised fragmentation is evident however, and one consequence of this is that where there are no roadside verges or footways pedestrians will be forced to walk on the road itself in order to create links between rights of way, raising concerns over safety.

To assist in the assessment of the distribution of current network provision the density of the network has been used as a simple indicator. This is an approach that has been adopted by a number of other local authorities, mainly for its simplicity and ease of calculation.

The density of the network of routes available to pedestrians was considered and some significant gaps were noted. Identified areas of low route density include the parish of Burley-on-the-Hill, and the nearby Burley Wood, which links to another area of low density centred on RAF Cottesmore in the north of

44 RCC Rights of Way Improvement Plan 2007 Network Assessment the county. In the south east of the county a gap in the network is noticeable around the site of St Georges Barracks, North Luffenham (Appendix A Map 2).

So far our assessment has only considered the geographical distribution of the access resource available to walkers in Rutland. This allows us to identify gaps in provision but tells us nothing about the level of demand for new routes in these areas.

Local and national studies have found that the majority of walking journeys take place close to where people live. However when comparing population density with density of the access network we find that there is no correlation between the two.

In order to relate the distribution of the access resource to the places where people live we calculated the distance between residential properties and the nearest route available to walkers. This might be regarded as a more appropriate measure of deficiency than network density.

We found that most people (77%) in Rutland live within 250 metres of their nearest right of way, demonstrating that the majority of the population have paths available close to where they live. By looking for households more than a kilometre from the nearest path we identify the areas that are most isolated from the rights of way network, the most significant of which is situated near to Cottesmore RAF base. The other most affected areas include Burley and Luffenham Heath (Appendix A Map 7)

Our analysis does not give any indication of the connectivity or usefulness of the network. If an area has a high density network of paths, but they are poorly connected with many dead-ends, then they will be of limited value to users.

The ‘Accession’ software developed by the Department for Transport (DfT), used for performing accessibility assessments for Local Transport Plans, will potentially be able to measure the contribution that rights of way can make to journeys between where people live and destinations such as local shops and schools. However this still gives no overall assessment of connectivity for recreational journeys.

Whilst some authorities have developed statistical methods of assessing the connectivity of their rights of way network it is envisaged that in Rutland we will undertake a manual / visual parish-by-parish analysis over the life of this plan.

J 6.3.2 Horse riders / cyclists

Looking at network density it becomes apparent that there are relatively low levels of provision for horse riders and cyclists, especially when compared with the network available to walkers.

Despite this there are pockets of high network density found in both the south west of the county, around Braunston and Leighfield, and also in the north east, around Exton, Pickworth and Clipsham (Appendix A Map 3)

RCC Rights of Way Improvement Plan 2007 45 Network Assessment

By analysing the distance between people homes and the nearest right of way available to horse riders and cyclists we can again attempt to relate the distribution of the resource to where people live. This is particularly useful given the relatively uniform level of low network density prevailing across much of the county (Appendix A Map 8).

After identifying those households needing to travel in excess of 2 kilometres to reach the closest route available to horse riders and cyclists we found the following areas to be the most poorly served:

Oakham Uppingham Greetham Cottesmore

Taking another look at the geographical distribution of these routes the network available to horse riders and cyclists appears to be highly fragmented (Appendix A Map 1). This makes it very unlikely that horse riders and cyclists will be able to complete a circular route without having to resort to using sections of road.

This is a concern as both horse riders and cyclists have been identified as being particularly vulnerable groups of road users. Joint footway / cycle tracks in or by the side of a road have not been considered in this analysis and do not come within the scope of the rights of way improvement plan.

A large proportion of horse riders regularly ride on roads. Horses can easily be unsettled by inconsiderate passing motorists and other road users. Although accurate statistics are not available for this class of road user, the British Horse Society estimates there are 3000 horse-related collisions nationally every year, and local consultation found road safety issues to be a major concern. The advantages of safe off-road riding routes are obvious, yet there is a lack of available routes in Rutland.

Cyclists are permitted to use all the routes that are available to horse riders, although in reality only a fraction are actually suitable for anyone but the most dedicated of mountain bikers. Few cyclists would consider riding across cultivated arable fields on their journey to work in the morning and one could argue that the level of provision for off-road cycling is even lower than that for horse riders. However cyclists are permitted to use the circular route around Rutland Water, whilst horse riders are not. For this reason the route was excluded from our analysis.

It is significant that local people who use the off-road cycle track around the perimeter of Rutland Water will often travel there by car rather than risk cycling there. The issues faced by cyclists will be explored in more detail in the County Council’s Cycling Strategy development.

46 RCC Rights of Way Improvement Plan 2007 Network Assessment

J 6.3.3 Motorised users / carriage drivers

In terms of the rights of way network in Rutland motorised users and carriage drivers are limited to using only byways. The distribution of byways across England is skewed towards a small number of counties, notably Wiltshire and Cambridgeshire. No county really has a network of byways that could be described as comprehensive.

Research undertaken by DEFRA found that byways open to all traffic were seen as a resource of vital importance to the activities of recreational motor vehicle users.

Byways were also seen as an important resource for people with disabilities. Whether driving, or using a motorised wheelchair, these routes can offer additional opportunities for the disabled to access the countryside.

Recreational off-road driving often takes place on minor roads with a surface that has not been made up of concrete or tarmac. These routes are called un- surfaced unclassified county roads (uUCR) and are usually shown in white on a map. They may also sometimes be referred to as green lanes, although this term has no meaning in legal terminology.

As they provide further opportunities for recreational off-road driving such routes have been considered in this assessment. However the network of routes available to motorised users and carriage drivers in Rutland is still extremely limited, to say the least, and highly fragmented (Appendix A Map 4).

J 6.3.4 People with mobility problems

In isolation, measures of network density and distance to the nearest right of way do not provide any indication of the availability of routes for mobility and visually impaired users. Information on the extent of provision for those with mobility problems is currently quite limited.

The suitability of a route depends on variety of factors that are explained in more detail in the assessment of user needs. These factors would all be considered during an Access Audit. We are proposing to conduct such audits on a parish-by-parish basis throughout the life of this plan. When the network has been audited in this fashion we will have a more detailed understanding of its condition and suitability for use by the mobility impaired.

A recent survey of rights of way in Rutland has provided a very accurate picture of the structures that can currently be found on the network. Using the Countryside Access Management System (CAMS), which is essentially a database linked to a mapping system, we were able to identify all those routes in the county that are currently ‘stile free’, and which are therefore accessible to a wider section of the community (Appendix A Map 9).

RCC Rights of Way Improvement Plan 2007 47 Network Assessment

There are approximately 121 rights of way in Rutland without stiles stretching for some 132 kilometres in length. These routes are predominantly bridleways but include a significant number of footpaths. A detailed analysis of the distribution and connectivity of these routes is yet to be undertaken.

J 6.4 Access land

Access land is land that meets the requirements of the definition under Part 1 of the Countryside and Rights of Way Act 2000. The definition includes land defined as ‘open country’ – land that is mainly made up of mountain, moor, heath or down – and land registered as common under the Commons Registration Act 1965.

Most activities on foot, such as walking, sightseeing, bird watching, picnicking, climbing and running will be allowed on access land. Access land will, in due course, be shown on Ordnance Survey maps and tourist guides.

Landowners may choose to voluntarily dedicate new access land, or lift restrictions to allow other types of users. The Forestry Commission has already dedicated a number of woodland sites in the county, where they also allow horse riding.

Virtually no land in Rutland can be considered to meet the criteria needed to be classified as mountain, moor, heath or down. Consequently the only access land in the county is registered common land and that which was dedicated by the Forestry Commission.

There are 3 areas of registered common land and 39 village greens recognised in Rutland but they are of limited use as a recreational resource due to their small size (Appendix A Map 10).

The woodland sites dedicated by the Forestry Commission include:

Wardley Wood – located in the south west of the county next to the village of Wardley. This site can be accessed using a public footpath that runs through the centre of the woodland.

Pickworth Great Wood – located in the north east of the county, sitting between the villages of Pickworth and Clipsham. Part of the site is designated as a site of special scientific interest (SSSi) and can be accessed from a bridleway running between the nearby villages.

Stretton Wood – located in the north east of the county, adjacent to HMP Stocken. The site is accessible from a public footpath running between Stocken Hall road and Clipsham Road.

48 RCC Rights of Way Improvement Plan 2007 Network Assessment

J 6.5 Permissive Access

In addition to public rights of way recorded on the definitive map there are numerous permissive paths located across the county. Also called concessionary or permitted paths, permissive paths are not rights of way but routes which can be used with the permission of the landowner.

Permissive access usually arises in connection with entry into some form of stewardship scheme. Improved countryside access is one of the five primary objectives of the new Higher Level Stewardship (HLS) schemes.

The Rural Development Service (RDS), who administer the scheme, has made it clear that Rights of Way Improvement Plans will be consulted when assessing applications for entry to determine where local priorities for additional access may lay.

Landowners may provide permissive access to their land for walking, cycling or riding as specified in the individual access agreement. Access may even be restricted at certain times of the year.

The Department of Environment, Food and Rural Affairs (DEFRA) maintains a database of walks and rides provided under their schemes which is available on their website (http://countrywalks.defra.gov.uk/).

J 6.6 Promoted Routes

Some walking or riding routes are promoted using special signing and / or published maps and guides. Some are National Trails, or long distance paths, such as the Pennine Way, which are promoted by Natural England. There are no National Trails in Rutland. However most are middle distance routes promoted by a variety of organisations for the public’s benefit.

Rutland is crossed by a number of these promoted or recreational routes, (Appendix A Map 11) including:-

I. The Macmillan Way: Runs for 290 miles mostly along existing footpaths, bridleways and byways from Boston on the Lincolnshire coast to the Dorset coast at Abbotsbury, passing through Oakham on its way. Promoted by the Macmillan Way Association to raise funds for Macmillan cancer support.

II. The Jurassic Way: An 88 mile footpath promoted by Northamptonshire County Council that connects the Oxfordshire town of Banbury with the Lincolnshire town of Stamford.

III. The Hereward Way: Runs for 103 miles between Oakham and East Harling in Norfolk. The path takes its name from Hereward the Wake, who had his base on the Isle of Ely that is located near to the middle of the path.

RCC Rights of Way Improvement Plan 2007 49 Network Assessment

IV. The Viking Way: From the Humber Bridge this gentle route heads south for 147 miles along the Lincolnshire Wolds through territory once occupied by Vikings to Horncastle and Lincoln, finishing in Oakham. Almost the entire route forms part of European path E2.

V. The Danelaw Way: Connects Lincoln and Stamford, two of the five 'burghs' of the ancient Danelaw. Although this 60 mile route is mainly within Lincolnshire it does stray briefly into Rutland.

VI. The Rutland Round: A circular walk of about 65 miles around the county boundary created and promoted by the Rutland branch of the Campaign for the Protection of Rural England (CPRE) and Rutland County Council.

VII. The Leicestershire Round: The Leicestershire Round is a 100 mile circular walk around Leicestershire that enters Rutland briefly near Belton-in-Rutland.

J 6.7 Attractive Countryside

Attractive Countryside

Much of Rutland has been classified by the Structure Plan as comprising Areas of Particularly Attractive Countryside, principally in the southern and central parts of the County (Appendix A Map 12). The delineation of these areas, covering over half of the county, was based on a survey undertaken by Rutland District Council in 1990.

The remaining countryside in the county is of variable quality and may still be considered to be attractive, despite the lack of recognition by the planning system.

Ancient Woodland

Ancient woodland is defined as land believed to have been continuously wooded since at least 1600 AD. It may be:

Ancient semi-natural woodland - ancient woodland sites that have retained the native tree and shrub cover that has not been planted, although it may have been managed by coppicing or felling and allowed to regenerate naturally, or

Ancient replanted woodland - ancient woodland sites where the original native tree cover has been felled and replaced by planting, usually with conifers and usually this century.

Natural England maintains an inventory of all Ancient Woodland (which has been available on-line since 1999). The inventory shows a total of 31 ancient woodland sites scattered across the county, but concentrated mainly in the north east of the county. Most are in private ownership and only a handful have public access.

50 RCC Rights of Way Improvement Plan 2007 Network Assessment

J 6.8 Other Features and Attractions

Rutland Water

Built in the 1970s to supply water to the East Midlands and originally named 'Empingham reservoir', Rutland Water is one of the largest man-made reservoirs in Europe and is the county’s most popular tourist attraction, offering activities for all ages.

It has a 25-mile circular track for walking and cycling, and an international reputation for sailing, trout fishing and bird watching, all of which are open to day visitors.

Anglian Water have tried to provide good access to the reservoir and the opportunity to participate in a range of activities for people with a variety of disabilities or who just find they are not as fit as they used to be.

The car parks are surfaced. All have wheel chair accessible toilets and there is no charge for vehicles displaying a blue badge or for coaches. The visitor centres are located close to these car parks and are also wheel chair accessible.

The site includes the Anglian Water Bird Watching Centre which is equipped with a hearing induction loop, although wheel chair access is restricted to the ground floor. It is also home to the first breeding ospreys in England for 150 years and is the venue of the British Bird Watching Fair each August.

Facilities at the site are excellent, yet more could to be done to integrate the circular track around the reservoir into the wider access network.

Exton Park

Exton Park is a large traditional English country estate that has been the home of the Noel Family (the Earls of Gainsborough) for almost four hundred years.

The park has existed since the 12th century and plays host to an abundance of treasures, including Fort Henry, a mock gothic fishing folly built in 1788, and the ruins of the original Tudor mansion which burnt down in 1810.

Exton Hall is the private home of Viscount Campden and is not normally open to the public. However the grounds can be explored using one of the many footpaths and bridleways that cross the park.

RCC Rights of Way Improvement Plan 2007 51 Network Assessment

J 6.9 Discovering Lost Ways

New legislation has set a deadline of 2026 for adding paths to the definitive map and statement on the basis of historical documentary evidence (historical is defined as pre-1949). To assist the relevant authorities with the not inconsiderable task of ensuring that the definitive map is, as far as possible, complete by the cut-off date the Countryside Agency (now Natural England) initiated the Discovering Lost Ways project.

The first stage in the project involves a team of researchers, known as the Archive Research Unit (ARU), examining the principal historic sources of evidence of potential lost ways. This range of documents includes enclosure awards, tithe awards, Finance Act 1910 maps, railway and canal Acts, turnpike records and estate maps.

The programme for the work is organised around the 39 historic counties of England, as this reflects where most historic documents are held in archives. Counties to be included in the first wave of research (to be completed between 2007 and 2009) include Nottinghamshire and Lincolnshire. Research in the remaining counties will follow, with full coverage of England expected to be complete in 2012.

Before beginning work in a county the ARU will work with local authority rights of way officers, county archivists and local volunteer researchers to draw up a County Research Plan. Using local knowledge and previous research this will identify potential target paths for research and additional sources of evidence to be checked, in addition to the principal historic documents.

It is now being proposed that a framework be developed to provide guidance on how to prioritise and take forward evidence of lost ways. Local priorities set out in an authority’s Rights of Way Improvement Plan (ROWIP) will be, possibly, the most significant factor in determining a claims priority.

52 RCC Rights of Way Improvement Plan 2007 Network Assessment

J 6.10 Current condition of the rights of way network

Consultation both in Rutland and elsewhere in the country found that the condition of the rights of way network is a significant issue to users. Poorly maintained paths can limit peoples use of the network and, conversely, when paths are maintained to high standard this can encourage greater use.

The condition of a local authority’s rights of way network is measured using an Audit Commission Best Value Performance Indicator (BVPI178). The indicator is the total length of rights of way which were ‘easy to use’ as a percentage of the total length of all rights of way. Easy to use means:

Signposted or waymarked where they leave the road in accordance with the authority’s duty under s.27 of the Countryside Act 1968 and to the extent necessary to allow users to follow the path (a public right of way wholly within a built up area, with a hard surface provided along its complete length, and with a clearly defined route may be excluded from measurement).

Free from unlawful obstructions and other interference (including overhanging vegetation) to the public’s right of passage.

Surface and lawful barriers (e.g. stiles, gates) in good repair and to a standard necessary to enable the public to use the way without undue inconvenience

Authorities must carry out an annual survey of at least 5% of their network length (or 25 kilometres, whichever is the smaller) using a nationally agreed methodology – in Rutland we survey at least 25 kilometres. The surveying takes place in May and November to account for seasonal weather conditions. The paths to be surveyed are selected at random.

Since 2002 there has been significant investment in the rights of way service in Rutland, most of which has been focused on improving the condition of the network. In recent years there has been some additional investment in support of a Public Service Agreement. We set ourselves the very ambitious target of raising the length of paths considered easy to use, according to BVPI178, to 95% by 2006.

Figure 6 – Best Value Performance Indicator 178

2001 2002 2003 2004 2005 2006 Rutland 74.1% 38.8% 50.5% 49.4% 69.3% 86.0% Counties Av 66.0% 59.0% 62.0% 66.4% 69.2% Counties Top Q 76.0% 68.0% 61.9% 72.5% 75.2%

Unfortunately we fell slightly short of this stretching target but believe that the improvements we have made will see us performing in the Top Quartile (25%) of county authorities when figures are released later this year.

RCC Rights of Way Improvement Plan 2007 53 Network Assessment

BVPI178 is a useful indicator of the networks condition but can never give a true picture as it is based on only a 5% of the total network length.

Recognising the limitations of BVPI178, earlier this year consultants were commissioned to undertake a survey of the entire network in Rutland. The survey data is held in the Countryside Access Management System (CAMS) database, where it can be analysed in more detail.

The figures below are taken from the survey data and show that the furniture on the network is generally in good condition. Even where furniture has been recorded as being in an unsatisfactory condition it may not have failed using BVPI178 criteria.

Many stiles may have been recorded as unsatisfactory simply for being too high and not complying with the requirements of the British Standard (BS5709) for gaps, gates and stiles.

Figure 7 – RCC Countryside Access Management System Data (2007)

Bridges Gates Signs Steps Stiles Satisfactory 92% 85% 90% 98% 86% Unsatisfactory 8% 15% 10% 2% 14% Total Number 311 504 631 43 773

The data returned from the survey reflects the investment in improving the condition of the network and suggests that recent improvements in BVPI178 are down to more than chance. Now that we have an accurate picture of the network we will be able to focus future work where it most needed.

J 6.11 Safety of routes

Our research found that road safety is an important issue to many users. Needing to cross a busy road may deter people from using a particular route. A total of 23 locations have been identified where rights of way cross busy ‘A’ roads, including the A1 in the east of the county (Appendix A Map 13).

Rail crossing points were also identified as a problem during consultation, especially for horse riders. A further 9 locations where rights of way cross railway lines have been identified (Appendix A Map 14). Network Rail is responsible for the maintenance of crossing points, and have been made aware of any problems reported to us.

54 RCC Rights of Way Improvement Plan 2007 Network Assessment

J 6.12 Conclusions

Statutory guidance on preparing a Rights of Way Improvement Plan suggest that the plan should not contain site specific details of network assessments, which should instead be contained in an annual business plan. However a number of general conclusions can be made from the assessment of the network:

The density of the rights of way network in Rutland is mostly uniform, with routes being relatively evenly distributed across the county. There are, however, some small but noticeable gaps in provision.

There is no correlation between population density and network density, and so routes in and around centres of population may be subject to greater use than those further out in the countryside.

There is a much smaller network of routes available to cyclists and horse riders than there is for walkers, which is highly fragmented.

Opportunities for off-road driving are very limited.

Gaps in the rights of way network may encourage people to trespass or use ‘busy’ sections of road to link off-road routes.

Many routes have been ‘severed’ by busy roads and railway lines

The physical condition of the network is currently quite good, but more could still be done.

There is lack of objective information on the accessibility of routes.

RCC Rights of Way Improvement Plan 2007 55 Statement of Action

Section 7 – Statement of Action

The Countryside and Rights of Way Act 2000 requires local highway authorities to prepare a statement of the action they propose to take for the management of local rights of way, and for securing an improved network of local rights of way, with particular regard to the matters dealt with in the assessment.

Statutory guidance dictates that a statement of action should be derived from local highway authorities’ assessments. But given the emphasis elsewhere in the statutory guidance on the importance of setting the ROWIP in the context of relevant local plans and other strategic documents, the statement of action described here is based on a combination of:

The assessment of needs and demands; The opportunities provided by the network; and Links to wider public benefits

The issues identified by the assessment of user needs and demands are:

We are proposing 10 Core Actions in order to address users concerns; secure an improved network; and make links to a range of public benefits. In no particular order, they are:

Continue to improve standards of maintenance across the network. Maintain an accurate and up-to-date definitive map and statement. Reduce the number of physical barriers on the network. Extend the network currently available to cyclists and horse-riders. Develop routes that cater for the needs of people with limited mobility. Promote the health benefits associated with countryside access. Promote Rutland's countryside to residents and visitors. Improve the safety and attractiveness of routes affected by the transport network. Seek opportunities to enhance the rights of way network through the planning process. Develop links between the rights of way network and public transport.

56 RCC Rights of Way Improvement Plan 2007 Action Plan

Section 8 - Action Plan

The Action Plan sets out a range of range of strategic actions (Core Actions) at county level that are being proposed to address the issues identified by the assessment and as a means for securing an improved rights of way network. Background information has been provided linking each of the Core Actions to the assessment of users’ needs and giving details of how the proposed action links to other relevant policies, strategies and plans.

Beneath each of the identified Core Actions the Action Plan lists a number of more specific measures that are being proposed in order to achieve the Core Action. For each action the Action Plan indicates:

I. Ref: A unique reference number that identifies the proposed action. II. Actions: What we are proposing to do in order to achieve the Core Action. III. Resources: Whether the proposed action can be carried out with the existing staff and budget, or whether additional resources will be required.

It must be noted that the additional staff symbol does not necessarily mean that the action requires a new dedicated full time member of staff. An extra staff member may be able to undertake a number of the actions with the plan. Where a need for additional funding has been identified there may be some overlap between linked actions. For example the funding required for action 2C may also help us to complete action 8E.

Staff

The proposed action can be carried out by existing staff.

Additional staff time will be required.

Funding

£ Less than £3000 to implement ££ Between £3000 and £10000 to implement £££ Over £10000 to implement

IV. Timescale: The timescale within which we are proposing to complete the action. However, as we are unable to do all the things identified in the statement of action within the life of the plan we will be using public consultation on the draft to help us decide where to concentrate our efforts.

V. Partners: A list of key partners and stakeholders.

VI. Links: Links to other actions within the Action Plan.

RCC Rights of Way Improvement Plan 2007 57 Action Plan

Core Action 1: Improve standards of maintenance across the network

Evidence and Support

The Highways Act 1980 places Highway Authorities under a duty to maintain those highways that are maintainable at the public expense. Statute does not define in any detail the exact extent to which rights of way should be maintained. However the Secretary of State considers that the duty to maintain means ensuring that a highway is capable of meeting the use that is normally made of it throughout the year.

General condition of the network affects how it delivers in terms of health, sustainable transport, tourism and leisure. Maintenance issues were frequently referred to during consultation and it is important that we get the basics right if we are to encourage greater use of the network for these purposes. Condition of the network has been cited as limiting levels of use by all types of user, with respondents stated that they would like to see improved signing and waymarking, increased vegetation clearance, and well maintained path surfaces and furniture.

Strategic context

RCC Local Transport Plan 2 (Road Safety, Accessibility, Congestion, Air Quality, Quality of Life) RCC Economic Development and Tourism Strategy (2004 – 2007) RCC Community Plan: A Plan for Rutland (2005-2008) RCC Local Area Agreement

58 RCC Rights of Way Improvement Plan 2007 Action Plan

Core Action 1: Improve standards of maintenance across the network

Resources Time scale (years) Links to other What will be done? Partners Staff Funding 1-2 3-4 5+ actions

Conduct an annual condition survey of at least 20% 1B 1F 3C 3D 1A User groups of the total network length. - 9 9 9 5A 5B 6A

Continue to maintain a fully signed and waymarked 1B network using a rolling maintenance programme - 9 9 9 1A 1L developed using data from the annual survey.

Initiate a programme of signing all un-surfaced 1C RCC (Others) unclassified county roads (uUCRs). - 9Q

Develop a maintenance policy and a priority system 1D LAF 1F for categorising rights of way. - 9

Prepare a new rights of way maintenance contract 1F 1G 1I 1E and improved seasonal vegetation clearance - 9 3B 4A 5D programme.

Map all paths in the clearance programme and 1F 1G 1I identify key routes using priority system. - 9

RCC Rights of Way Improvement Plan 2007 59 Action Plan

Core Action 1: Improve standards of maintenance across the network

Resources Time scale (years) Links to other What will be done? Partners Staff Funding 1-2 3-4 5+ actions

Develop a headland management scheme, whereby NFU 1G landowners are offered payments for cutting 1F - 9 CLA headland paths on their land.

Develop a management strategy for the control of User groups ragwort on the rights of way network and key road 1H DEFRA 8D side verges. Publicise the procedure for reporting - 9 Parish Council ragwort 'hotspots' to the Highway Authority.

Work with local equestrian groups to carry out a 1I survey which can then be used to develop an - 9 User groups 1F overhead vegetation clearance programme.

Develop improved defect reporting procedures, 1J 3F 7E including on-line systems. - 9 9

Explore cost effective means of using recycled Other Local 1K materials for maintenance on rights of way. - 9 Authorities

Encourage the use of volunteers to carry out 1L improvements to paths. - 9 9 9

60 RCC Rights of Way Improvement Plan 2007 Action Plan

Core Action 1: Improve standards of maintenance across the network

Resources Time scale (years) Links to other What will be done? Partners Staff Funding 1-2 3-4 5+ actions

Establish management agreements with Natural Natural England 1M England for Sites of Special Scientific Interest (SSSi) - 9 Landowners crossed by public rights of way.

RCC Rights of Way Improvement Plan 2007 61 Action Plan

Core Action 2: Maintain an accurate and up-to-date definitive map and statement

Evidence and Support

The definitive map and statement for an area is kept by the Highway Authority and records existing public rights of way. Surveying authorities are under a duty to keep the map and statement under continuous review, and to make modification orders as necessary to keep the map and statement up to date as an accurate record of the public’s rights. Rutland County Council acts as both the Highway Authority and Surveying Authority for Rutland.

Keeping the map and statement up to date and making the information they contain easily accessible removes uncertainty over the correct alignment and status of routes, and increases general awareness of the access network. In some cases this can have the same effect as creating new paths, as people are made aware of paths that they never knew existed.

Many people told us that they would use the rights of way network more often if paths were easier to find and follow. A more accurate and up-to-date definitive map, that is more accessible, should increase awareness of the network. This is particularly true for routes that have been diverted. We also received comments from people who are new to Rutland and who do not know where they are allowed to walk. Consultation with town and parish councils revealed most believe that historical research (to ensure that routes are correctly recorded on the definitive map) should be a priority.

Strategic context

RCC Local Transport Plan 2 (Road Safety, Accessibility) RCC Milestone Statement (2000)

62 RCC Rights of Way Improvement Plan 2007 Action Plan

Core Action 2: Maintain an accurate and up-to-date definitive map and statement

Resources Time scale (years) Links to other What will be done? Partners Staff Funding 1-2 3-4 5+ actions

Review the Definitive Map and Statement during life 2B 2C 2H 2A of the plan and publish a new map and statement for - 9 2I 7E the county in stages over the next five years.

RCC (Others) Distribute copies of the new Definitive Map to all 2B Town Council 2A 7C Council Offices, Local Libraries and Parish Councils. - 9 Parish Council

Continue work on the development of a digital 2C definitive map so that it can be provided on-line at - 9 RCC (Others) 2A 7E scales up to 1:2500.

Seek to map other routes and land with public RCC (Others) 2D access (permissive routes, uUCRs) and make this - 9 Landowners 7C 7E information available to the public. DEFRA

Develop priority systems for handling applications for 2E LAF 2F 2H Legal Orders (PPO) (DMMO). - 9

Continue work with the County Surveyors Society CSS 2F Definitive Map Sub Group to develop an easy to use 2E - 9Q MSIG DMMO application pack.

Undertake research to determine the widths of paths 2G where it is currently undefined £ 9

RCC Rights of Way Improvement Plan 2007 63 Action Plan

Core Action 2: Maintain an accurate and up-to-date definitive map and statement

Resources Time scale (years) Links to other What will be done? Partners Staff Funding 1-2 3-4 5+ actions

Catalogue existing Definitive Map anomalies, 2H determine the preferred actions, and seek - 9 ARU (Lost Ways) 2E 2I implementation.

Identify all cross boundary routes and ensure Other Local 2I 2H consistency of status and alignment. - 9 Authorities

Develop and maintain such digital registers as are 2J required by legislation, incorporating such additional - 9 RCC (Others) information as may be deemed appropriate.

64 RCC Rights of Way Improvement Plan 2007 Action Plan

Core Action 3: Reduce the number of physical barriers on the network

Evidence and Support

Rutland County Council is committed to improving access to the countryside and the Rights of Way network for all. The Countryside and Rights of Way Act requires highway authorities to have regard for the needs of people with mobility problems. In addition, the Disability Discrimination Act 1995 (DDA) directs service providers to take reasonable steps to ensure disabled people are able to make use of a service.

Physical barriers can take many forms and consultation has revealed that they are not just an issue for the disabled. Path infrastructure, such as stiles and gates, was frequently highlighted as an issue and it seems that reducing the number of physical barriers will not only open up more of the network to users with restricted mobility but will make journeys for all users easier and more enjoyable.

Making routes more accessible by reducing the number of physical barriers will open up the network to a wider section of the community. There is widespread support for replacing stiles with gates amongst walkers and, surprisingly perhaps, land managers. Making the network more accessible can improve access to services and reduce social exclusion experienced by people with mobility problems.

Strategic context

RCC Milestone Statement (2000) RCC Public Rights of Way Ease of Use Strategy (2004) RCC Disability Equality Scheme (2006) RCC Local Transport Plan 2 (Accessibility, Quality of Life)

RCC Rights of Way Improvement Plan 2007 65 Action Plan

Core Action 3: Reduce the number of physical barriers on the network

Resources Time scale (years) Links to other What will be done? Partners Staff Funding 1-2 3-4 5+ actions Continue to apply the principle of the 'Least Restrictive Option' when authorising new structures, 3B 3C 3D 3A and only authorise stiles in exceptional - 9 4E 5C 5D circumstances.

Ensure all newly authorised structures conform to 1E 3A 3C 3B BS 5709. - 9 4E 5D

Encourage landowners to allow the County Council Landowners 3C to install gates in place of existing stiles that require - 9 9 9 NFU 3A 3B 5C 5D repair or replacement. CLA Develop a system for recording and authorising Landowners structures on the network. Officers will then seek the 3D NFU 3A 5C 5D removal of those that are unauthorised and/or - 9 CLA unnecessary. RCC (Others) Identify key routes offering potential for increased Parish Council 4A 5A 5B 3E use and carry out resurfacing and improvement RAG £££ 9 9 9 5C 6A 8B where appropriate. PCT LAF Develop a more robust enforcement policy building Landowners on the existing procedures that the authority has in NFU 3F place. Continue to maintain a database of 'repeat 1J - 9 CLA offenders' and take appropriate action against LAF persistent non compliance.

66 RCC Rights of Way Improvement Plan 2007 Action Plan

Core Action 4: Extend the network currently available to cyclists and horse-riders

Evidence and Support

It is recognised that the network currently available to horse riders and cyclists is fragmented and is generally considered to be inadequate for current levels and patterns of use. The equestrian survey conducted as part of our assessment revealed that the creation of more routes was considered a priority by the overwhelming majority of respondents.

Extending the network currently available to cyclists and horse riders could contribute towards improved road safety by reducing the need for these vulnerable groups to use roads. It might also encourage more people to see cycling as realistic alternative to the car for short journeys, this could potentially help reduce congestion and contribute towards improving the health of the community.

If the network is to meet current and future needs we will need to increase the number of routes available, reduce barriers to use on existing routes, and develop a more cohesive network by providing missing links where appropriate.

Consultation revealed that both horse riders and cyclists believe the network is currently inadequate and many people suggested they would ride more often if there were more routes available. Extending the network might also encourage more people to cycle to their place of work and other local facilities.

Strategic context

RCC Local Transport Plan 2 (Road Safety, Accessibility, Congestion, Quality of Life) RCC Community Plan: A Plan for Rutland (2005-2008) Leicester, Leicestershire and Rutland Road Safety Plan (2002) Walking and Cycling: An Action Plan (DfT)

RCC Rights of Way Improvement Plan 2007 67 Action Plan

Core Action 4: Extend the network currently available to cyclists and horse-riders

Resources Time scale (years) Links to other What will be done? Partners Staff Funding 1-2 3-4 5+ actions

Upgrade footpaths to bridleways, where appropriate, 4A to develop a more cohesive network of routes £££ 9 9 9 User groups 8B available to equestrians and cyclists.

Support the development of 'Toll Ride' schemes Ride Welland 4B where appropriate. - 9 9 CLA

Develop links between the Rutland Water perimeter Anglian Water track and the wider access network, and assist local 4C User groups 7G 8B riding groups in their efforts to secure greater - 9 LAF equestrian access.

Seek creation agreements / orders to make missing 4D User groups 8B 8E links, where sufficient need has been established. £££ 9 9

Ensure that all gates fitted on routes with equestrian 4E rights are fitted with latches that can be operated - 9 User groups 3A 3B from horse back.

68 RCC Rights of Way Improvement Plan 2007 Action Plan

Core Action 5: Develop routes that cater for the needs of people with limited mobility

Evidence and Support

The specific problems encountered by people with disabilities in enjoying the outdoors vary according to the individual disability. In order to ensure that the network provides adequate opportunities for groups that are currently under-represented we are proposing to conduct a series of accessibility audits and then present this information in a format that will allow users to make an informed choice about the suitability of routes according to their individual requirements.

Improving accessibility helps in tackle the problems faced by disadvantaged groups and promotes social inclusion by attempting to provide enhanced access to places of work, shops, schools, health care and other services.

Key routes will be brought up to the highest possible access standards suitable for all levels of disability.

Despite the lack of objective information on the accessibility of the network, it is clear from discussions with user groups, parish councils and council officers that there are not currently enough routes that are suitable for use by people with limited mobility.

Strategic context

RCC Disability Equality Scheme (2006) RCC Local Transport Plan 2 (Accessibility, Quality of Life) RCC Community Plan: A Plan for Rutland (2005-2008)

RCC Rights of Way Improvement Plan 2007 69 Action Plan

Core Action 5: Develop routes that cater for the needs of people with limited mobility

Resources Time scale (years) Links to other What will be done? Partners Staff Funding 1-2 3-4 5+ actions

Identify existing routes that are suitable for users 5A 1A 3E 5B with restricted mobility. £ 9

Undertake accessibility audits to identify routes 5B where improvements may be made to make them £ 9 1A 3E 5A more accessible. Working with Rutland Access Group (RAG) and other groups representing people with disabilities we RAG 5C 3A 3C 3D 3E will identify and improve routes for users with £££ 9 9 PCT restricted mobility. Ensure all new and improved paths comply with the 5D British Telecom 'Countryside for All' design - 9 9 3A 3B 3C 3D standards where reasonable and practical to do so.

Promote new and existing routes using an 5E LAF 6B 6C 7H appropriate format and medium. £ 9 9 9

70 RCC Rights of Way Improvement Plan 2007 Action Plan

Core Action 6: Promote the health benefits associated with countryside access

Evidence and Support

A modest amount of regular moderate-intensity exercise, such as walking, can help to protect against developing such illnesses as Coronary Heart Disease (CHD), stroke, non-insulin dependent diabetes, osteoporosis and, by improving strength and co-ordination, protect against falls, fractures and injuries. The cost to England’s economy of poor health due to a lack of exercise is considerable: estimates range from £2bn to £6.5bn a year as a result of additional direct costs to the NHS, loss of working days due to sickness and premature death. These equates to between £40 and £140 per head of population.

Walking can be undertaken by almost anyone and requires no specialist equipment. We are proposing to support ‘Green Exercise’ schemes such as the ‘Walking the way to Health’ initiative and encourage people to take advantage of the health benefits that the rights of way network can offer.

Promoting the health benefits of physical activity is a theme found in many of the local, regional and national policy documents reviewed during the preparation of this plan. One of the stated aims of the Rutland Community Plan is to improve the health and well being of all members of the community.

Strategic context

RCC Community Plan: A Plan for Rutland (2005-2008) Choosing Health Delivery Plan: November 2005 (MRH PCT) Investment for Health: East Midlands Regional Health Strategy Choosing Health: Making Healthier Choices Easier (White Paper)

RCC Rights of Way Improvement Plan 2007 71 Action Plan

Core Action 6: Promote the health benefits associated with countryside access

Resources Time scale (years) Links to other What will be done? Partners Staff Funding 1-2 3-4 5+ actions Prioritise improvements on routes used for existing 6A Health Walks and identify routes with the potential to - 9 PCT 1A 3E 6B be used as part of a health walk.

Work with representatives from the PCT and WHI 6B volunteers to develop packs of health-orientated £ 9 PCT 5E 6A 6C 7H routes on rights of way.

Develop and promote a series of self-guided short 6C LAF 5E 6A 6B 7H walk leaflets for new walkers. £ 9

Seek to provide free transport for local ‘Health Walk’ 6D PCT 6A 6B participants to various sites around the county. - 9Q 9 9

Support new physical and mental health initiatives 6E PCT that involve the use of the rights of way network. - 9

Establish a BTCV 'Green Gym' programme to assist 6F with maintenance and improvement of the rights of £ 9 BTCV way network.

72 RCC Rights of Way Improvement Plan 2007 Action Plan

Core Action 7: Promote Rutland's countryside to residents and visitors

Evidence and Support

One of the most significant barriers preventing people from utilising the countryside access network for part of their journey is a lack of information. This view is supported by the results of the consultation exercise conducted as part of our assessment. Lack of information and paths not being easy to find or follow were commonly quoted as reasons why people did not get out in to the countryside more often.

Furthermore, the benefits associated with any physical improvements to the network may not be fully realised if we do nothing to promote and encourage its use. Promoting Rutland’s countryside access network to visitors also has the potential to stimulate tourism and contribute to the local economy. The recent appointment of a Tourism Development Officer will help us in developing the countryside aspect of Rutland’s unique and distinctive rural tourism product, and can help to foster links with interested parties from the local tourism business community.

Strategic context

RCC Council Economic Development & Tourism Strategy (2004-2007) RCC Local Transport Plan 2 (Accessibility, Quality of Life) Destination East Midlands: East Midlands Tourism Strategy (2003-2010)

RCC Rights of Way Improvement Plan 2007 73 Action Plan

Core Action 7: Promote Rutland's countryside to residents and visitors

Resources Time scale (years) Links to other What will be done? Partners Staff Funding 1-2 3-4 5+ actions CPRE Assist in the promotion of local routes and events User groups such as the 'Rutland Round' and the 'Round Rutland 7A RCC (Others) 7F Ride' and encourage potential links with tourism and - 9 9 9 Rutland Tourism rural businesses. Ride Welland Develop promotional literature describing a series of Parish Council high quality circular routes for different classes of User groups 5E 6C 7B £ 9 user, targeted around the edge of towns and per route Rutland Tourism 10D 10E villages, using appropriate formats and media. Ride Welland

Work with parish councils to erect map display 7C £ 9 Parish Council 2B 2D boards at suitable locations throughout the county. per item Support nationally promoted routes that pass through the county and publish guides that allow for 7D £ 9 User groups sections of the paths to be used as day walks or per route rides.

Develop the countryside access pages of the County RCC (Others) 7E Council website and investigate the feasibility of - 9 Rutland Tourism 1J 2A 2C 2D delivering on-line GIS mapping. LAF

Seek to develop links with tourism and RCC (Others) 7F accommodation providers to distribute information 7A - 9 Rutland Tourism on the access network and promoted routes.

74 RCC Rights of Way Improvement Plan 2007 Action Plan

Resources Time scale (years) Links to other What will be done? Partners Staff Funding 1-2 3-4 5+ actions RWP Seek opportunities to promote off-road cycling routes User groups 7G throughout the county to cyclists visiting Rutland 4C - 9 Cycling Shops Water. Anglian Water Provide information on the accessibility of routes, as 7H determined by accessibility audits, using suitable ££ 9 9 5E 6B 6C formats and media.

RCC Rights of Way Improvement Plan 2007 75 Action Plan

Core Action 8: Improve the safety and attractiveness of routes affected by the transport network

Evidence and Support

Increasing volumes of traffic and speeds on many of our roads lead to concerns over safety and can present a barrier to the use of some routes. Railway crossings may also deter people from using particular routes. Road safety and network connectivity were highlighted as issues during the consultation exercise, particularly by horse riders.

One of the key objectives in the Leicester, Leicestershire and Rutland Road Safety Plan (2002) is “To focus particular attention on improving road safety for vulnerable road users,” which is later defined as including pedestrians, cyclists, horse riders, people with disabilities and older people.

The LTP2 also suggests that the reduction in the numbers of people walking and cycling due to safety fears, particularly for short journeys, is increasing the number of vehicles on the road.

The links between road safety and rights of way is clear, and perhaps the best way to improve road safety for vulnerable users is to provide them with off-road alternatives.

Strategic context

RCC Local Transport Plan 2 (Road Safety, Accessibility, Quality of Life) Leicester, Leicestershire and Rutland Road Safety Plan (2002)

76 RCC Rights of Way Improvement Plan 2007 Action Plan

Core Action 8: Improve the safety and attractiveness of routes affected by the transport network

Resources Time scale (years) Links to other What will be done? Partners Staff Funding 1-2 3-4 5+ actions

Identify points where the rights of way network is RCC (Others) 8A crossed by the primary road network and seek 8B 8D 8E ££ 9 Highways Agency opportunities to make and fund improvements. Identify where 'missing links' in the rights of way RCC (Others) network require users to travel along busy roads and User groups 3E 4A 4C 4D 8B develop solutions including verge improvements, £££ 9 9 9 Landowners 8A 8D 8E creation agreements / orders. Ride Welland Identify locations where the rights of way network is crossed by the rail network and, working with the 8C Network Rail appropriate authorities, develop measures to - 9 improve safety. Identify roadside verges and footway improvements RCC (Others) 8D that can provide safe links between rights of way. 1H 8A 8B - 9 9 User groups Compile a register of identified verges.

Create 'Behind the Hedge' routes to provide missing 8E Landowners 4D 8A 8B links where appropriate, and safe to do so. £££ 9 9

RCC Rights of Way Improvement Plan 2007 77 Action Plan

Core Action 9: Seek opportunities enhance the network through the planning process

Evidence and Support

Government considers that the effect of development on a PROW is a material consideration in the determination of planning applications and consequently it asks local authorities to ensure that the effect of a proposal on a right of way is taken into account.

Current planning policy guidance aims to reduce the need to travel, especially by car, by promoting walking, cycling and public transport. To meet these aims we will ensure that all new developments are integrated into the existing countryside access network and we will seek additional network capacity from developers.

The Minister for Biodiversity, Landscape and Rural Affairs has recently issued advice to Local Access Forums relating to the implementation of Rights of Way Improvement Plans. The advice suggests that section 106 agreements, or ‘planning obligations’, are a potential source of funding for the actions being proposed in ROWIPs.

Strategic context

Leicestershire, Leicester and Rutland Structure Plan 1996-2016 RCC Local Plan 2001 RCC Local Transport Plan 2 (Road Safety, Accessibility, Quality of Life)

78 RCC Rights of Way Improvement Plan 2007 Action Plan

Core Action 9: Seek opportunities enhance the network through the planning process

Resources Time scale (years) Links to other What will be done? Partners Staff Funding 1-2 3-4 5+ actions Seek to prevent development that would have a 9A detrimental impact on the existing public rights of - 9 9 9 RCC (Others) 9B 9C 9D way network.

Ensure that all new developments link to the rights 9B of way network by appropriate dedicated footpaths, - 9 9 9 RCC (Others) 9A 9C 9D cycleways and bridleways.

Working with both the local Planning Authority and 9C developers, the County Council will produce a Guide - 9 RCC (Others) 9A 9B 9D to Development and Rights of Way.

RCC Rights of Way Improvement Plan 2007 79 Action Plan

Core Action 10: Develop the network to link with public transport

Evidence and Support

Better integration of the countryside access network with the public transport network will increase the potential for people to make sustainable travel choices and reduce social exclusion. The Accessibility Strategy in the LTP2 makes specific reference to the contribution that the rights of way network can make and explains how accessibility is an essential element of the Councils strategic aims and objectives. Improved links with public transport may also help reduce the volume of traffic on the county’s roads and contribute towards modal shift. Reducing congestion and improving accessibility are two of the LGA shared priorities for transport.

Strategic context

RCC Local Transport Plan 2 (Accessibility, Congestion) Walking and Cycling: An Action Plan (DfT) The Future of Transport: A Network for 2030 (DfT)

80 RCC Rights of Way Improvement Plan 2007 Action Plan

Core Action 10: Develop the network to link with public transport

Resources Time scale (years) Links to other What will be done? Partners Staff Funding 1-2 3-4 5+ actions

Identify existing links between the rights of way 10A RCC (Others) 10C 10D 10E network and local bus services. - 9 9

Ensure that rights of way connections are RCC (Others) 10B considered when planning new bus routes and 10D - 9Q Bus operators stops.

Promote selected routes through timetables, bus RCC (Others) 10C route information maps, key bus interchanges and - 9 Bus operators 10A train stations. TOC

Ensure that, wherever possible, promoted walks can RCC (Others) 7B 10A 10D be accessed using public transport. - 9 9 Route promoters 10C 10E

Provide relevant public transport information on 10E RCC (Others) 8B 10A 10D promoted walk leaflets. - 9 9

RCC Rights of Way Improvement Plan 2007 81 Appendix A

Section 9 – Implementation, Monitoring & Review

J 9.1 Implementation

Rights of Way Improvement Plans are meant to be aspirational and ambitious in identifying potential improvement to the network. Therefore we cast our net wide when considering ways to improve the network whilst recognising that it would not be possible to implement them all immediately.

The County Council will need to work in partnership with a range of organisations in order to deliver many of the proposed actions. Additional funding may be required and will be sought from both internal and external sources.

The consultation on the draft plan helped us to establish priorities within the Statement of Action and the Action Plan, which will in turn affect the implementation of the Plan. The Local Access Forum also played a part in determining priorities, and will continue to influence how the plan is implemented.

J 9.2 Monitoring

We will produce an annual report containing details of progress that has been made towards the objectives in the final plan. Progress will also be monitored by the Local Access Forum.

It is anticipated that as the Plan will eventually be incorporated within the LTP and that reporting on delivery will be included within LTP Annual Progress Reports. At the time of writing, it is proposed that the ROWIP will be reviewed, and an update produced, to coincide with publication of the third Local Transport Plan in 2011/12.

82 RCC Rights of Way Improvement Plan 2007 Appendix A

Appendix A – Map

RCC Rights of Way Improvement Plan 2007 83 Appendix A

84 RCC Rights of Way Improvement Plan 2007 Appendix A

85 RCC Rights of Way Improvement Plan 2007 Appendix A

86 RCC Rights of Way Improvement Plan 2007 Appendix A

MAP 2

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MAP3

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MAP 4

89 RCC Rights of Way Improvement Plan 2007 Appendix A

MAP 5

90 RCC Rights of Way Improvement Plan 2007 Appendix A

MAP 6

91 RCC Rights of Way Improvement Plan 2007 Appendix A

MAP 7

92 RCC Rights of Way Improvement Plan 2007 Appendix A

MAP 8

93 RCC Rights of Way Improvement Plan 2007 Appendix A

MAP 9

94 RCC Rights of Way Improvement Plan 2007 Appendix A

MAP 10

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MAP 11

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MAP 12

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MAP 13

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MAP 14

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100 RCC Rights of Way Improvement Plan 2007 Appendix B

Appendix B - References

1. ONS. 2005. News Release: Rutland the most rural area in England & Wales.

2. DEFRA. 2004. Rural Strategy.

3. DfT. 2004. Walking and Cycling: An Action Plan

4. DfT. 2004. The Future of Transport: A network for 2030

5. DH. 2004. Choosing Health: Making Healthier Choices Easier (White Paper)

6. EMRA. 2006. East Midlands Draft Regional Plan

7. GOEM. 2006. East Midlands Rural Delivery Framework (Consultation Draft)

8. EMRAF. 2006. East Midlands Rural Action Plan (Consultation Draft)

9. EMDA. 2003. Destination East Midlands: East Midlands Tourism Strategy

10. EMRA. 2003. Investment for Health: East Midlands Regional Health Strategy

11. MRHPCT. 2005. Choosing Health Delivery Plan

12. Rutland Together. 2005. A Plan for Rutland: Community Plan (2005-2008)

13. Rutland County Council. Local Transport Plan (2006-2011

14. Leicester, Leicestershire and Rutland Road Safety Plan (2002)

15. Leicester, Leicestershire and Rutland Structure Plan (1996-2016)

16. Rutland County Council Local Plan (2001)

17. Rutland County Council Economic Development and Tourism Strategy

18. ENTEC. 2001. Rights of Way Use and Demand Study. Countryside Agency

19. ADAS. 2003. Needs of Walkers Survey. Bedfordshire County Council

20. Lincolnshire County Council. 2005. Equestrian Survey.

21. Leisure Industries Research Centre. 2003. Use and Demand for Equestrian Access. Hampshire County Council

22. Cheshire County Council. 2005. Equestrian Strategy.

23. Rural Resources. 2004. Rights of Way Improvement Plan Demonstration Project – Horse and Cycle Use Research. Shropshire County Council.

24. Lancashire County Council. 2001. Study of the Demand for Off-Road Recreational Cycling.

RCC Rights of Way Improvement Plan 2007 101 Appendix B

25. DEFRA. 2005. Report of a research project on motor vehicles on byways open to all traffic.

26. Faber Maunsell. 2004. Environmental research on the needs of lawful vehicular users relating to rights of way. Nottinghamshire County Council

27. Disability Rights Commission. 2006. Code of Practice - Rights of Access: services to the public, public authority functions, private clubs and premises.

28. Countryside Agency. 2005. By all reasonable means: Inclusive access to the outdoors for disabled people.

29. Countryside Agency. 2001. Sense and Accessibility.

30. Mulder et al. 2006. Rights of Way Improvement Plans and increased access to the countryside: some key issues concerning supply.

31. Rutland County Council. 2006. Rights of Way Improvement Plan – Public Consultation. (http://rutland.gov.uk/ppimageupload/image58412.PDF)

102 RCC Rights of Way Improvement Plan 2007 Appendix C

Appendix C – Glossary of terms used

ABI – The Annual Business Inquiry is a statistical inquiry conducted by the Office of National Statistics (ONS) covering employment and financial information.

Access Land – A specific area of land where a new right of access on foot applies (often referred to as a right to roam). These areas were designated under the Countryside and Rights of Way Act.

ARU (Archive Research Unit) - A team of researchers established to investigate historic sources of evidence as part of the Discovering Lost Ways project.

BHS (British Horse Society) – A membership based charity promoting the interests of horse breeding and encouraging the use and protection of horses and ponies.

BOAT (Byway Open to All Traffic) – A route used mainly in the same manner as a footpath or bridleway, but can also be used by motorised vehicles.

BTCV (British Trust for Conservation Volunteers) – The biggest practical conservation charity in Britain.

BVPI178 (Best Value Performance Indicator) – A national indicator which is used to measure the condition of a rights of way network.

BW (Bridleway) – A route for use by walkers, cyclists and horse riders.

CAMS (Countryside Access Management System) – A database and integrated mapping system used to manage data relating to public rights of way.

CLA (Country Land and Business Association) – Association representing the interests of those responsible for land, property and business throughout rural England and Wales.

Community Strategy – A strategy produced by the county council through the Local Strategic Partnership to encourage joint working at a local level.

CPRE (Campaign to protect Rural England) – Campaign group seeking to protect the countryside from inappropriate development.

CROW (Countryside and Rights of Way Act 2000)

CTC (Cyclists Touring Club) – The largest and longest established national cycling membership organisation.

DDA (Disability Discrimination Act 2005)

Definitive Map and Statement – The legal record or public rights of way, showing their position and legal status.

DEFRA (Department for Environment, Food and Rural Affairs)

RCC Rights of Way Improvement Plan 2007 103 Appendix C

DLW (Discovering Lost Ways) – A Countryside Agency project to research unrecorded rights of way before the definitive map is closed to historic claims in 2026.

DMMO (Definitive Map Modification Order) – Legal process used to record a public right of way on the definitive map.

DRC ( Disability Rights Commission) - An independent body established to stop discrimination and promote equality of opportunity for disabled people.

FP (Footpath) – A route for use on foot only

GOEM (Government Office for the East Midlands)

LAA (Local Area Agreement) – Agreement between central and local government aiming to achieve local solutions that meet local needs, whilst also contributing to national priorities.

LAF (Local Access Forum) – A statutory body established under the CROW Act 2000 to provide strategic advice on the improvement of access to the countryside.

LGA (Local Government Association) – Promotes the interests of Local Authorities in England and Wales.

LLTI (Limiting Long-Term Illness) – Defined by the 2001 census as representing any long-term illness, health problem or disability that limits daily activities or work.

LSP (Local Strategic Partnership) – Non-statutory multi-agency partnerships promoting joined up working and responsible for development of the Community Plan.

LTP2 (Rutland Local Transport Plan 2) – A document setting out a five year strategy for the development of local, integrated transport, supported by a programme of transport improvements.

MRHPCT (Melton, Rutland and Harborough Primary Care Trust)

PPO (Public Path Order) – The legal process to change the existing path network e.g. by diverting or extinguishing routes.

PCT (Primary Care Trust) – Statutory bodies responsible for delivering health care and health improvements to their local area.

NFU (National Farmers Union) – Trade association representing farmers and growers across England and Wales.

ODPM (Office of the Deputy Prime Minister)

ONS (Office of National Statistics)

PROW (Public Rights of Way) – Footpaths, bridleways, restricted byways or byways open to all traffic.

RAG (Rutland Access Group) – Local voluntary organisation that campaigns for improvements to physical access within the environment.

104 RCC Rights of Way Improvement Plan 2007 Appendix C

RB (Restricted Byway) – A new classification of public right of way replacing Roads Used as a Public Path (RUPP). Can be used by walkers, cyclists, horse riders and carriage drivers.

ROWIP (Rights of Way Improvement Plan) – Document detailing how local highway authorities will identify the changes to be made, in respect of the management and improvement, to their local rights of way network.

RTC (Road Traffic Collision) - Where a mechanically propelled vehicle on a public road or other public place causes damage to someone else's property or vehicle, or any other person or animal is injured.

SLRLAF (South Lincolnshire and Rutland Local Access Forum)

TOC – Train Operating Company uUCR (un-surfaced Unclassified County Road) – Unsealed county road with lower status than a C road.

VISTA - Organisation supporting blind and partially sighted people in Leicester, Leicestershire and Rutland

RCC Rights of Way Improvement Plan 2007 105