Bletchley Transport Strategy

Stage 1 Report

November 2010

Contents

Executive Summary...... 1 1 Introduction...... 4 1.1 Background ...... 4 1.2 Report Format ...... 6 2 Bletchley Transport – Identifying the Issues...... 7 2.2 Review of previous studies...... 7 2.3 Common Transport Issues: Previous Studies...... 9 2.4 Consultation ...... 10 2.5 Consultation: Workshops ...... 11 2.6 Common Transport Issues: Consultation ...... 13 2.7 Technical Review ...... 14 2.8 Development & Growth...... 14 2.9 Travel Patterns ...... 15 2.10 Common Transport Issues: Technical Review...... 31 3 Bletchley Transport Strategy – Defining Objectives...... 33 4 Bletchley Transport Strategy – Scheme Options ...... 37 5 Bletchley Transport Strategy – Prioritising Schemes...... 39

Tables

Table 2.1 –Transport Issues identified in previous studies...... 8 Table 2.2 – Summary of Stakeholder engagement ...... 10 Table 2.3 – Issues identified at workshop...... 12 Table 2.4 – Bletchley Transport Strategy Development Assumptions...... 14 Table 2.5 – Modal choice for Bletchley Resident Population...... 16 Table 2.6 – Modal choice for Bletchley Daytime population ...... 17 Table 2.7 – Distance Traveled to work for Bletchley Resident Population...... 18 Table 2.8 – Distance Traveled to work – Bletchley Daytime population ...... 18 Table 2.9 – Journey-to work-trip patterns within Bletchley...... 20 Table 5.1 - Scoring of schemes………………………………………………………………………………………………………….39

Bletchley Transport Strategy

Figures Figure 1 – Study Area Figure 2 – Bletchley out-commuting Figure 3 – Bletchley in-commuting Figure 4 – 2006 Traffic levels Figure 5 – 2026 Traffic levels Figure 6 – 2026 AM peak hour modelled link flows as percentage of capacity Figure 7 – 2026 PM peak hour modelled link flows as percentage of capacity Figure 8 – Bletchley accident sites Figure 9 – Current cycling network Figure 10 – Access to transport hubs Figure 11 – Access to Local Centres Figure 12 – Access to Stadium MK Figure 13 – Bus Route Coverage Figure 14 – Strategic Signage

Appendices

Appendix A – Policy Review Appendix B – Review of previous studies Appendix C – Accident Sites Appendix D – Stage 1 Consultation Report Appendix E – Development Assumptions Appendix F – Potential Transport Schemes Appendix G – Scheme Assessment Criteria

Bletchley Transport Strategy

Executive Summary

Introduction to the study

Bletchley has been the subject of a number of studies and strategies within recent years which have either focused upon transport issues, or which have identified the important influence that transport has on the potential growth, economic development and regeneration of Bletchley. Therefore, a key aim of this report is to draw together and review previous work, and investigate more recent developments and collate stakeholder views in order to produce an up to date and coherent Transport Strategy for the entire area of Bletchley for the next 20 years to 2031.

This report is Stage 1 of the Transport Strategy for Bletchley and it will be followed by a Stage 2 report once consultation on Stage 1 has been concluded. Stage 1 will identify and analyse the issues, develop a Vision and Strategy and a long list of schemes that will help achieve the Vision. It will propose a methodology for marking and prioritising the schemes. Stage 2 will develop and agree the marking of schemes and produce a prioritised list before setting an implementation schedule and delivery mechanism.

A Transport Vision for Bletchley

The overarching aim of the Transport Strategy for Bletchley is to assist in the delivery of a Bletchley ready to make the most of the future opportunities offered by proposals such as East – West Rail, a Bletchley which has a transport system that supports the economic vibrancy of the area by providing access to jobs and education and a Bletchley that is accessible for all users, with a range of transport options for all important trips. These aspirations have been summarised in a single Transport Vision Statement based upon a combination of the views expressed during the Consultation Workshops held in September 2010, and the findings of the previous studies.

Transport Vision - “A Sustainable 1 Transport System that makes Bletchley an attractive, connected and convenient place to live, work and shop”

1 The most widely used definition of the term “Sustainable” being development which “meets the needs of the present without compromising the ability of future generations to meet their own needs” (the Brundtland Commission).

Bletchley Transport Strategy

Supporting Objectives

This Transport Vision is supported by a number of objectives specific to Bletchley, which cover the main transport issues identified throughout the development of Stage 1 of the Strategy. The main objectives of the Strategy are:

• Economy - Enabling economic development and regeneration;

• Safety - Giving Bletchley safe and legible streets;

• Accessibility - Improving accessibility by improving sustainable connections;

• Environment - Managing the environmental impacts of transport choices; and

• Growth - Effectively managing the transport impacts of growth.

Each of these objectives has been based upon evidence derived from consultation, national and local policy reviews, previous studies and a technical review of existing and anticipated future transport issues. They will help identify the most appropriate transport schemes that will deliver the Transport Vision for Bletchley.

Key findings include the following:

• Bletchley’s external links are good (particularly to Milton Keynes), but there is a lack of connectivity for all modes of transport between areas within Bletchley, particularly between the eastern and western sides of the rail line.

• Traffic is concentrated on key corridors to the north and east of Bletchley, specifically Standing Way to the north and Saxon Street to the east, which reflects the current commuting patterns to and from Bletchley, this results in congestion at key junctions linking Bletchley to the wider area and employment sites,

• The roads within Bletchley generally2 have the capacity to accommodate expected traffic levels (and are expected to continue to do so in the future), but some junctions have inadequate capacity thereby causing congestion.

2 With the exception of sections of Buckingham Road, which are approaching capacity for a local all purpose road in some future scenarios.

Bletchley Transport Strategy

• Pedestrian and cycle movements are constrained by the lack of suitable links and there are safety concerns on key routes and at significant local junctions.

• There are several road traffic accident areas, particularly the junction of Buckingham Road with Sherwood Drive and the junction of Saxon Street with Buckingham Road.

• Signage to and within Bletchley is inadequate, particularly route signage and signage for parking

Development of schemes

A long list of transport schemes has been prepared covering all modes of transport. These have the potential to address the issues identified and support the objectives of the Transport Vision for Bletchley.

Bletchley Transport Strategy

1 Introduction

1.1 BACKGROUND

1.1.1 WYG has been appointed by Milton Keynes Council (MKC) to assist in the development of a Transport Strategy for Bletchley. Bletchley has been the subject of a number of studies and strategies within recent years which have either focused upon transport issues, or which have identified the important influence that transport has on the potential growth, economic development and regeneration of Bletchley. Therefore, a key aim of Stage 1 is to draw together and review previous work, investigate more recent developments and stakeholder views in order to produce an up to date and coherent Transport Strategy for the entire area of Bletchley for the next 15 to 20 years.

1.1.2 This report relates to Stage 1 of the Bletchley Transport Strategy. The prospective transport projects and initiatives presented in this report will then be developed further with Council Officers and Members, stakeholders and interested parties to produce more detail on the proposed schemes, cost estimates and phasing and delivery plans as part of Stage 2 of the Strategy process.

1.1.3 The study area comprises four Wards; Bletchley and Fenny Stratford, Eaton Manor, Denbigh and Whaddon and is shown in Figure 1 (all figures are provided at the end of this report). For consistency the study area will be referred to as “Bletchley” in the remainder of this report.

1.1.4 This Stage 1 report will provide a framework to identify and prioritise the transport schemes that will bring benefits to Bletchley, now and in the future, and help Bletchley to achieve its wider aims of becoming a better connected, more vibrant and more sustainable destination.

1.1.5 The Strategy will therefore provide a mechanism by which the most appropriate transport schemes can be programmed for delivery and feed into the relevant funding programmes, (such as the Local Transport Plan 3). This is summarised in the following diagram:

Bletchley Transport Strategy

Where does the Bletchley Transport Strategy Fit?

1.1.6 A detailed policy review, providing further context to the development of the Bletchley Transport Strategy is provided in Appendix A.

Bletchley Transport Strategy

1.2 REPORT FORMAT

1.2.1 The layout of the remainder of this Stage I report is as follows:-

• Section 2 identifies current transport issues for Bletchley

• Section 3 provides a summary of transport objectives for Bletchley and the resulting overall Transport Vision.

• Section 4 details the potential transport schemes that could deliver the identified Vision and Objectives.

• Section 5 provides a summary of the ways in which the most effective transport schemes can be identified and prioritised for delivery and identifies the next steps for the Strategy.

Bletchley Transport Strategy

2 Bletchley Transport – Identifying the Issues

Approach

2.1.1 The first task was to ensure that all the important transport issues effecting Bletchley were identified, including those which are immediate and those which could realistically be expected to arise within the lifetime of the Strategy, currently running to 2031.

2.1.2 This was dealt with in three main stages:

• A review of the previous study work covering the Bletchley Area.

• A comprehensive stakeholder engagement and consultation exercise.

• A technical review of current and anticipated transport issues.

2.1.3 The following sections provide a summary of each stage.

2.2 REVIEW OF PREVIOUS STUDIES

2.2.1 Bletchley has been the subject of a number of studies and strategies over a number of years. These have either focused upon transport issues, or which have identified the important influence that transport has on the potential growth, economic development and regeneration of Bletchley.

2.2.2 At beginning of the project the project team collated the findings of all previous studies, to identify common themes and to determine whether these remained relevant and should then be carried forward into the consultation next stage.

Bletchley Transport Strategy

2.2.3 The most relevant findings of a number of the previous studies carried out are summarised in Table 2.1 grouped according to the appropriate study / report, with a full review of the relevant documents and their findings provided in Appendix B.

Table 2.1 –Transport Issues identified in previous studies

Study Key Issues identified Achieve a suitable balance between car / sustainable access to maintain economic vibrancy Maximise the opportunities offered by Bletchley Regeneration Study potential for East – West rail Enhance links between modes, especially bus – rail Walking and cycling connections Downgrade Saxon Street High levels of traffic movements through the central area Bletchley Regeneration Framework Station to town centre link inadequate Limited walking and cycling connections Improve access to/from West Denbigh Improve permeability between West Bletchley and the Rail Station Bletchley Park Masterplan Poor junction of Buckingham Road with Sherwood Drive The number of parking spaces is largely sufficient in Central Bletchley There is an unwillingness to use parking spaces outside the immediate retail area Bletchley Town Centre and Fenny Stratford Majority of parking stays are short in Parking Review duration (less than 2 hours) There is a shortfall of parking spaces in Fenny Stratford Parking signage is inadequate A number of streets proposed for traffic calming works including Rickley Lane, West Bletchley Traffic Review Whalley Drive and Shenley Road A number of further streets proposed for traffic orders and road marking update Fenny Stratford - Through traffic combined Milton Keynes Retail Capacity and Leisure with limited pedestrian crossing Study opportunities severs the retail area

Bletchley Transport Strategy

2.3 COMMON TRANSPORT ISSUES: PREVIOUS STUDIES

2.3.1 The common transport issues identified from previous studies are:

• Interchange - The poor quality of the public transport waiting and interchange facilities was identified as a potential constraint on both the further growth and regeneration of Bletchley.

• Congestion -Major junctions and links in Bletchley are congested during peak periods, particularly at the junctions along Saxon Street, Princes Way and Buckingham Road and also at the junction of Albert Street / Princes Way. The high levels of through traffic on Watling Street and Aylesbury Street are detrimental to the town centre environment and pedestrian movements in Fenny Stratford.

• Parking demands - Parking provision and access to Bletchley town centre was identified as a potential constraint on economic growth. Centrally located car parks are close to capacity (with lower levels of demand outside the centre). In addition supporting infrastructure, particularly signage was considered to be poor.

• Walking and cycling connections - The poor quality of walking and cycling links was highlighted with a number of junctions and streets considered to have a major severance affect in terms of pedestrian and cycle travel. It was however acknowledged that the availability of road space to deliver improved routes could present a challenge within much of Bletchley.

Bletchley Transport Strategy

2.4 CONSULTATION

2.4.1 Bletchley stakeholder groups were consulted and the main conclusions are summarised in Table 2.2:

Table 2.2 – Summary of Stakeholder engagement Dates of Stakeholder Key Issues identified consultation Confederation of 12th July 2010 The need for a strategy for Bletchley with a Bletchley Residents’ focus on delivery and the need to manage Associations (COBRA) the transport impacts of growth. Homes and Communities 18th Aug 2010 There are initial (unfunded) proposals for a Agency footbridge extension and provision of an eastern platform and lift to the eastern side of Bletchley Rail Station. Milton Keynes Council 18th Aug 2010 Potential comprehensive redevelopment of Property Services Team the Albert Street area will include the bus station and Albert Street car park. Milton Keynes Council 18th Aug 2010 Potential major growth sites (and related Spatial Planning Team transport impacts) to consider at Newton Leys and Salden Chase. Planned retail and leisure growth around Stadium MK to consider in future assessments. Milton Keynes College 24th Aug 2010 The zero parking for student policy has resulted in overspill parking in the surrounding areas (including Sherwood Drive). Poor connection to the rail station.

Walking and cycling access to the college is considered to be limited by conditions at the Buckingham Road / Sherwood Drive junction. Stakeholder Workshops 08th Sept 2010 A wide range of issues were identified – covered in more detail in the following sections. Milton Keynes Council 21st September Currently introducing a Priority Route Walking and Cycling 2010 Scheme providing colour coding for primary Officer cycle routes. This will include signage for the V7, which will include Saxon Street. Milton Keynes Council Throughout study A number of potential accident sites for Casualty Reduction Team investigation were identified (summarised in Appendix C).

Bletchley Transport Strategy

2.5 CONSULTATION: WORKSHOPS

2.5.1 Two workshop sessions were held with key stakeholders from across Bletchley, on the 8th September 2010. 210 invitations were issued and 56 people attended representing a wide range of stakeholder groups. The attendance at the event was good, with a range of ages, sexes and ethnicities, including a high level of representation from disability groups. Representation was also balanced between local political bodies and other stakeholder groups including local businesses, particularly when considered across the two sessions.

2.5.2 Appendix D contains a full report on the attendees and the workshop findings, whilst Table 2.3 on the following page identifies the main issues identified by attendees at the workshop.

Bletchley Transport Strategy

Table 2.3 – Issues identified at workshop Public Other Strategic Vehicular General Transport transport No proper bus No night time Lack of a Poor links to B & Q junction service to economy in current strategy key areas of MK Bedford Bletchley Poor signage for Two separate Having to Saxon Street Poor signage car parks and councils needs change buses in not cycle into and within parking closer working town centre friendly Bletchley information Poor connectivity/per Lack of Accommodating More college car meability esp. No bus priority East/West Rail Growth parking needed cycling and link pedestrian areas. Lack of Regeneration of Poor Poor access out connections re Bletchley Town north/south of West bus/rail esp. Centre needed routes Bletchley Stadium MK Growth on 3 levels. Transport needs (Bletchley, MK Southern Rail Station for young and Wide and Bypass needed parking and older people Regional); how for through access needs need to be do you traffic addressing considered accommodate it? Bus Station How does Car parking improvements, Bletchley fit concern re including Ensure vibrancy within the wider numbers/siting/ facilities and of town centre MK transport quality info for disabled system? people. Concern Concern re Key road expressed re Schools impact impact of junctions do not general service on transport growth work and need for staff training Make Bletchley Regeneration of Watling Street Railway station a more Bletchley Town should be re- faces the wrong desirable Centre needed designated way destination Poor signage Concern re bus into and within routes. Change Bletchley

too often and including car are not direct parking directions

Bletchley Transport Strategy

2.6 COMMON TRANSPORT ISSUES: CONSULTATION

2.6.1 The issues raised at the Workshop sessions are grouped under seven topics:

• Accommodating Growth – Growth at three levels were considered relevant: local to Bletchley, the wider Milton Keynes and Regional / National level.

• Improving Connectivity (Pedestrian and Cycle) – The lack of a formalised walking / cycling network similar to the Milton Keynes Redway system and the severance effect of a number of key roads and junctions, which were considered unsafe or unwelcoming for pedestrians and cyclists.

• Improving Connectivity (Bus and Rail) – The poor connections between the bus and rail stations, with the poor quality of the walking and cycling links to both sites. The gateway entrances to Bletchley currently give a poor impression, particularly when arriving by rail and there is a lack of direct services by bus.

• Managing Traffic – Safety and congestion at key junctions; the junctions of Watling Street / Saxon Street and Buckingham Road / Sherwood Drive received the greatest number of comments.

• Parking– Parking was considered to be an issue relevant to all areas of Bletchley, with poor signage considered to undermine the efficient use of the spaces in Central Bletchley, whilst on street parking issues were a concern in and around Sherwood Drive. The parking duration zoning in the retail core of Central Bletchley was also raised.

• Making Bletchley a destination – The future role of transport in Bletchley was considered in its widest context, with a central issue being how transport interventions could help Bletchley to become more of a destination for employment, retail and leisure.

• Vehicular access to Bletchley, including the need for a southern bypass – The need for a new route to the south west of Bletchley to relieve traffic congestion in West and Central Bletchley and to accommodate traffic from major growth sites.

Bletchley Transport Strategy

2.7 TECHNICAL REVIEW

2.7.1 A technical review was carried out to identify any further transport issues not raised during the Workshops. With the following sections outlining the findings of each element of the review.

2.8 DEVELOPMENT & GROWTH

2.8.1 A review of expected growth sites in and around Bletchley was carried out to assess what growth in traffic could be expected over the lifetime of the Strategy and to identify where future transport demands could be expected to arise and to initially consider the ways in which patterns of travel may change over time.

2.8.2 The Milton Keynes Multi-modal transport model (MKMMM) was utilised to inform the following analyses.

2.8.3 Table 2.4 provides a summary of the future development assumptions considered within the study period.

Table 2.4 – Bletchley Transport Strategy Development Assumptions Employment Housing Location (Office, Industrial Leisure and Retail Numbers and Warehousing) Brownfield Sites within 1,117 Bletchley

Brickfields 6.6Ha Denbigh 6.8Ha Newton Leys 1,970 6.0Ha Salden Chase 5,390 15.0Ha Stadium MK 32,500m2 Total 8,477 34.4Ha 32,500m2

2.8.4 In general terms the brownfield developments proposed within the SHLAA (Strategic Housing Land Availability Assessment) are well distributed across the study area and are unlikely to create significant changes in patterns of travel demand, although they will obviously contribute to any general upward trends in the demand for travel over the study period.

Bletchley Transport Strategy

2.8.5 It should be noted that whilst the Salden Chase development falls outside of the administrative boundary of Mliton Keynes, being located within Aylesbury Vale, the impacts of the development could be expected to be focused in and around Bletchley and Milton Keynes.

2.8.6 The larger sustainable urban extension sites at Newton Leys and Salden Chase3 appear more likely to have a concentrated travel impact, particularly to the south and west of Bletchley, with expected areas of increased demand being Buckingham Road, Standing Way, Stoke Road and Drayton Road.

2.8.7 In addition to these proposed developments, there are the potential future transport impacts of major events, such as the possibilities arising from England’s Football World Cup bid, with Stadium MK being one of the host stadiums. Events such as this would create very specific travel demands, generating extremely high numbers of trips over short periods.

2.8.8 A more detailed breakdown of the growth and development assumptions considered within the development of the Transport Strategy is provided in Appendix E.

2.9 TRAVEL PATTERNS

2.9.1 A review of journey-to-work 2001 Census data was undertaken to broadly identify the travel patterns and behaviours for Bletchley:

• Modal Choice – i.e. which mode of travel Bletchley individuals use to travel to and from work

• Trip distance – how far individuals generally travel to / from work

• Trip origins / destinations – where the main employment destinations are for inward and outward commuting trips.

3 With the recreation of the South East Plan and withdrawal of the Aylesbury Vale Core Strategy, the policy support for Salden Chase has been removed. There is a current outline planning application which is yet to be determined.

Bletchley Transport Strategy

Modal Choice

2.9.2 The choice of modes identified in the 2001 Census is summarised in the following tables. Table 2.5 identifies the mode chosen for the journey-to-work by Bletchley residents (i.e. those who live in Bletchley and who work within Bletchley or elsewhere).

2.9.3 The modal choice for each of the four Wards is summarised in Table 2.5 and compared with the average for Milton Keynes. This comparison gives an indication of whether the choices for that Ward are above or below the average for the area. Where the percentage is higher than the Milton Keynes average, the results are highlighted in green.

Table 2.5 – Modal choice for Bletchley Resident Population Bletchley and Fenny Eaton Milton Category Stratford Manor Denbigh Whaddon Keynes In employment - count 5410 3547 3912 4441 108075 Works mainly at or from home 7.82% 6.15% 6.88% 7.52% 8.56% Rail 4.58% 2.96% 3.12% 4.15% 3.76% Bus, minibus or coach 4.73% 9.25% 7.00% 5.67% 4.74% Taxi or minicab 0.83% 1.35% 0.61% 0.99% 0.81% Driving a car or van 58.21% 54.52% 62.40% 64.17% 62.91% Passenger in a car or van 8.30% 11.47% 9.99% 9.03% 8.08% Motorcycle, scooter or moped 0.83% 0.76% 0.82% 1.26% 0.93% Bicycle 3.57% 3.33% 2.30% 2.34% 3.02% On foot 10.79% 10.06% 6.72% 4.59% 6.85% Other 0.33% 0.14% 0.15% 0.27% 0.35%

2.9.4 There is a range of modal choices between the four Wards, with higher than average levels of walking and cycling trips within Bletchley and Fenny Stratford and Eaton Manor Wards, and higher than average levels of bus use within Eaton Manor, Denbigh and Whaddon Wards. Conversely car use is generally lower than the Milton Keynes average, significantly so in Bletchley and Fenny Stratford and Eaton Manor.

Bletchley Transport Strategy

2.9.5 Table 2.6 identifies the modal split for the daytime population, i.e. those that work during the day in Bletchley and may live either in Bletchley or commute to work from outside Bletchley.

Table 2.6 – Modal choice for Bletchley Daytime population Bletchley and Fenny Eaton Milton Category Stratford Manor Denbigh Whaddon Keynes In employment - count 16712 1210 1174 1122 124333 Works mainly at or from home 2.53% 18.02% 22.91% 29.77% 7.44% Rail 1.43% 0.74% 1.19% 1.52% 1.32% Bus, minibus or coach 5.42% 3.06% 1.62% 2.94% 4.32% Taxi or minicab 0.93% 0.25% 0.26% 0.62% 0.70% Driving a car or van 70.09% 54.05% 53.92% 48.48% 68.68% Passenger in a car or van 8.72% 5.12% 5.71% 5.70% 7.79% Motorcycle, scooter or moped 1.22% 1.49% 0.51% 0.27% 0.84% Bicycle 3.06% 2.56% 1.70% 1.52% 2.70% On foot 6.37% 14.38% 11.93% 9.18% 5.96% Other 0.22% 0.33% 0.26% 0.00% 0.24%

2.9.6 The daytime working) population of Bletchley and Fenny Stratford is significantly higher than the resident working population, i.e. there is a considerable amount of inward commuting, whilst the daytime population of Eaton Manor, Denbigh and Whaddon is low which suggests significant levels of outward commuting.

2.9.7 A relatively high proportion of those who work in Bletchley and Fenny Stratford travel primarily by car (at over 70%). Of the remaining trips, a relatively high proportion of inbound trips are undertaken on foot across each of the four Wards, but inbound cycle and bus trips tend to be lower than the Milton Keynes average, and also low in comparison with national levels.

Bletchley Transport Strategy

Distance traveled to work

2.9.8 It is also useful to understand how far people travel to work; in particular to where employees live close to employment areas, which indicates a greater potential for access by a variety of modes.

Table 2.7 – Distance Traveled to work for Bletchley Resident Population Bletchley and Eaton Milton Category Denbigh Whaddon Fenny Manor Keynes Stratford All People 5411 3546 3911 4442 108075 Works mainly at or 7.82% 6.15% 6.88% 7.52% 8.56% from home Less than 2km 25.04% 19.01% 24.09% 10.40% 17.30% 2km to 5km 19.77% 25.41% 31.94% 31.27% 26.07% 5km to 10km 23.93% 28.48% 16.67% 27.19% 21.84% 10km to 20km 5.05% 7.53% 3.91% 4.98% 7.03% 20km to 30km 3.71% 2.26% 4.12% 4.30% 4.02% 30km to 40km 1.72% 1.38% 1.48% 1.46% 1.88% 40km to 60km 2.72% 2.23% 2.20% 2.36% 2.56% 60km and over 5.34% 3.69% 4.96% 6.12% 6.58% No fixed place of work 4.68% 3.78% 3.63% 4.21% 3.90% Working outside the 0.17% 0.08% 0.13% 0.11% 0.23% UK Working at offshore 0.06% 0.00% 0.00% 0.07% 0.04% installation Table 2.8 – Distance Traveled to work – Bletchley Daytime population Bletchley and Fenny Eaton Milton Category Stratford Manor Denbigh Whaddon Keynes All People count 16712 1211 1173 1121 124333 Works mainly at or from home 4.04% 29.07% 35.04% 46.48% 10.83% Less than 2km 16.43% 24.11% 24.38% 25.78% 15.08% 2km to l5km 30.31% 15.11% 12.96% 9.46% 22.94% 5km to 10km 22.15% 14.78% 10.74% 8.74% 20.36% 10km to 20km 11.24% 9.58% 6.99% 3.66% 11.63% 20km to 30km 8.04% 3.96% 6.22% 2.85% 8.88% 30km to 40km 3.11% 2.39% 2.30% 1.07% 3.02% 40km to 60km 1.97% 0.58% 0.77% 0.71% 2.41% 60km and over 2.70% 0.41% 0.60% 1.25% 4.84%

Bletchley Transport Strategy

2.9.9 Table 2.7 outlines the distance travelled to work for outward-commuting trips, with the majority of trips being less than 10 km in length. A greater than average proportion of all trips originating in the Bletchley and Fenny Stratford, Eaton Manor and Denbigh Wards are recorded at less than 2 km, which correlates with the large number of locally based employment trips ending in Bletchley and Fenny Stratford.

Journey to Work Origins / Destinations

2.9.10 It is important to understand the current demands for travel in and around Bletchley and what demands may be expected in the future, based upon traffic predictions contained within the MKMMM.

2.9.11 Figure 2 and Figure 3 (provided at the end of this report); give a summary of journey-to- work trip patterns from the 2001 Census. The trips are denoted by colour coding; green denoting the lowest number of trips and red for the highest numbers of trips.

2.9.12 Figure 2 summarises outward commuting trips, i.e. those trips that originate within Bletchley but have a destination outside Bletchley.

2.9.13 A large number of employment-based trips originating within Bletchley have a destination in areas adjacent to the Bletchley, including Central Milton Keynes, Tillbrook and Walton. A reasonable number of trips are made to Bradwell and Kiln Farm to the northwest of Milton Keynes.

2.9.14 Figure 3 provides a summary of inward commuting trips, i.e. those trips which originate outside of Bletchley and have a destination within Bletchley. The predominant areas for employment are similar to those for outward commuting, namely the majority of trips are from areas adjacent to Bletchley, largely from Milton Keynes to the north of Standing Way and to the east of the A5. However the range of destinations from which trips arrive is broader and more dispersed, covering much of the hinterlands surrounding Bletchley and the wider Milton Keynes area.

2.9.15 An understanding of the patterns of movement associated with commuting trips in and out of Bletchley helps explain the current traffic pressures experienced to the north-east of the town, with Watling Street and Bletcham Way forming a natural point for traffic arriving on Standing

Bletchley Transport Strategy

Way and the A5 to enter Bletchley, and for traffic exiting Bletchley to access Milton Keynes to the north.

2.9.16 In addition to those trips to and from the wider area outside Bletchley, there are a high number of work-related trips which remain within Bletchley. Table 2.9 identifies the journey- to-work trips recorded as remaining within Bletchley, and the number of trips between individual Wards.

Table 2.9 – Journey-to work-trip patterns within Bletchley

Destination Ward

Bletchley and Eaton Fenny Denbigh Whaddon Manor Stratford

Bletchley and 2159 54 68 36 Fenny Stratford Origin Ward Denbigh 869 575 22 37 Eaton Manor 1030 6 587 24 Whaddon 828 56 55 704

2.9.17 Table 2.9 highlights the main journey-to-work trips taking place within Bletchley. The predominant destination for employment is Bletchley and Fenny Stratford Ward, which both retains a large number of trips within the Ward and which attracts inward employment trips from the other three Wards.

2.9.18 Each of the other three Wards retains a number of trips within the ward boundaries, a reasonable proportion of which is due to individuals working from home, whilst the number of trips between the remaining Wards is very low.

2.9.19 In summary, the main journey-to-work travel demands are:

• Links between Denbigh, Eaton Manor and Whaddon to Bletchley and Fenny Stratford Ward

• Improved connections to areas to the north of Standing Way

• Links to Central Milton Keynes, Tillbrook, Walton, Bradwell and Kiln Farm

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Predicted Growth 2.9.20 Whilst the Census data provides a broad indication of current travel patterns and demand, the levels of traffic expected on key routes in and around Bletchley is expected to change, both as a result of the anticipated development growth within Bletchley and as a result of general increases in background levels of traffic due to wider growth across Milton Keynes and the region. The following section therefore summarises current and predicted levels of traffic in Bletchley.

Predicted Traffic Flows

2.9.21 An estimate of the amount of traffic historically travelling on key routes within the study area was obtained from the Milton Keynes Multi-modal Transport Model (MKMMM), The MKMMM is currently based upon traffic levels in 2006, and this is summarised in Figure 4 (provided at the end of this report).

2.9.22 An estimate of the amount of potential future traffic travelling on key routes within the study area was obtained from the MKMMM which can predict future year traffic data to 2026. This therefore includes increases in traffic due to both general background traffic increases and specific developments within Milton Keynes and Bletchley, (such as the completion of Newton Leys and the development of Salden Chase). This predicted future year traffic flow information is summarised in Figure 5.

2.9.23 The levels of historic (2006) and predicted (2026) traffic were used to identify any particular changes in travel patterns between the two periods. Predicted traffic levels were also assessed against highway standards 4 to check whether the streets in question were expected to operate within capacity and whether there was therefore scope to alter or re-classify any of the streets in the study area, or to add features such as additional pedestrian crossing points, whilst retaining suitable levels of capacity for the predicted levels of traffic in 2026.

• Saxon Street South: The traffic levels predicted for Saxon Street South, (classed for the purposes of this report as the section between Princes Way and Buckingham Road), appear to suggest levels of traffic below those requiring dual carriageway (as is

4 DMRB TA 79/99 Traffic Capacity of Urban Roads

Bletchley Transport Strategy

currently the case), but towards the upper end of the levels of flow that could be accommodated by an urban single carriageway.

• Princes Way: Current and predicted levels of traffic on Princes Way suggest that this street can accommodate expected traffic without increase in capacity, whilst continuing to operate effectively as a busy high street type environment, with at grade pedestrian crossings, frontage access and the encouragement of low driver speeds.

• Buckingham Road: Current and predicted traffic flows on Buckingham Road are towards the upper end of those that can be accommodated on urban single carriageways serving primarily local purposes and reflects the mixed use of this route as both a key route into Bletchley from the west and a local distributor for West Bletchley.

• Sherwood Drive: Predicted traffic flows on Sherwood Drive are currently (and expected to remain) low. There should be no capacity related constraints on delivering improvements or changes to Sherwood Drive, for example new pedestrian crossings, parking controls or other measures.

• Watling Street: Traffic flows on Watling Street are expected to remain within levels which can reasonably be accommodated by a low speed Urban All Purpose Road; as such there are no capacity related constraints on the delivery of improvements such as additional pedestrian crossing points.

• Aylesbury Street / Manor Road: Traffic flows on Aylesbury Street and Manor Road are expected to remain well within the capacities for an Urban All Purpose Road, which would suggest that pedestrian improvements could be introduced without negatively impacting upon capacity or creating congestion.

Congestion

2.9.24 Information taken from the MKMMM was used to identify areas of potential future congestion and delay within Bletchley and the surrounding area.

2.9.25 The following figures show the general expected levels of congestion on routes within the study area in the morning and afternoon peak periods.

Bletchley Transport Strategy

2.9.26 Figure 6 (provided at the end of this report) shows the levels of expected congestion (i.e. by year 2026) in the morning peak hour. Areas expected to experience congestion include the following:

• Junctions along Standing Way (junction with Shenley Road / Fulmer Street and junction with Watling Street);

• Watling Street junction with the A5;

• Saxon Street from the junction with Denbigh Roundabout to the junction with Princes Way; and

• Buckingham Road between junctions with Shenley Road and Church Green Road and at the junction with Sherwood Drive.

2.9.27 Figure 7 (provided at the end of this report) shows the levels of expected congestion in the afternoon peak hour. Areas expected to experience congestion include the following:

• Junctions along Standing Way (junction with Shenley Road / Fulmer Street and junction with Watling Street;

• Granby Roundabout;

• Saxon Street from the junction with Denbigh Roundabout to the junction with Princes Way; and

• Buckingham Road, section between junctions with Shenley Road and Church Green Road and junction with Sherwood Drive.

2.9.28 As the potential future flows on the links (i.e. the sections between junctions) in the study area, identified in the previous section were expected to be within expected capacity, the fact that some delay is expected is therefore likely to be related to the capacity of the related junctions rather than the streets themselves; most specifically the junctions on Standing Way, Buckingham Road, Saxon Street, Watling Street and the A5.

Bletchley Transport Strategy

Safety

2.9.29 A review of accident statistics within Bletchley was carried out in order to identify accident cluster sites, (or road junctions or links with higher than expected numbers of accidents). Accident cluster sites are summarised in Figure 8 (provided at the end of this report). A detailed analysis of the accident areas is provided in Appendix C.

Vulnerable Road Users

2.9.30 An assessment was also carried out to identify whether there appeared to be any overriding pattern of accidents related to vulnerable road users, which comprise pedestrians and cyclists. No particular pattern of pedestrian or cycle accidents was evident outside of the sites identified in Figure 8 The highest incidences of pedestrian accidents took place on Saxon Street and in the area surrounding the Buckingham Road / Sherwood Drive junction.

Walking and Cycling Infrastructure

2.9.31 2001 Census data shows above average levels of walking trips within Bletchley, yet cycling trips remain low. The formal network for cycling in Bletchley in particular is disjointed, with much of the Redway system terminating at its boundary. Figure 9 (provided at the end of this report) provides details of the current extent of the formal cycling network in and around Bletchley.

2.9.32 There are no existing dedicated cycle routes within Central Bletchley or Fenny Stratford and only a single connection between Milton Keynes College and Sherwood Drive within Old Bletchley. To the north of Bletchley there is an existing Redway alongside Saxon Street between Princes Way and Watling Street. Beyond the B&Q (Watling Street/Saxon Street) intersection the Redway network continues along Saxon Street, Grafton Street and Bletcham Way into Denbigh North, Mount Farm and Fenny Lock. A Redway also connects south- eastwards adjacent to Watling Street to Fenny Stratford railway station.

2.9.33 Within the southern areas of Bletchley such as Water Eaton and the Lakes Estate there are no Redways, although there are some leisure cycling and walking provisions around the Grand Union Canal. National Cycle Network Route 6 also runs through this area on carriageway (on quieter streets).

Bletchley Transport Strategy

2.9.34 To the western edge of Bletchley there is a more comprehensive network of Redways and leisure cycle networks, including National Cycle Network Route 51, providing connections from Far Bletchley to Emerson Valley, Tattenhoe and the site of the potential Salden Chase development area.

Walking and Cycling Accessibility

2.9.35 In order to gain a better understanding of the potential for walking and cycling trips within Bletchley, a number of journey isochrones5 were plotted, demonstrating the current potential walking and cycling accessibility of a number of typical locations within Bletchley. Distances of 1.0km and 2.0km were used based upon the recommended walking distances contained within PPG136. The full isochrone plans are provided as Figures 10 to 12 at the end of this report.

2.9.36 Assessments have been carried out for a number of locations across Bletchley:

• Transport hubs at the rail and bus stations

• Local centres at Westcroft and Whaddon Road

• Stadium MK

2.9.37 Access to transport hubs is summarised in Figure 10 (provided at the end of this report), which clearly demonstrates the severance effect of the rail line and Saxon Street between the east and west of Bletchley, with direct walking and cycling distances severely truncated by the lack of pedestrian permeability across the rail line. This has the effect of significantly reducing the potential walking and cycling catchment areas for the rail station from the east and the bus station from the west.

2.9.38 It also appears that the more impermeable pedestrian and cycle network to the west of Bletchley, related largely to the limited potential for movement between Whaddon Way and Sherwood Drive, further limits the areas within easy access to the rail and bus stations.

5 A line on a map connecting places from which it takes the same time to travel to a certain point. 6 Planning Policy Guidance 13: Transport

Bletchley Transport Strategy

2.9.39 Access to local and district centres is summarised in Figure 11 Access to Bletchley town centre has not been included, as the area covered will be largely the same as that identified for the bus station. Therefore the following plan has been used to identify the level of accessibility to two typical local centres serving West Bletchley; these being the major District Centre at Westcroft, (located outside Bletchley to the north of Standing Way, but understood to be a key destination for residents in West Bletchley) and the local stores on Whaddon Way.

2.9.40 This journey distance isochrones detailed in Figure 11 suggest that the facilities located on Whaddon Way are relatively accessible to large areas of West Bletchley, with a reasonable proportion of residential areas within a 1.0 km walk of the stores. Conversely the District Centre at Westcroft is largely outside reasonable walking distances, although it could be accessed by cycle trips of 2.0 km and above.

2.9.41 A specific issue with regards to accessibility to local services has also been raised through the consultation process, by both members of local public transport providers with regards to the relocation of healthcare facilities within Bletchley, potentially away from major bus routes and therefore to less accessible locations.

2.9.42 Figure 12 summarises levels of accessibility to Stadium MK, The severance effect of the rail line and Saxon Street is clear, with the route to the rail station falling just outside a 2.0 km walking / cycling distance and therefore outside the recommended walking distances contained within PPG13.

Cycle Parking

2.9.43 There is cycle parking in the form of uncovered Sheffield stands at the western end of Queensway in Central Bletchley. There are also (more ornate) stands located at the eastern end of Queensway at the Cambridge Street/Westfield Road junction which help denote the pedestrianised area.

2.9.44 Bletchley railway station has excellent cycle parking - a secure/ locked compound in the car park and a covered area with Sheffield stands adjacent to the station building. However, requests are regularly received by the Council for additional parking at the station, particularly for a larger or additional secured compound. There is no formal cycle parking provision at Fenny Stratford rail station or Central Bletchley bus station.

Bletchley Transport Strategy

2.9.45 Within the rest of Bletchley there are few places to park bicycles, although there are stands located on Aylesbury Street for the Fenny Stratford shops. There are also a scattering of private facilities at the retail and industrial sites in the north of the study area, such as IKEA and Asda

Public Transport Infrastructure

Bus Station

2.9.46 Bletchley Bus Station is located to the north west of Central Bletchley. The bus station is accessed from Saxon Street and has 12 bus bays, shelters and passenger information. The bus station does not have toilets or an enclosed waiting area for passengers, and the pedestrian routes towards the Brunel Centre and Queensway have relatively poor legibility due to a lack of suitable signing.

Bletchley Bus Station

2.9.47 Milton Keynes Council and its partners have investigated the feasibility of providing a new bus station for Bletchley. The most recent proposals produced in 2008, retain the facility on Saxon Street but move it further south towards the Brunel roundabout, at the Buckingham Road junction.

Bletchley Transport Strategy

2.9.48 Bus operators have indicated that any new site should offer a minimum of 12 departure bays including space for 4 buses to layover, a drop off area, real time passenger information, toilets, a travel centre or at least improved user information opportunities, and direct access to Buckingham Road and Saxon Street. This requirement will be reviewed in Stage 2.

2.9.49 Consultees expressed a key aspiration for any new bus station is to connect it with the rail station and Queensway in order to facilitate interchange between bus and rail and to improve pedestrian access.

Rail Stations

2.9.50 Bletchley railway station serves the southern districts of Milton Keynes and the north-eastern parts of the Buckinghamshire district of Aylesbury Vale. It includes a junction of the West Coast Main Line with the Bletchley to Bedford Marston Vale Line. The station has services to London Euston and Birmingham New Street. The station building is accessed from Sherwood Drive to the west, although there are steps linking the station to Buckingham Road for pedestrians. There is no direct pedestrian link towards Saxon Street and Central Bletchley. The station has a 254 capacity car park, cycle parking, ticket machines and waiting areas. Whilst a number of bus services pass by the Rail Station on Buckingham Road to the south, only the 24/25 service directly passes the entrance to the Station on Sherwood Drive.

Bletchley Transport Strategy

Bletchley Rail Station

2.9.51 Fenny Stratford railway station is on the Bletchley to Bedford Marston Vale Line. It is a small station with no station building, car or cycle parking or ticket machines although there are covered seating areas on the platforms. The station is served by the number 18/ 18E buses which link Central Milton Keynes, Bletchley, Woburn Sands and Kingston, operating hourly.

Bus Priority

2.9.52 At present there is no bus priority within Bletchley. Buses are caught in congestion, particularly at peak times and at particular junctions, (including Watling Street / Saxon Street and Buckingham Road / Sherwood Drive), which affects journey time reliability and the attractiveness of the bus services to users.

Bus Routes

2.9.53 Much of Bletchley is relatively well served in terms of bus route coverage. Figure 13 (provided at the end of this report) provides a summary of the relevant bus routes operating within Bletchley.

Bletchley Transport Strategy

2.9.54 A number of key routes within Bletchley serve an important role for public transport; with Saxon Street and Buckingham Road in particular carrying a large proportion of the bus routes within Bletchley. Saxon Street provides access to the bus station to its southern end and therefore carries the majority of all bus routes, either passing the station or terminating there, whilst Buckingham Road provides the main link to and from West Bletchley.

2.9.55 Few bus services serve both the eastern and western sides of the rail line in Bletchley, with the only (hourly or better) services being the 1/1B, serving Buckingham Road, and 24/25 services. The remainder of the services which run at hourly or better frequencies tend to serve single areas, such as West Bletchley or the Lakes Estate, providing links to the wider area, particularly Central Milton Keynes rather than connections within Bletchley. For example, the 4/4a and 5/5a services provide largely parallel services to Central Milton Keynes for the western and eastern sides of Bletchley respectively.

2.9.56 In term of access to specific facilities, most bus routes operating within Bletchley provide access to Bletchley Bus Station, although only one service, (the 24/25) directly passes the rail station.

2.9.57 The majority of the bus routes operating within Bletchley also provide a good level of access to Bletchley town centre (due to its co-location with the bus station), whilst a more limited range of services provide access to other local centres, with only the 24/25 providing direct access for residents of West Bletchley to Westcroft. Similarly the 24/25 is the only main service providing access from West Bletchley to the employment areas to the north of Bletchley town centre.

2.9.58 The provision of bus services along Watling Street and Denbigh Road is limited to peak hour services, (2 services in the morning and 2 in the early evening), which provide for the employment uses located along this road.

2.9.59 Connectivity within Bletchley, both between areas of the town and to/from important local facilities shows a significant variation in accessibility levels across all modes of non-car travel, with links across the town, particularly east-west being limited.

Bletchley Transport Strategy

Signage and Wayfinding

2.9.60 Inefficient or inconsistent signage was noted during the Workshop consultation. A review of signage for Bletchley was undertaken which consisted of a desktop and site based assessment undertaken at ten key ‘gateway’ junctions around the edge of Bletchley, and five important roundabouts within Bletchley. A summary of the different signage used on key approaches to Bletchley is provided at the end of this report as Figure 14. A comprehensive level of Advance Direction Signing (ADS), confirmatory and local route signing was in place at all these junctions. The level of signing at the 10 gateway junctions is in keeping with that of the MK grid road network with directions at the majority of junctions consisting of an ADS followed by a secondary local direction sign for the same junction and flag type signs at the entry points to each arm of a roundabout.

2.9.61 There is no naming convention for specific destinations in Bletchley. Different parts of Bletchley are described in varying terms. It is notable that road signage at the first two roundabouts to the south of Bletchley make no reference to Bletchley. For example, this implies to visiting traffic that access to Bletchley cannot be made through Water Eaton.

2.9.62 Within Bletchley, particularly away from the primary routes, additional signing panels or flags have been added to original sign faces. It is possible that the quantity of signed locations within Bletchley, in conjunction with the variety of naming conventions at different junctions, could be confusing to visitors and this could result in the concentration of traffic on certain routes. For example Bletchley is hardly referenced in signage to the south.

2.10 COMMON TRANSPORT ISSUES: TECHNICAL REVIEW

2.10.1 Key issues identified through the technical review process are:

• Commuting patterns – Bletchley and Fenny Stratford Ward, comprising Central Bletchley and the employment land to the north of Bletchley, is subject to considerable levels of inward commuting, with the majority of inbound workers coming from areas to the north of Standing Way and to the north / north east of the A5.

• A large number of employment trips take place within Bletchley, with the main destination being Bletchley and Fenny Stratford.

• Expected areas of congestion, based on broad predictions from the MKMMM for 2026 are focused on a few key routes, providing the main access points to and from

Bletchley Transport Strategy

Bletchley, particularly Standing Way, Watling Street, Saxon Street and Buckingham Road. The internal routes within Bletchley, away from these main streets are not expected to experience particular levels of congestion within this period.

• The non car links between the areas within Bletchley vary in quality, with links between the eastern and western sides of the rail line being limited in terms of pedestrian / cycle or public transport permeability. The rail track provides a physical barrier to movement between the east and west whilst bus services tending to serve either one side of the track or the other.

• Public transport service availability is also variable, with the Eaton Manor Ward (the Lakes Estate) having good quality public transport links to Central Bletchley and onwards to Milton Keynes, whilst access to public transport in the west is more limited.

• Public transport services tend to provide a good level of connectivity to Central Milton Keynes, with public transport links between areas within Bletchley being more limited.

• There are a number of accident areas where improvement works should be considered to improve safety levels, with accidents in the Saxon Street and Sherwood Drive areas including a number of pedestrians.

• Signage, both strategic and local, is inconsistent.

Bletchley Transport Strategy

3 Bletchley Transport Strategy – Defining Objectives

3.1.1 This Stage 1 report has identified a number of transport issues, which will be addressed in the Bletchley Transport Strategy. This section translates these issues into a number of overarching transport objectives for the strategy to achieve. These transport objectives are summarised below:

• Economy – Enabling economic development and regeneration

• Safety – Giving Bletchley safe and legible streets

• Accessibility - Improving accessibility by improving the sustainable connections

• Environment - Managing the environmental impacts of transport choices

• Growth - Effectively managing the impacts of growth

3.1.2 Each of these objectives are considered in more detail below, along with details of the evidence base used to develop each one:

Objective 1: Economy - Enabling economic development and regeneration

3.1.3 The regeneration of Bletchley, and in particular the aspiration to strengthen its role as a desirable destination, was one of the main issues raised during the stakeholder workshop sessions on the 8th September 2010. During the feedback sessions it was considered that a wide range of transport aspects including ease of access and movement, signage and legibility and parking all fed into achieving this objective. It was also stressed that economic growth and regeneration was a goal for Bletchley as a whole, rather than purely Central Bletchley.

3.1.4 Economic development and regeneration formed the central premise of the EDAW “Regeneration Study” and “Regeneration Framework”, with the potential Bletchley has to maximise the potential economic benefits of East – West rail considered to be dependent upon upgrading Bletchley rail station and improving linkages to and from the station area.

3.1.5 The economic development impacts of transport schemes are also likely to become increasingly important over time, with the introduction of Local Enterprise Partnerships, (made up of a mixture of local authority and local business representatives).

Bletchley Transport Strategy

Objective 2: Safety - Giving Bletchley safe and legible streets

3.1.6 One of the main reasons for low levels of walking and cycling trips in Bletchley was given as the perception that some of the key routes and junctions were unsafe, in particular Saxon Street, Buckingham Road and Watling Street and the junctions at Saxon Street / Watling Street and Buckingham Road / Sherwood Drive.

3.1.7 A review if accident data reveals that there are accidents at the junction of Buckingham Road / Sherwood Drive, on Saxon Street and Princes Way, Aylesbury Street / Manor Road and on the northern end of Rickley Road. Accident records at Buckingham Road / Sherwood Drive and Saxon Street also showed a relatively high proportion of accidents involving vulnerable road users i.e. pedestrians and cyclists.

3.1.8 The legibility of the transport network, particularly with regards to signage was considered to be an important issue in the workshop sessions, both with respect to the directional signage for traffic and more locally with respect to parking locations and availability. Traffic is focused in the peak periods onto a few main routes to the north and west of Bletchley, which could be partially re-assigned to more suitable routes through the introduction of suitable signage.

Objective 3: Accessibility - Improving accessibility by improving the sustainable connections

3.1.9 Improving connectivity (covering walking, cycling, bus and rail) was raised as a key issue during the stakeholder workshops. In particular the lack of effective links between different areas of Bletchley; the need to change bus services rather than having direct routes and the current barriers to pedestrian and cycle travel at key junctions.

3.1.10 Poor connectivity between modes was identified as an issue in the EDAW “Regeneration Study” and “Regeneration Framework”, and also in responses to the Milton Keynes Bus Strategy.

3.1.11 This view was supported by the findings of the technical review, which found the levels of accessibility between the east and west of Bletchley were limited by the severance effects of the rail line and Saxon Street.

3.1.12 The technical review also reinforced the views that the links between the areas within Bletchley were limited in terms of public transport provision, with most services providing good connection to Central Milton Keynes, but little connection between east and west Bletchley.

Bletchley Transport Strategy

Objective 4: Environment - Managing the environmental impacts of transport choices

3.1.13 The effect that transport has upon carbon levels is increasingly a priority with transport policy at both a national and local level. This needs to be reflected in the Bletchley Transport Strategy in order for it to connect with wider policy objectives.

3.1.14 Stakeholder groups identified environmental impact as an underlying theme relevant to many of the topics discussed at the Stakeholder workshops, without it being classed as an objective in its own right.

3.1.15 In addition to the carbon impacts and wider environmental impacts of transport, there is also a more specific affect on the local street-scene and environment in terms of public amenity, noise and air quality, as identified in a number of the previous studies.

Objective 5: Growth - Effectively managing the impacts of growth

3.1.16 The potential impacts of development were discussed in some depth during the workshop sessions. The potential impacts of growth at three levels; Bletchley specific, Milton Keynes area and the wider sub-regional and regional growth, were considered to represent a future transport challenge for Bletchley, particularly when taking into account the major urban extension proposals to the southern side of Bletchley.

3.1.17 The implications of growth included the potential impact upon the road network, (impacts on Buckingham Road were a particular concern), also the effective provision of sustainable links to and from major growth and development sites and the changes in potential demand for local services, (including the college, hospital etc).

3.1.18 As the status of some of the major growth areas considered is currently unresolved, schemes proposed in response to the challenges associated with growth are likely to be flexible in terms of phasing and delivery.

Transport Vision for Bletchley

3.1.19 Whilst a number of differing transport objectives for Bletchley came out of the background research, technical reviews and stakeholder engagements informing this study, one theme appeared to run consistently through many of these objectives, that being making Bletchley a Destination, one that is accessible, well connected and economically vibrant.

Bletchley Transport Strategy

3.1.20 Whilst a transport strategy cannot fully achieve this vision alone, a suitably focused strategy can provide the right connections, accessibility and convenience of travel to make Bletchley a more attractive and convenient place to live, work and shop, supporting the wider regeneration initiatives identified elsewhere by Milton Keynes Council and its partners.

3.1.21 As such, the proposed overall transport vision for Bletchley is to create:

3.1.22 “A Sustainable Transport System that makes Bletchley an attractive, connected and convenient place to live, work and shop”.

Bletchley Transport Strategy

4 Bletchley Transport Strategy – Scheme Options

4.1.1 The preceding sections of this Stage 1 report have identified and pulled together a wide range of transport issues facing Bletchley between the present day and 2026 and refined these issues down into a number of main objectives for the Transport Strategy to deliver.

4.1.2 The following section considers the transport schemes which have the potential to help deliver these objectives.

4.1.3 A long list of potential transport schemes for Bletchley was generated, based upon a combination of:

• Schemes identified by previous studies

• Schemes presently underway

• Schemes identified during the preparation of this report

• Schemes identified in the Workshops

4.1.4 This list of schemes is provided in Appendix F of this report. The schemes are identified by mode (i.e. walking / cycling, public transport etc) and by the general location in which the scheme could be introduced, with a summary of the reasons for the inclusion of each scheme and a series of plans identifying the broad location of each potential scheme option.

4.1.5 Wherever possible, in order to allow scheme proposals to help achieve as wide a range of goals as possible, (and therefore generally perform better when being appraised), it is advisable to group scheme proposals into area specific multi-modal packages, i.e. to identify a street or junction where improvements could be delivered that would benefit a number of modes of travel, such as a junction improvement which also provides bus priority and walking and cycling crossing facilities.

4.1.6 Based on this approach and informed by the work to date we would propose the following as potential scheme priority areas, in which highly ranked schemes could, where appropriate, be considered for combining into multi-modal scheme packages:

• Saxon Street North

Bletchley Transport Strategy

• Saxon Street South

• Sherwood Drive

• Town Centre Loop

• Fenny Stratford High Street

• Buckingham Road Corridor

4.1.7 The schemes list has therefore been split geographically between these priority areas and the remaining main areas of Bletchley, as well as identifying any schemes which have a wider application than within a single area, or which sit outside the boundary of the immediate study area.

Bletchley Transport Strategy

5 Bletchley Transport Strategy – Prioritising Schemes

5.1.1 This section proposes a method for prioritising the transport schemes in order to determine which schemes can be taken into the future stage 2 report and planned for delivery.

5.1.2 In order to achieve this, a formalised assessment process is needed to prioritise schemes. Whilst a detailed economic appraisal of each potential scheme is not envisaged at this stage, a broader appraisal can be carried out based upon the following proposed set of assessment criteria:

• Contribution to Bletchley Transport Strategy objectives

• Deliverability

• Value for money

Contribution to Bletchley Transport Strategy Objectives

5.1.3 A scheme will only be considered if it contributes to the objectives outlined in this Stage 1 report.

5.1.4 In order to achieve this it is proposed that an objective-based appraisal of the long list of potential schemes is undertaken. This objective-based appraisal is based upon the five key objectives of the Bletchley Transport Strategy, i.e.:

• Economy - Enabling economic development and regeneration;

• Safety - Giving Bletchley safe and legible streets;

• Accessibility - Improving accessibility by improving the sustainable connections;

• Environment - Managing the environmental impacts of transport choices; and

• Growth - Effectively managing the transport impacts of growth.

5.1.5 Each objective is further sub-divided into sub-objectives to help provide a measure of achievement. For example, in the case of Objective 2. Safety - Giving Bletchley Safe and Legible Streets, the three sub-objectives will measure how well each scheme will support:

• 1. the aim of reducing the number of road traffic accidents within Bletchley;

• 2. the goal of improving pedestrian and cycle facilities at main roads and junctions;

Bletchley Transport Strategy

• 3. the goal of making it easier to find your way to, and to find your way around, Bletchley.

5.1.6 A set of sub-objectives has been derived for each main transport objective. A draft of the full assessment criteria proposed is provided in Appendix G. The intention is to provide a balanced range of criteria against which schemes can be assessed, ensuring that the no one scheme type is naturally advantaged or disadvantaged.

5.1.7 The result is a scoring matrix, which allows for an assessment of the ability of individual schemes to deliver against the identified objectives and sub-objectives. The scoring of schemes against these criteria would necessarily be largely qualitative at this stage, (as is appropriate for a strategy level assessment), with the scoring of schemes against each category carried out using a 7 point scale as shown in Table 5.1.

Table 5.1 – Summary of scoring

+3 +2 +1 0 -1 -2 -3

Significantly Moderately Slightly Has no Slightly Moderately Significantly Supports Supports Supports bearing Obstructs Obstructs Obstructs

Deliverability

5.1.8 A scheme will only be considered if it can be delivered within the timescale of the strategy. There may be schemes which are highly desirable but could take many years to bring together in terms of political will, development agreements and land assembly. In these cases, it could be feasible to split the scheme into components for assessment.

5.1.9 Deliverability, for the purposes of scheme appraisal is considered to be an assessment of the reality of successfully delivering a scheme. The deliverability criteria against which schemes are assessed are therefore summarised as:

Bletchley Transport Strategy

• Timescales – Whether a scheme could realistically be delivered in a short, medium or long time period, with schemes which cannot be delivered for a considerable period of time carrying a higher level of proportional risk.

• Land requirements – Whether the land required to deliver a scheme is available and/or under the control of the local authorities or scheme promoters. If the land required for a scheme is not available or protected then this adds risk to the deliverability of any proposal.

• Public Acceptability – Whether the scheme is likely to be acceptable to the travelling public. Any scheme which would create significant concern or objection would carry a proportional amount of risk in terms of delivery.

• Funding – Whether potential funding sources for the scheme have been identified and to what extent the identified funding would cover the costs of the scheme. The less certainty over the potential funding options available for a scheme, the greater the level of risk to scheme deliverability.

• Other – Any other issues specific to the scheme in question, including the need for traffic orders or other legal issues.

5.1.10 Deliverability would be assessed on a 7 point scale (to be agreed).

Value for money

5.1.11 The final appraisal criteria proposed to assess the long list of potential schemes is value for money. Whilst it is not realistic to provide an economic appraisal of all the proposed schemes at the strategy level, value for money figures from previous schemes of the same types can be applied to give an initial indicative assessment of the ratio of benefits against costs that may be expected.

Next Stage

5.1.12 The next stage of the Bletchley Transport Strategy will therefore be to carry out a broad appraisal exercise on the long list of potential transport schemes (contained within Appendix F) and refine this down to a more limited list or prioritised schemes based upon the methodology outlined above, which can then feed into a future delivery programme.

Bletchley Transport Strategy